JP2001206176A - Occupant crash protector for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely and effectively relieve an impact applied to an occupant at the time of collision of a vehicle. SOLUTION: The side impact of a vehicle is predicted by pre-crash sensors 74L and 74R and an electronic control device 64. When the side impact of the vehicle is predicted, a protective means 26 is switched to an operation state. The protective means comprises a movable panel 28 normally defining a part of a cabin space and a drive device 30 driving the movable panel 28 in the lateral direction of the vehicle. When the side impact of the vehicle is predicted, the movable panel 28 is moved to the center part of the cabin space. By this, the occupant 14 is separated from a door 10 defining the cabin space. The drive device 30 comprises a compressive coiled spring 50 allowing the movable panel 28 to move to the door 10 in the operating state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle such as an automobile, and more particularly to a device for protecting an occupant in the event of a vehicle collision.

[0002]

2. Description of the Related Art As one of devices for protecting an occupant in the event of a collision of a vehicle such as an automobile, for example, Japanese Patent Application Laid-Open No. 11-192907.
As described in Japanese Patent Application Laid-Open Publication No. H10-209, there has been conventionally known an impact energy absorbing structure having an energy absorber between a vehicle body structural member and an interior material, and the energy absorber has a plurality of ribs.

According to such an impact energy absorbing structure, when the occupant hits the interior material due to the collision of the vehicle and the energy absorber is pressed, the impact energy is effectively absorbed by the deformation of the plurality of ribs. Therefore, the impact received by the occupant can be reliably and effectively reduced.

[0004]

However, the above-mentioned occupant protection device using the conventional impact energy absorbing structure as described above is effective to some extent when the occupant hits the interior material so as to press the energy absorber during a vehicle collision. It does not reduce the risk of the occupant hitting the interior material, and cannot work effectively when the occupant collides with another part of the interior material. There is a problem that the protection performance is insufficient.

The present invention has been made in view of the above-mentioned problems in the conventional occupant protection system using an impact energy absorbing structure, and a main object of the present invention is to provide an occupant with a vehicle occupant prior to collision of a vehicle. By separating from the material, the impact of the occupant during the collision of the vehicle is reliably and effectively reduced.

[0006]

SUMMARY OF THE INVENTION According to the present invention, there is provided, according to the present invention, a protection means for separating an occupant from an interior material which defines a vehicle interior space during operation. This is achieved by a vehicle occupant protection device having means for predicting collision of the vehicle and control means for activating the protection means when a collision of the vehicle is predicted.

According to the configuration of the first aspect, when a collision of the vehicle is predicted, the protection means is activated, so that the occupant is separated from the interior material defining the interior space of the vehicle prior to the collision of the vehicle. Therefore, the possibility that the occupant collides with the interior material at the time of collision of the vehicle and the impact of the collision are reliably reduced.

According to the present invention, in order to effectively attain the above-mentioned main object, in the above-mentioned structure of the first aspect, the protection means defines a part of the interior material when not in operation. It is configured to include a pressing member that presses an occupant during operation and a driving unit that drives the pressing member toward the center of the vehicle interior space when operating (a configuration according to claim 2).

According to the second aspect of the present invention, when the operating member is not operating, the pressing member that defines a part of the interior material is driven by the driving means toward the center of the vehicle interior space and presses the occupant. It is possible to reliably separate the occupant from the interior material prior to the collision of the vehicle, and the pressing member does not normally narrow the interior of the vehicle compartment or hinder the occupant.

According to the present invention, in order to achieve the above-mentioned main object effectively, in the above-mentioned structure, the driving means may be provided between the occupant and the pressing member at the time of a vehicle collision. It is configured to include means for absorbing the acting energy (claim 3).

According to the third aspect of the present invention, the driving means includes means for absorbing energy acting between the occupant and the pressing member at the time of a vehicle collision. The acting energy is reliably absorbed, so that the impact received by the occupant during a vehicle collision is reliably and effectively reduced.

According to the present invention, in order to effectively achieve the above-mentioned main object, in the configuration of the third aspect, the driving means is configured to include a driving airbag (Claim 4). Configuration).

According to the fourth aspect of the present invention, since the driving means includes the driving airbag, the energy acting between the occupant and the pressing member during the collision of the vehicle can be reliably and effectively absorbed.

Further, according to the present invention, in order to effectively achieve the above-mentioned main object, in the configuration of the above-mentioned claim 1, the occupant protection device is provided between the interior material and the occupant after the protection means is activated. It is configured to have a buffer airbag that is deployed between them (the configuration of claim 5).

According to the fifth aspect of the present invention, the cushioning airbag is deployed between the interior material and the occupant after the protection means is actuated, so that the occupant can hit the interior material during a vehicle collision. It is more reliably and effectively prevented.

[0016]

According to a preferred aspect of the present invention, in the configuration of the first aspect, the control means determines that the collision tightness predicted by the means for predicting the collision of the vehicle is higher. It is configured to activate the protection means so that the occupant is quickly separated from the interior material (preferred embodiment 1).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the means for predicting a side collision of the vehicle wirelessly detects a distance to an object on a side of the vehicle. Means for calculating the rate of change of the distance, means for calculating the tightness of the collision based on the distance and the rate of change of the distance, and means for determining the possibility of a collision based on the degree of tightness. (Preferred embodiment 2).

According to another preferred embodiment of the present invention, in the configuration of the second aspect, the driving means includes a gas generating means, and the pressing member is driven by utilizing a pressure generated by the gas generation. (Preferred embodiment 3).

According to another preferred embodiment of the present invention, in the configuration of the second aspect, the driving means includes a compression coil spring, and the pressing member is driven by using a spring force of the compression coil spring. (Preferred mode 4).

According to another preferred embodiment of the present invention, in the configuration according to the second aspect, the pressing member defines a part of the interior material of the door when not operating, and the driving means includes the occupant protection device. Is configured to drive the pressing member substantially in the lateral direction of the vehicle toward the center of the vehicle interior space (preferable mode 5).

According to another preferred aspect of the present invention, in the configuration of the second aspect, the pressing member defines a part of the instrument panel when it is not operated, and the driving means is provided in the occupant protection device. In operation, the pressing member is configured to be driven substantially rearward of the vehicle toward the center of the vehicle interior space (preferred mode 6).

According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 3, the means for absorbing energy is configured to include a compression coil spring or a damper (preferred embodiment 7).

According to another preferred embodiment of the present invention, in the configuration of the fourth aspect, after the pressing member is driven at the tip of the driving airbag, the pressing member is deployed between the interior material and the occupant. It is configured such that a shock absorbing airbag is provided integrally (preferred mode 8).

According to another preferred embodiment of the present invention, in the structure of the fifth aspect, the cushioning airbag is provided at the time of collision of the vehicle regardless of whether or not the protection means is activated. It is configured to deploy (preferred embodiment 9).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the protection means is a power seat for separating the passenger in the passenger seat from the instrument panel when the occupant protection device is activated. The control means is configured to retreat the passenger seat when a collision of the vehicle is predicted (preferred mode 10).

According to another preferred embodiment of the present invention, in the configuration of the above-described preferred embodiment 10, the control means determines whether a vehicle collision is predicted in a situation where the passenger seat is located forward of the reference position. It is configured to retreat the passenger seat (preferred mode 11).

According to another preferred embodiment of the present invention, in the configuration of the aforementioned preferred embodiment 10, the protection means includes means for increasing the tension of the passenger seat belt when the occupant protection device is activated. (Preferred embodiment 1)
2).

[0028]

BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with reference to the accompanying drawings, in which several preferred embodiments are shown.

FIG. 1 is a schematic structural view showing a first embodiment of an occupant protection device according to the present invention, and FIGS. 2 and 3 are enlarged portions showing main parts of the first embodiment in a non-operation state and an operation state, respectively. It is sectional drawing.

In these figures, reference numeral 10 denotes a cross section of a vehicle door, 12 denotes a seat, and 14 denotes an occupant seated on the seat 12. The door 10 includes an outer panel 10A and an inner panel 10B which are fixed to each other by welding. On the inner surface of the inner panel 10B, a door trim 10C as an interior material of the door and an armrest 1 are provided.
6 is fixed. The door trim 10C defines the vehicle interior space 22 in cooperation with other interior materials such as the roof trim 18 and the window glass 20 and the like.

As shown in detail in FIGS. 2 and 3,
An occupant protection device 2 is provided inside the upper part of the door trim 10C.
Four protection means 26 are arranged. The protection means 26 drives the movable panel 28 which defines a part of the door trim 10C in a normal state (when not operating) and the movable panel 28 toward the center of the vehicle interior space 22 when the occupant protection device 24 is activated. And a driving device 30.

In the illustrated embodiment, the movable panel 2
Reference numeral 8 denotes a flat plate extending substantially in the vertical direction, and the driving device 30 includes a link mechanism 32 for supporting the movable panel 28 so as to be movable in the vehicle lateral direction. The link mechanism 32 includes an upper link 34 and a lower link 36, and is disposed between a backup plate 38 fixed to the inner panel 10B and the movable panel 28.

The upper link 34 has a movable panel 2 at the inner end.
8 and an outer link member 34 pivotally attached to the outer end of the inner link member 34A at the inner end and pivotally supported by the backup plate 38 at the outer end.
B, these link members are in the form of a downwardly-opening "heave". Similarly, the lower link 36 is an inner link member 3 pivotally supported by the movable panel 28 at the inner end.
6A and an outer link member 36B pivotally attached to the outer end of the inner link member 36A at the inner end and pivotally supported by the backup plate 38 at the outer end, and these link members are opened upward. In the shape of.

Although not shown in the figure, the link mechanism 3
2 includes a front link and a rear link which are configured similarly to the upper link 34 and the lower link 36 and extend and contract in a substantially horizontal plane, whereby the movable panel 28 is shown in FIG. When the vehicle moves from the non-operation position to the operation position shown in FIG. 3, the vehicle substantially moves in the lateral direction of the vehicle without being displaced in the vertical and front-rear directions.

The backup plate 38 has a pair of rollers 40 vertically spaced from each other at a position between the upper link 34 and the lower link 36 on the side of the vehicle interior.
And 42 are rotatably supported. The backup plate 38 rotatably supports a roller 44 at a position intermediate the rollers 40 and 42 on the outside of the vehicle compartment.

The inner link member 34 of the upper link 34
A wire 46 is provided at a pivotal connection point between the outer link member 34B and the outer link member 34B.
One end of the wire 48 is connected to a pivotal connection between the inner link member 36A and the outer link member 36B of the lower link 36. Wires 46 and 4
8 extends below the roller 44 in a state of being partially wound around the rollers 40, 42 and 44, respectively, and the other ends of these wires are connected to the upper end of the compression coil spring 50.

The lower end of the compression coil spring 50 is connected to the upper end of the rod of the piston 54 of the cylinder-piston device 52. The cylinder-piston device 52 is a piston 5
It has a cylinder 56 that receives the cylinder 4 reciprocally and an end cap 58 that closes the upper end of the cylinder 56. The rod portion of the piston 54 extends upward through the end cap 58, and the cylinder 56 is fixed to the inner surface of the inner panel 10B.

The end cap 58 has a gas generating agent storage chamber 60 communicating with a cylinder chamber above the piston 54, and the gas generating agent storage chamber 60 stores a gas generating agent 62. The gas generating agent 62 generates gas by supplying a control current from the electronic control device 64 to a starting device 68 via a lead wire (not shown), thereby generating a piston 54 as shown in FIG. It is driven downward to extend the link mechanism 32 and drive the movable panel 28 toward the center of the vehicle interior space 22 to its operating position.

Further, in the illustrated embodiment, a side airbag 70 is provided at the upper end of the space between the inner panel 10B and the door trim 10C, and the side airbag 70 is also controlled by the electronic control unit 64. You. The electronic control unit 64 includes a CPU, a ROM, a RAM, an input / output port device, and the like, and may include a microcomputer and a drive circuit having a well-known configuration connected to each other by a bidirectional common bus.

The electronic control unit 64 determines whether or not the occupant leans on the door based on the detection results of the occupant attitude detection sensors 72L and 72R, as described later, and determines the possibility of a side collision based on the detection results of the pre-crash sensors 74L and 74R. When it is determined that there is a risk of side collision in a situation where the occupant leans on the door, the alarm device 76 is activated to issue a warning to the occupant that there is a risk of side collision, and the activation device 68
Is operated to extend the link mechanism 32, thereby moving the movable panel 28 from the non-operation position to the operation position, and bringing the protection means 26 into the operation state.

The electronic control unit 64 is provided with the lateral acceleration sensor 7.
8, a side collision of the vehicle is detected based on the lateral acceleration Gy of the vehicle, and when a side collision of the vehicle is detected, a control current is supplied to an inflator of the side airbag 70, whereby the side airbag 70 is deployed. Let it.

The occupant posture detection sensors 72L and 72R determine whether the upper body of the occupant is in contact with the door by a load acting on the door 10 or by ultrasonic waves or radio waves, or as compared with the case where the occupant upper body is in a normal sitting posture. Detects whether the door is approaching. Also, the pre-crash sensors 74L and 74
R is provided on each of the left and right side surfaces of the vehicle, and detects distances Dl and Dr to an object on the side of the vehicle by ultrasonic waves or radio waves.

In the illustrated embodiment, the protection means 2
6 is brought into operation, the pressure in the cylinder chamber above the piston 54 gradually decreases due to the gas leakage, so that the vehicle actually operates despite the protection means 26 being brought into operation. If you did not side impact,
When the movable panel 28 is pushed back to the inactive position by the occupant, the protection means 26 is returned to the inactive state. In this case, when the gas generating agent storage chamber 60 is refilled with the gas generating agent 62, the protection means 26 becomes operable again.

Next, a control routine of the occupant protection system according to the first embodiment will be described with reference to a flowchart shown in FIG. The control according to the flowchart shown in FIG. 4 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.

First, in step 10, signals indicating the distances Dl and Dr detected by the pre-crash sensors 74L and 74R are read.
In this case, it is determined whether or not it is necessary to activate the protection means 26 based on the signals from the occupant posture detection sensors 72L and 72R, that is, whether or not the upper body of the occupant is in contact with or approaching the door. When a negative determination is made, the process directly proceeds to step 80, and when an affirmative determination is made, the process proceeds to step 30. In step 30, the deviation ΔDl between the distance Dlf detected last time and the distance Dl detected this time is calculated. Is calculated, and in step 40, the distance Dl
The degree of tightness Rl of the side collision from the left is calculated based on the deviation ΔDl. In this case, the tightness Rl is calculated as a function of, for example, the distance Dl and the deviation ΔDl so that the smaller the distance Dl is, the larger the deviation ΔDl is.

In step 50, for example, the tightness Rl
Is determined based on whether or not exceeds a reference value Ro (positive constant), it is determined whether or not the vehicle may be subjected to a side collision from the left. Proceed to step 80, and if a positive determination is made, proceed to step 60.

In step 60, a control signal is output to the alarm device 76 to warn the occupant of the vehicle that there is a risk of side collision from the left. Front and rear door protection means 2
When the control current is supplied to the activation device 68 of No. 6,
Each movable panel 28 is moved from its non-operative position to an active position, thereby bringing the protection means 26 into an active state.

In step 80, the lateral acceleration sensor 7
It is determined whether or not the vehicle has collided from the left based on the lateral acceleration Gy of the vehicle detected by step 8; if a negative determination is made, the process directly proceeds to step 100; Go to 90.

In step 90, the control current is supplied to the inflator of the left side airbag 70 so that the left side airbag 70 is deployed. Thereafter, the control according to the flowchart shown in FIG. 4 is terminated. .

In step 110, the same processing as in steps 20 to 100 described above is performed on the protection means for the right front door and the rear door and the side airbag, whereby the vehicle may be subject to a side collision from the right. When there is a warning, a control signal is output to the warning device 72 to warn the occupant of the vehicle that there is a risk of side collision from the right, and the occupant protection device for the right front door and the rear door is also provided. 24 is brought into the operating state, and when the vehicle is bumped from the right side, the side airbags of the right front door and the rear door are deployed.

In the first embodiment configured as described above, when there is a risk that the vehicle will collide from the left side,
An affirmative determination is made in step 50, and step 60
When the warning device 72 is activated at the time, a warning is issued to the occupant of the vehicle that there is a risk of side collision from the left,
When a control current is supplied to the activation device 68 of the protection means 26 of the left door in step 70, the movable panels 28 are moved from the non-operation position to the operation position, whereby the protection means 26 is activated. Brought to you. In addition, when there is a possibility that the vehicle is impacted from the right side, the protection means of the right door is similarly activated.

Thus, according to the illustrated first embodiment,
When the vehicle is likely to collide, the protection means 26 on the corresponding side is actuated. Therefore, even when the occupant 14 is leaning on the door 10, the upper body of the occupant prior to the collision of the vehicle may be used. Is moved toward the center of the vehicle interior space 22 by the movable panel 28, whereby the occupant is separated from the door 10 as shown by the phantom line in FIG.
Therefore, it is possible to reliably and effectively reduce the impact that the occupant receives from the door 10 or the like deformed by the side collision of the vehicle.

FIG. 5 shows an example of a change in load applied to an occupant when a vehicle provided with the occupant protection device 24 and a conventional vehicle not provided with the occupant protection device 24 are subjected to side collisions. It is a graph shown by a solid line and a broken line.

In FIG. 5, it is determined that there is a risk of a side collision at time t1, and it is assumed that the vehicle actually has a side collision at time t2. At time t4, the occupant is strongly affected by side collision by receiving a very high peak load Pa. According to the illustrated embodiment, the movable panel 28 is in contact with the occupant 14. Therefore, the occupant starts receiving the load due to the side collision at the time t2, and receives the peak load Pb at the time t3 closer to the time t2 than the time t4.

In this case, the energy that the occupant receives from the vehicle due to the side collision is the same as that of the conventional vehicle and the occupant protection device 24.
Are substantially the same in any case of the vehicle provided with, the area between each curve and the horizontal axis after time t2 in FIG. 5 is substantially the same as each other, The peak load Pb is lower than the peak load Pa, and thus the side impact of the occupant on the vehicle provided with the occupant protection device 24 is lower than that of the conventional vehicle.

Further, according to the first embodiment, when the occupant protection device 24 is in the non-operation state, the movable panel 28 is in the non-operation position and is in a state of defining a part of the door trim 10C. It is possible to reliably prevent the device 24 from reducing the cabin space 22 or hindering the comfort of the occupant.

In particular, according to the illustrated embodiment, the wire 46
And 48 are connected to the upper end of the rod portion of the piston 54 of the cylinder-piston device 52 via a compression coil spring 50, so that the movable panel 28 and the occupant 1
4, the compression coil spring 50 is extended, and the movable panel 28 is allowed to move relative to the vehicle body outside the vehicle, so that the compression coil spring 50 is not provided. As a result, the impact energy at the time of the side collision can be surely and effectively absorbed.

In the illustrated embodiment, the shock energy is absorbed by the compression coil spring 50, but a shock absorber type damper may be used instead of the compression coil spring 50. Alternatively, a combination of a compression coil spring and a damper may be used.

Further, according to the illustrated embodiment, the side airbag 70 is provided on the door 10, and the vehicle 10 is driven based on the lateral acceleration of the vehicle regardless of whether or not the occupant protection device 24 has been activated. If a side collision is detected, an affirmative determination is made in step 80, and the side airbag is deployed in step 90, so that the impact energy at the time of a side collision is reduced as compared with the case where the side airbag is not deployed. It can be absorbed more reliably and effectively.

In this case, when the vehicle is actually subjected to a side collision, the occupant protection device 24 is generally activated, and the occupant is separated from the door 10 by the movable panel 28. Compared with a conventional vehicle that is not provided, the side airbag 7 is reliably and effectively provided between the door 10 and the occupant 14 regardless of the occupant's posture.
0 can be expanded.

FIGS. 6 to 8 are enlarged views showing the essential parts of the occupant protection device according to the second embodiment of the present invention in an inoperative state, an operating state in which a side collision is likely to occur, and an operating state in a side collision. It is sectional drawing. In these figures, the same members as those shown in FIGS. 1 to 3 are denoted by the same reference numerals as those shown in FIGS. 1 to 3.

In this embodiment, the door trim 10
Side airbag type protection means 80 is disposed between C and the backup plate 38. The protection means 80 includes a first airbag 82 as a driving airbag and a second airbag as a cushioning airbag which are deployed substantially in the lateral direction of the vehicle from the door 10 toward the center of the vehicle interior space 22. 84. The second airbag 84 is integrally connected in series to the tip of the first airbag 82,
A flexible abutting plate 86 functioning as a part of the door trim 10C is fixed to the tip of the second airbag 84.

The thickness of the first airbag 82 in the deployment direction at the time of deployment is set larger than the thickness of the second airbag 84 in the deployment direction at the time of deployment. The first airbag 82 is deployed by a first inflator 88 fixed to the backup plate 38, and the second airbag 84 is normally (non-operated) a second inflator supported by the backup plate 38 90, the second inflator 90 moves toward the center of the vehicle interior space 22 together with the second airbag 84 when the first airbag 82 is deployed.

In particular, the first inflator 88 is activated when there is a possibility that the vehicle is impacted sideways, and the second inflator 90 is activated after the first inflator 88 is activated and the vehicle is impacted sideways. First, the first airbag 82 is deployed as shown in FIG. 7 when there is a risk of side collision of the vehicle, and the first air bag 82 is deployed when the vehicle is side collision. With the bag 82 deployed, the second airbag 84 is deployed as shown in FIG.

The first airbag 82 and the second airbag 84 are controlled by a control system similar to the control system of the first embodiment, similarly to the protection means 26 and the side airbag 70 of the first embodiment. You. In particular, in this embodiment, the first airbag 82 is deployed at a step corresponding to step 70 of the first embodiment, and the first airbag 82 is deployed at a step corresponding to step 90 of the first embodiment. The second airbag 84 is deployed.

Thus, according to the illustrated second embodiment,
When there is a risk of side collision of the vehicle, the corresponding protection means 80 is activated and the first airbag 82 is deployed, so that the occupant is separated from the door 10 as in the first embodiment, As a result, the impact received by the occupant from the door 10 or the like deformed by the side collision of the vehicle can be reliably and effectively reduced, and when the occupant protection device is in the inactive state, the contact plate 86 is inactive. Door trim 10 in position
Since a part of C is defined, it is possible to reliably prevent the occupant protection device from reducing the vehicle interior space 22 or hindering the comfort of the occupant.

Further, according to the illustrated embodiment, the door 10 is integrally provided with the first airbag 82 and the second airbag 8.
4 is provided, and when a side collision of the vehicle is detected after the first airbag 82 is deployed, the second airbag 84 is deployed. Therefore, when the second airbag 84 is not deployed. In comparison, the impact energy at the time of a side collision can be more reliably and effectively absorbed.

In the illustrated embodiment, the second airbag 84 is provided integrally with the first airbag 82 at the front end thereof. It may be provided in parallel with the airbag 82 or may be provided independently of the first airbag.

FIGS. 9 to 11 are schematic sectional views showing the third embodiment of the occupant protection device according to the present invention in a non-operation state, an operation state in which there is a possibility of a front collision, and an operation state in a front collision. It is.

In the occupant protection device 100 of this embodiment, a protection means 106 is disposed in the instrument panel 104 in front of the passenger seat 102. The protection means 106 includes a pressing pad 110 supported by a support device 108 which can be telescopically extended and contracted substantially in the longitudinal direction of the vehicle,
And a compression coil spring 112 for urging the pressing pad 110 rearward of the vehicle. The pressing pad 110 is normally (non-operating) maintained by the electromagnetic chuck 114 at a non-operation position where the surface thereof defines a part of the surface of the instrument panel 104, and the electromagnetic chuck 114 is controlled by the electronic control device 116. Is done.

An airbag 120 for a passenger seat, which is deployed by an inflator 118, is disposed in the instrument panel 104 above the protection means 106. Although not shown, a steering wheel in front of the driver's seat is provided. An airbag for a driver's seat is arranged in the wheel. These airbags are also controlled by the electronic control unit 116.

The electronic control unit 116 receives a signal indicating the distance D from the pre-crash sensor 122 to the object ahead of the vehicle, and the longitudinal acceleration G of the vehicle from the longitudinal acceleration sensor 124.
A signal indicating x and a signal indicating whether or not the occupant 128 in the passenger seat is leaning on the instrument panel 104 are input from the occupant posture detection sensor 126.

The electronic control unit 116 determines the possibility of a front collision of the vehicle based on the distance D, and determines the front collision of the vehicle based on the front-rear lateral acceleration Gx. The electronic control device 116 activates the alarm device 130 when the possibility of a front collision is determined in a situation where the occupant in the passenger seat is leaning on the instrument panel 104, and activates the electromagnetic chuck 11.
4 to activate the protection means 106, and when a front collision is determined, the airbag 120 for the passenger seat and the airbag for the driver's seat are deployed.

Next, a control routine of the occupant protection system according to the third embodiment will be described with reference to a flowchart shown in FIG. The control according to the flowchart shown in FIG. 12 is also started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

First, in step 110, a signal indicating the distance D detected by the pre-crash sensor 122 is read, and in step 120, the protection means 106 is read based on the signal from the occupant posture detection sensor 126.
Is determined, that is, whether the occupant 128 in the front passenger seat is leaning on the instrument panel 104. When a negative determination is made, the process proceeds to step 180 as it is, and When the determination is made, the process proceeds to step 130.

In step 130, the deviation ΔD between the previously detected distance D and the currently detected distance D is calculated. In step 140, the degree of tightness R of the front collision is calculated based on the distance D and the deviation ΔD. Is calculated. In this case, the tightness R
Is calculated as a function of the distance D and the deviation ΔD, for example, such that the smaller the distance D is, the larger the deviation ΔD is.

In step 150, for example, the tightness R
Is greater than or equal to a reference value Ro (positive constant), it is determined whether or not the vehicle may be subject to a frontal collision. If a negative determination is made, step 1 is performed.
Go to step 80, and if a positive determination is made, step 16
Go to 0.

In step 160, the alarm device 130
When the control signal is output to the vehicle, a warning is issued to the occupant of the vehicle that there is a risk of a front collision. In step 170, the control current is supplied to the electromagnetic chuck 114 of the protection means 106, The pressing pad 110 is moved from its non-operating position to the operating position, whereby the protection means 10
6 is brought into operation.

In step 180, it is determined whether or not the vehicle has collided based on the longitudinal acceleration Gx of the vehicle detected by the longitudinal acceleration sensor 124. If a negative determination is made, the process returns to step 10 as it is. If the determination is affirmative, the routine proceeds to step 190.

In step 190, control air is applied to the inflator 118 of the airbag 120 for the passenger seat and the inflator of the airbag for the driver's seat to deploy these airbags. The control according to the illustrated flowchart ends.

In the third embodiment configured as described above, if there is a risk that the vehicle will collide forward, step 1
The affirmative determination is made in step 50, and the warning device 130 is activated in step 160 to issue a warning to the occupant of the vehicle that there is a possibility of a front collision.
When the control current is applied to the electromagnetic chuck 114 of the protection means 106 at the time, the pressing pad 110 is moved from the non-operation position to the operation position, whereby the protection means 106 is brought into the operation state.

Thus, according to the third embodiment shown,
When the vehicle is likely to collide, the protection means 106 is activated, and the pressing pad 110 is driven rearward from the non-operation position toward the seat back of the passenger seat 102 to the operation position. Even in the case where the vehicle leans against the instrument panel 104, the occupant is moved toward the center of the vehicle interior space 130 by the pressing pad 110 before the collision of the vehicle, and as a result, as shown in FIG. The occupant is separated from the instrument panel 104, so that the impact of the occupant hitting the instrument panel or the like due to the collision of the vehicle can be reliably and effectively reduced.

According to the third embodiment, when the occupant protection device 100 is in the inactive state, the pressing pad 11
0 is in the inactive position and defines a part of the instrument panel 104, so that the occupant protection device 100 reliably prevents the passenger compartment space 100 from reducing the cabin space 130 and hindering occupant comfort. Can be.

In particular, according to the illustrated embodiment, the pressing pad 110 is driven to the operating position by the compression coil spring 112 and can be compressed and deformed even when the pressing pad 110 is in the operating position. It is possible to reliably and effectively absorb the impact energy at the time of a vehicle collision as compared with the case where the vehicle is driven by a driving means having no energy absorbing ability.

According to the illustrated embodiment, if a collision of the vehicle is detected based on the longitudinal acceleration or the like of the vehicle regardless of whether or not the occupant protection device 100 has been activated, the result in step 180 is affirmative. Since the determination is performed and the airbag 120 is deployed in step 190, it is possible to more reliably and effectively absorb the impact energy at the time of the side collision as compared with the case where the airbag is not deployed. When the vehicle actually collides, the occupant protection device 100 is generally activated, and the occupant is separated from the instrument panel 104 by the pressing pad 110. Of the instrument panel 104 and the windshield and the occupant 128 reliably and effectively irrespective of the occupant's posture. It may be deployed airbag 120.

FIGS. 13 to 15 are schematic sectional views showing the fourth embodiment of the occupant protection device according to the present invention in a non-operation state, an operation state in which there is a possibility of a front collision, and an operation state in a front collision. It is. 9 to 1 in these figures.
The same members as those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIGS.

In the occupant protection device 140 of this embodiment, the passenger seat 102 is of a power seat type, and a slide rail 144 is fixed to the lower surface of the seat body 142 of the passenger seat 102. Slide rail 14
4 is slidably supported by a fixed rail 148 fixed to the floor panel 146 of the vehicle. A rack bar 150 is fixed to the lower surface of the seat body 142, and a pinion 154 driven by a motor 152 via a reduction gear train (not shown) is engaged with the rack bar 150.

In FIGS. 13 and 14, reference numeral 156 denotes a passenger seat belt.
56 is provided with a predetermined tension by a pretensioner 160 provided on the center pillar 158. In the illustrated embodiment, the pretensioner 1
Numeral 60 can control the tension of the seat belt 156 as required.

The electric motor 152 is provided with a switch (not shown) provided on the side surface of the seat body 142.
The passenger seat 102 is moved in the vehicle front-rear direction to a position desired by the occupant. The electric motor 152 is controlled by the electronic control device 162 together with the pretensioner 160.

The electronic control unit 162 receives a signal indicating the distance D from the pre-crash sensor 122 to the object ahead of the vehicle, and the longitudinal acceleration G of the vehicle from the longitudinal acceleration sensor 124.
The signal indicating x, the passenger seat 102 from the occupant detection sensor 164
, A signal indicating whether or not the occupant 128 is seated, and a signal indicating the position of the passenger seat 102 from the passenger seat position detection sensor 166 are input.

The electronic control unit 162 determines the possibility of a front collision of the vehicle based on the distance D and determines the front collision of the vehicle based on the longitudinal acceleration Gx. The electronic control unit 162 activates the warning device 130 when the possibility of a front collision is determined in a situation where the occupant 128 is seated on the front passenger seat 102 and the front passenger seat 102 is located ahead of the reference position. A control signal is output to the tensioner 160 to output the seat belt 15
6 is controlled to a predetermined tension, and the electric motor 152 is controlled.
To move the passenger seat 102 rearward, and when a front collision is determined, the airbag 120 for the passenger seat and the airbag for the driver seat are deployed.

Next, a control routine of the occupant protection system according to the fourth embodiment will be described with reference to a flowchart shown in FIG. The control according to the flowchart shown in FIG. 15 is also started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.

First, in step 210, a signal indicating the distance D detected by the pre-crash sensor 122 is read, and in step 220, it is determined whether or not the occupant is seated on the passenger seat 102. Is performed, and if a negative determination is made, the process directly proceeds to step 230; if an affirmative determination is made, the process proceeds to step 250.

In step 250, it is determined whether or not the passenger seat 102 is located ahead of the reference position based on the detection result of the passenger seat position detection sensor 166, that is, whether or not the passenger seat 102 needs to be moved backward. When a negative determination is made, the process proceeds to step 310, and when an affirmative determination is made, the process proceeds to step 260.

In step 230, it is determined whether or not the vehicle has collided based on the longitudinal acceleration Gx of the vehicle detected by the longitudinal acceleration sensor 124. If a negative determination is made, the process returns to step 210 as it is. When an affirmative determination is made, the airbag for the driver's seat is deployed in step 240, and the control according to the flowchart shown in FIG. 16 is thereafter terminated.

In steps 260 to 290, the same processing as in steps 130 to 160 of the third embodiment is performed, and in step 300, the electric motor 152 is driven to set the front passenger seat 102 in advance. When the pretensioner 160 is operated, the tension of the seat belt 156 is increased to a predetermined value.

In step 310, step 240
It is determined whether or not the vehicle has collided in the same manner as described above. If a negative determination is made, the process directly returns to step 10, and if an affirmative determination is made, the inflator of the airbag 120 for the front passenger seat is determined in step 320. When a control current is supplied to the inflator 118 and the airbag for the driver's seat, these airbags are deployed, and the control according to the flowchart shown in FIG. 16 is terminated.

In the fourth embodiment configured as described above, if there is a risk that the vehicle will collide in a situation where the occupant is seated in the passenger seat 102 and the passenger seat is ahead of the reference position, the step In step 280, an affirmative determination is made, and in step 290, when the alarm device 130 is operated, an alarm is issued to the effect that the occupant of the vehicle may have a front collision,
In step 300, the passenger seat 102 is retracted to a preset retreat position, and the seat belt 1
The occupant 12 is increased by increasing the tension of 56 to a predetermined value.
The upper body 8 is fixed to the seat back of the passenger seat 102.

Thus, according to the fourth embodiment shown,
When the vehicle is likely to collide, the occupant protection device 140
Is operated, the passenger seat 102 is retracted so as to be separated from the instrument panel 104 and the like, and the occupant 128 is fixed to the passenger seat 102. Therefore, the occupant 128 moves the passenger seat 102 forward or the upper body. When the vehicle is tilted forward, as shown in FIG.
Is automatically moved toward the center of the vehicle, so that the possibility that the occupant hits the instrument panel 104 or the like due to the collision of the vehicle can be reliably and effectively reduced.

According to the fourth embodiment, when the occupant protection device 140 is inactive, the passenger seat 102 can be freely moved to a position desired by the occupant, and excessive tension is applied to the seat belt 156. Therefore, it is possible to reliably prevent the occupant protection device 140 from reducing the vehicle interior space 130 and hindering the occupant's comfort.

In particular, according to the illustrated embodiment, the passenger seat 10
2 is driven by an electric motor 152 or the like which is a driving means of a power seat, and a driving means specific to the occupant protection device 140 for moving the passenger seat 102 is unnecessary, so that the passenger seat is a power seat type vehicle. The occupant protection device 140 can be incorporated at relatively low cost.

Further, according to the illustrated embodiment, when the vehicle collides, the occupant protection device 140 is actuated, whereby the passenger seat 102 is retracted and the occupant 128
Is fixed to the passenger seat 102, the airbag 120 is deployed, so that the air between the instrument panel 104 and the windshield and the occupant 128 can be reliably and effectively provided regardless of the position of the passenger seat or the occupant's posture. The bag 120 can be deployed, and the impact energy at the time of a collision can be reliably and effectively absorbed as compared with a conventional vehicle in which the occupant protection device 140 is not provided.

In the fourth embodiment shown in the figure, the passenger seat 102 is moved backward at a constant speed regardless of the tightness R of the front collision and the position of the passenger seat 102. However, for example, the passenger seat 102 may be moved rearward more quickly as the tightness R of the front collision is higher and the position of the passenger seat is more forward.
In the illustrated embodiment, the passenger seat 102 is moved rearward and the tension of the seat belt 156 is increased by the pretensioner 160, but the increase in the tension of the seat belt 156 is omitted. You may.

Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments may be included within the scope of the present invention. It will be clear to those skilled in the art that is possible.

For example, in each of the above-described embodiments, the side collision or the front collision of the vehicle is predicted by the degree of the side collision or the front collision calculated based on the detection result of the pre-crash 74L or the like. However, a side impact or a front impact of the vehicle may be predicted by any means known in the art.

In the first to third embodiments described above, the movable panel 28 and the like are driven by a compression coil spring or an airbag.
8 and the like may be driven by an electric motor, a compressed air device, or a hydraulic device. In these cases, the movable panel 28 and the like may be driven faster as the side collision or front collision becomes tighter. Similarly, in the fourth embodiment, the passenger seat 102 is driven by an electric motor, but the passenger seat 102 may be driven by a compressed air device or a hydraulic device.

In each of the above embodiments, when there is a risk of a side collision or a front collision of the vehicle, the protection means is activated.
Although the airbag is activated at the time of a side collision or a frontal collision of the vehicle, the airbag (the second airbag in the case of the second embodiment) may be omitted.

[0108]

As is apparent from the above description, according to the structure of the first aspect of the present invention, the occupant can be separated from the interior material defining the interior space of the vehicle prior to the collision of the vehicle. It is possible to reliably reduce the possibility that the occupant hits the interior material and the impact at the time of collision.
According to the configuration, it is possible to reliably separate the occupant from the interior material prior to the collision of the vehicle, and to ensure that the pressing member normally narrows the cabin space or obstructs the occupant. According to the configuration of claims 3 to 5, it is possible to reliably and effectively reduce the impact received by the occupant at the time of collision of the vehicle, and to improve the safety of the occupant.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of an occupant protection device according to the present invention.

FIG. 2 is an enlarged partial sectional view showing a main part of the first embodiment in a non-operating state.

FIG. 3 is an enlarged partial cross-sectional view showing a main part of the first embodiment in an operating state.

FIG. 4 is a flowchart illustrating a control routine of the occupant protection device according to the first embodiment.

FIG. 5 is a graph showing an example of a change in load applied to an occupant when a vehicle provided with the occupant protection device and a conventional vehicle not provided with the occupant protection device are subjected to side collision, in comparison with each other.

FIG. 6 is an enlarged partial sectional view showing a main part of a second embodiment of the occupant protection device according to the present invention in a non-operation state.

FIG. 7 is an enlarged partial cross-sectional view showing a main part of the occupant protection device according to the second embodiment of the present invention in an operation state in which a side collision may occur.

FIG. 8 is an enlarged partial cross-sectional view showing an essential part of the occupant protection device according to the second embodiment of the present invention in an operation state at the time of a side collision.

FIG. 9 is an enlarged partial sectional view showing a third embodiment of the occupant protection device according to the present invention in a non-operation state.

FIG. 10 is an enlarged partial cross-sectional view showing the third embodiment of the occupant protection device according to the present invention in an operation state in which a front collision may occur.

FIG. 11 is an enlarged partial cross-sectional view showing the third embodiment of the occupant protection device according to the present invention in an operating state at the time of a front collision.

FIG. 12 is a flowchart illustrating a control routine of the occupant protection device according to the third embodiment.

FIG. 13 is an illustrative sectional view showing a fourth embodiment of the occupant protection device according to the present invention in a non-operation state.

FIG. 14 is an illustrative sectional view showing an occupant protection device according to a fourth embodiment of the present invention in an operation state in which a front collision may occur.

FIG. 15 is an illustrative sectional view showing an occupant protection device according to a fourth embodiment of the present invention in an operating state at the time of a frontal collision;

FIG. 16 is a flowchart illustrating a control routine of the occupant protection device according to the fourth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Door 14 ... Occupant 24 ... Occupant protection device 26 ... Protective means 28 ... Movable panel 30 ... Drive device 50 ... Compression coil spring 64 ... Electronic control device 70 ... Side airbag 72L, 72R ... Occupant posture detection sensor 74L, 74R ... Pre-crash sensor 76 ... Alarm device 78 ... Lateral acceleration sensor 80 ... Protective means 82, 84 ... Airbag 100 ... Occupant protector 106 ... Protective means 110 ... Press pad 112 ... Compression coil spring 116 ... Electronic control device 122 ... Pre-crash sensor 124 ... longitudinal acceleration sensor 140 ... occupant protection device 152 ... electric motor 160 ... pretensioner 162 ... electronic control device 164 ... occupant detection sensor 166 ... passenger seat position detection sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60R 21/045 B60R 21/045 C 21/22 21/22 21/32 21/32 22/46 22/46 (72) Inventor Etsuhisa Mimura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Shuichi Ishimoto 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation F-term (reference) 3D018 MA00 3D023 BA01 BA07 BB08 BC01 BD03 BD11 BE24 3D054 AA02 AA03 AA06 AA07 AA13 AA14 AA17 BB10 BB21 EE11 EE14 EE17 EE19 EE20 EE30 EE34 EE36 EE57

Claims (5)

[Claims] 1. A protection means for separating an occupant from an interior material defining a vehicle interior space during operation, a means for predicting a vehicle collision, and a control means for activating the protection means when a vehicle collision is predicted. An occupant protection device for a vehicle having: 2. The non-operating means includes a pressing member for defining a part of the interior material when not operating and pressing an occupant when operating, and driving the pressing member toward a center of the vehicle interior space when operating. The vehicle occupant protection device according to claim 1, further comprising a driving means. 3. The vehicle occupant protection system according to claim 2, wherein said driving means includes means for absorbing energy acting between the occupant and said pressing member at the time of collision of the vehicle. 4. The vehicle occupant protection system according to claim 3, wherein said driving means includes a driving airbag. 5. The occupant protection system for a vehicle according to claim 1, further comprising a cushioning airbag that is deployed between the interior material and the occupant after the protection means is activated.