JP2003327073A - Occupant protective device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance protecting performance of an occupant by judging a collision pattern in details at collision of a vehicle and restricting the occupant in an optimum state according to the collision form. <P>SOLUTION: Front and rear deceleration G1 and lateral deceleration G2 are detected by deceleration sensor 11 and 12, the collision form of the vehicle is decided from a threshold value set to each of the deceleration G1 and G2 by a collision form decision means 13, and occupant protective means 20, 21 and 22 are operated according to the collision form. The threshold values are provided as the first threshold value α set to the front and rear deceleration G1 and deciding a head-on collision, the second threshold value β set to the lateral deceleration G2 and deciding a side collision, and the third threshold value γ set to the lateral deceleration G2, deciding an oblique collision and having a set value lower than the second threshold value β when the lateral deceleration G2 is generated by interlocking with the front and rear deceleration G1 detected just after the collision. As a result, a plurality of collision patterns such as the head-on collision, the side collision and the oblique collision, etc., are accurately decided, and a behavior of the occupant P at collision is properly restricted by the occupant protective means 20, 21 and 22. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant protection device for a vehicle which detects longitudinal acceleration and lateral acceleration at the time of a collision to protect an occupant.

[0002]

2. Description of the Related Art As a conventional vehicle, for example, JP-A-6-
As disclosed in Japanese Patent No. 239195, a front collision airbag and a side collision airbag are provided to cope with a frontal collision, a side collision, and an oblique collision, and these airbags are deployed. By doing so, the occupant is restrained by being restrained.

[0003]

However, in such a conventional occupant restraint system, the front collision airbag and the side collision airbag are simply deployed with a time lag at the time of an oblique collision, which is optimal depending on the collision situation. There is a problem that it becomes difficult to perform various controls.

Therefore, the present invention protects the occupant of a vehicle in which the occupant restraint performance is enhanced by precisely determining the type of collision at the time of vehicle collision and restraining the occupant in an optimum state according to the collision type. A device is provided.

[0005]

SUMMARY OF THE INVENTION In the present invention, a deceleration sensor detects front-rear deceleration generated in the vehicle front-rear direction and lateral deceleration generated in the vehicle left-right direction, and the detected front-rear deceleration is detected. The collision mode of the vehicle is determined by the collision mode determination means from the threshold values set for the vehicle and the lateral deceleration, and the occupant protection means is operated according to the determined collision mode to determine the collision mode. The thresholds are a first threshold value set for front-back deceleration to determine a frontal collision, a second threshold value set for lateral deceleration to determine a side collision, and immediately after the collision. When a lateral deceleration is generated in association with the detected front-back deceleration, a third threshold value set for the lateral deceleration and lower than the second threshold value for judging an oblique collision When,
It is characterized by having.

[0006]

According to the vehicle occupant protection system of the present invention,
To accurately determine a plurality of collision modes such as a frontal collision, a side collision, and an oblique collision by the first threshold value set for the front and rear deceleration and the second and third threshold values set for the lateral deceleration. In addition, it is possible to operate the occupant protection means in response to the collision mode determined in this way, and it is possible to constrain the occupant's behavior that occurs in accordance with various collision modes in an appropriate state and restrain the occupant. Performance can be improved.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings.

1 to 22 show an embodiment of a vehicle occupant protection system according to the present invention. First, the overall structure of the occupant protection system will be described with reference to FIGS.

FIG. 1 is a plan view showing the behavior of a vehicle at the time of a collision in sequence, FIG. 2 is a front view showing the behavior of an occupant at the time of a collision, and FIG. 3 is a relationship between front and rear deceleration and lateral deceleration and respective threshold values. FIG. 4 is an image diagram of deceleration waveforms generated in the front-rear direction and the lateral direction at the time of a collision, FIG. 5 is an explanatory diagram showing a flowchart for determining a collision mode, and FIG. 8 is a plan view showing the behavior of the lower limb of the occupant during an oblique collision, and FIGS.
And FIG. 13 is a front view simply showing a means for suppressing the inward and outward rotation of the foot with respect to the behavior of the occupant's lower limbs, and FIG. 13 is a cross-sectional front view of relevant parts showing an attached state of the leg restraining means.

In a vehicle 1 equipped with an occupant protection system according to this embodiment, as shown in FIG. 1, a front / rear deceleration sensor 11 for detecting a front / rear deceleration occurring in the front / rear direction of the vehicle and a lateral deceleration occurring in the left / right direction of the vehicle. Lateral deceleration sensor 1 to detect deceleration
2, and a controller 13 as a collision mode determination means for determining a collision mode based on the detection signals of both the deceleration sensors 11 and 12 and outputting an operation signal to an occupant protection means described later.

As the occupant protection means, as shown in FIG. 2, a front collision airbag 20 as a front and rear restraint device for restraining the forward bending of the occupant P at the time of a frontal collision, and a left and right restraint device for restraining the lateral collapse of the occupant P at the time of a side collision. The side-impact airbag 21 as a restraint device and the side-impact airbag 21 and the leg restraint means 22 are used as the diagonal-collision devices in order to restrain the occupant P from leaning in an oblique direction during a diagonal collision.

In this case, as shown in FIG. 2, the occupant P is seated on the seat 30 including the seat cushion 30a, the seat back 30b, and the headrest 30c, and the front collision airbag 20 has the steering wheel 3
1 in the retracted state, the side impact airbag 21 is provided in the retracted state on the side portion of the seat back 30b or inside or on the surface of the door trim 1a.

The controller 13 determines a collision mode such as a frontal (front) collision, a side collision, an oblique collision, a light collision according to the flowchart shown in FIG. 5, and FIG. 3 shows the collision mode at this time. The map shown is used.

In this map, the abscissa represents the longitudinal deceleration G1 and the ordinate represents the lateral deceleration G2, showing the regions for each collision type. The first threshold value α of the longitudinal deceleration G1 and above is the frontal collision region. A1 becomes, and the lateral collision area A2 is equal to or larger than the second threshold value β of the lateral deceleration G2.

The deceleration waveform generated in the vehicle at the time of an oblique collision is as shown in FIG. 4, and when the own vehicle 1 obliquely collides with the opponent vehicle 2 as shown in FIG.
1 is generated, and after a certain time t0, a lateral deceleration G2 is generated with the lateral translation of the host vehicle 1.

Therefore, in the diagonal collision, the lateral deceleration G2 is generated after the front / rear deceleration G1 is generated. Therefore, as shown in FIG. 3, the lateral collision is in the region of the first threshold value α or more and the second threshold value β or less. An oblique collision area A3 is formed, and at this time, the lateral deceleration G2 level for judging an oblique collision is determined in conjunction with the front / rear deceleration immediately after the collision and is lower than the second threshold value β which is the criterion for the side collision. It is set to be equal to or larger than the third threshold value γ that is set.

At this time, the threshold values β and γ of the lateral deceleration G2
Is preferably variable in conjunction with the front-back deceleration G1 that occurs initially.

Further, other than the frontal collision area A1, the side collision area A2 and the oblique collision area A3 described above, there is a light collision area A4 in which the occupant protection means does not operate.

As shown in FIG. 1 (a), the own vehicle 1 which has collided obliquely receives a reaction force from the other vehicle 2 and a forward / backward deceleration G1 is generated by deceleration in the forward / backward direction. 6 (a), the vehicle moves forward from the state before the collision as shown in FIG. 6 (b), and thereafter, along with the lateral translation behavior of the vehicle 1, as shown in FIG. 6 (c) and FIG. The upper body falls sideways.

The behavior of the lower limbs of the occupant P at the time of occurrence of the sideways collapse is shown in an enlarged scale in FIG. 7, and it is simply shown that the thigh P1 (right, left thighs P1a, P1b) accompanying the sideways collapse of the upper body. ) And the shin P2 (right, left shin P2a, P2b) are moved, and the leg restraint means 22 suppresses inward and outward rotation occurring in the foot P3 (right, left foot P3a, P3b) of the occupant P. I am trying.

At this time, the abduction and abduction occurring in the right and left foot parts P3a and P3b are caused by the foot part P3 with respect to the thigh part P1 and the shin part P2.
This is a phenomenon caused by relative displacement between the center of gravity P2g of the shin P2 and the center of gravity P3g of the foot P3 due to the frictional force F0 generated on the sole of the foot. ing.

The controller 13 executes control according to the flow chart shown in FIG. 5, determines the collision mode, and selects the front collision airbag 20, the side collision airbag 21, and the leg restraint means 22 according to the collision mode. It is designed to work.

That is, the flow chart is processed every predetermined short time. First, the front and rear deceleration G1 and the lateral deceleration G2 detected by the front and rear deceleration sensor 11 and the lateral deceleration sensor 12 are read in step S1, and step S2 is executed. Then, the front / rear deceleration G1 is compared with the first threshold value α in the map of FIG. 3 to determine whether or not there is a frontal collision, and if it is a frontal collision (YES), the front collision airbag 20 is removed in step S3. Operate.

On the other hand, in step S2, the longitudinal deceleration G1
Is determined to be smaller than the first threshold value α (NO)
Proceeds to step S4, the lateral deceleration G2 and the second threshold β
It is determined whether or not there is a side collision, and if it is a side collision (YES), the side collision airbag 21 is operated in step S5.

If it is determined in step S4 that the lateral deceleration G2 is smaller than the second threshold value β (NO), it is determined in step S6 that a light collision has occurred, and the occupant protection means is deactivated. To do.

By the way, when it is determined that the vehicle is a frontal collision and the front collision airbag 20 is operated (steps S2 and S3), the lateral deceleration G2 for activating the side collision airbag 21 in step S7 is set to the second determination level. Third lower than threshold β
The value is lowered to the threshold value γ, and in step S8, the third threshold value γ is compared with the lateral deceleration G2.

If it is determined that the lateral deceleration G2 is equal to or greater than the third threshold value γ (YES), it is determined that the vehicle is an oblique collision, and the side collision airbag 21 and the side collision airbag 21 which are devices for oblique collision are determined in step S9. The leg restraint 22 is adapted to be actuated, and the actuation of this oblique impact device is
After the front collision airbag 20 has been activated, it is activated after a certain period of time.

8 to 12 show each type of the leg restraint means 22 (supporters 22a to 22c), and specific examples thereof will be described below.

In the first embodiment shown in FIG. 8, the supporter 22a is provided on the thigh P1 and the supporter 22c is provided on the foot P3.
The leg restraint means 22 is constituted by these supporters 22a and 22c, and restrains the thigh P1 and the foot P3 from moving in the sideways direction.

In the second specific example of FIG. 9, a supporter 22b is provided on the shin part P2 and a supporter 22c is provided on the foot part P3, and the leg part restraining means 22 is constituted by these supporters 22b and 22c. The foot P3 is restrained from moving in the sideways direction.

In the third embodiment shown in FIG. 10, the supporter 22a is provided only on the thigh P1 and the leg restraint means 22 is constituted by the supporter 22a, so that the thigh P1 moves in the sideways direction. I am trying to restrain you.

In the fourth embodiment shown in FIG. 11, the supporter 22b is provided only on the shin part P2, and the leg part restraining means 22 is constituted by this supporter 22b to restrain the shin part P2 from moving sideways. I am trying to do it.

In the fifth embodiment shown in FIG. 12, the supporter 22a is provided on the thigh P1 and the foot friction reducing member 30 for reducing the frictional force F0 is provided on the mounting portion of the foot P3 to provide leg restraining means. 22, the supporter 22a restrains the thigh P from moving sideways, and the foot friction reducing member 30 prevents the foot P3 from abducting and abducting.

By the way, the supporter 22 of the thigh P1
a, supporter 22b of shin P2, supporter 2 of foot P3
2c can be formed as a protrusion on the door trim 1a as shown in FIG.

In the occupant protection system of this embodiment having the above-mentioned configuration, the front and rear deceleration G1 and the lateral deceleration G2 detected at the time of a collision are compared with the first threshold value α, the second threshold value β and the third threshold value. Since the collision form is determined by comparing with the value γ, the collision form can be accurately determined, and the passenger protection means can be operated properly and in a timely manner by accurately determining the collision form. Therefore, the behavior of the occupant P at the time of collision can be restrained in an appropriate state, and the protection performance of the occupant P can be improved.

At this time, the threshold values β and γ of the lateral deceleration G2
Is variable in conjunction with the front-rear deceleration G1 that occurs initially, so that the deployment (inflation) timing of the side collision airbag 21 can be accurately controlled based on the front-rear deceleration G1, and determination and operation can be performed. Can be ensured.

Further, the occupant protection means includes a front collision airbag 20 that operates in a frontal collision, a side collision airbag 21 that operates in a side collision, and the side collision airbag 21 and leg restraining means that operate in an oblique collision. Since it is configured by 22, the occupant P can be appropriately restrained according to each collision mode, and the occupant protection performance can be further enhanced.

Furthermore, when a frontal collision airbag 20 is actuated by a frontal collision determination and a diagonal collision is determined,
Since the side impact airbag 21 is activated after a certain period of time, the forward movement of the occupant P that occurs immediately after an oblique collision and the lateral fall behavior of the upper half of the occupant P that occurs after a certain period of time can be suppressed at the same time.

Furthermore, the oblique collision device is provided with leg restraining means 22 so that the ankle and the shin P2 of the foot P3 of the occupant P can be provided.
By reducing the relative displacement between the ankle and abduction angle of the ankle, the ankle and abduction angle of the ankle of the lower limb that occurs at an oblique collision is suppressed, and the ankle and abduction of the ankle occurs at the ankle as shown in FIG. The bending moment M can be reduced.

Here, in the first specific example shown in FIG. 8, the supporter 2 is attached to the thigh P1 in order to suppress the inward and outward rotation of the foot P3.
Since 2a is provided and the supporter 22c is provided on the foot P3, a load F2 is applied to the thigh P1 and a load F1 is applied to the foot P3 as the vehicle 1 moves laterally. Up to P3 will move together as a unit.

That is, assuming that the angle of the ankle between the shin P2 and the foot P3 is θ2, the velocity V of the center of gravity P2g of the shin P2 is V.
1 ′ and the velocity V2 ′ of the center of gravity P3g of the foot P3 can be made substantially equal (V1′≈V2 ′).

As a result, the center of gravity P2g of the shin P2 and the foot P
Prevent relative displacement from occurring with the center of gravity P3g of 3,
Since the angle θ2 of the ankle does not change as compared with that before the collision, it is possible to prevent the occurrence of the adduction and abduction. At this time,
If the ankle does not rotate in the initial state, θ2 ≈ 18
It becomes 0 ° (> θ1).

In the present embodiment, since the knee portion P2 to the foot portion P3 are integrally restrained, the behavior can be surely controlled without being affected by the frictional force F0 generated on the sole of the foot. Further, since the supporter 22a is set on the thigh P1, the control load F2 can be applied to a large area of the thigh P1. Therefore, the load per unit area becomes small, the load on the occupant P can be reduced, and the foot can be reduced. Since the behavior is controlled between the two points separated from the part P3 and the thigh P1, the sensitivity to the imbalance between the control loads F2 and F1 can be reduced, and the stability can be improved.

In the second specific example shown in FIG. 9, the supporter 22b is provided on the shin portion P2 and the supporter 2 is provided on the foot portion P3.
Since 2c is provided, the control load F4 acts on the shin part P2,
The control load F3 acts on the foot portion P3. In this case, since the shin portion P2 to the foot portion P3 can be integrally controlled, the target effective mass is reduced, and the load required for control can be reduced.

In the third example shown in FIG. 10, the thigh P1
The supporter 22a is provided only on the thigh P1 so that the control load F5 acts on the thigh P1.
In the fourth specific example shown in FIG. 6, the supporter 22b is provided only on the shin P2.
Is provided so that the control load F6 acts on the shin part P2. In these third and fourth specific examples, it is necessary to set the balance with the friction load F0 generated on the sole of the foot.
There is an advantage that the number of control points can be one.

In the fifth specific example shown in FIG. 12, the thigh P1
In addition to providing the supporter 22a on the foot, a foot friction reducing member 30 that reduces the frictional force F0 is provided on the mounting portion of the foot P3. In this case, the control load F7 is applied to one place of the thigh P1. Although it acts, the foot friction reducing member 30 reduces the friction load F0 generated on the sole of the foot,
Since it is not necessary to set the balance between the control load F7 and the friction load F0 generated on the sole of the foot, the reliability and stability can be improved.

By the way, the leg restraint means 22 can be provided so that at least the thigh P1 can be restrained. In this case, by controlling the behavior of the lower limbs with the thigh P1 as the center,
Since the area on which the control load is applied can be increased, the load (contact pressure) per unit area applied to the occupant P during control can be reduced.

The leg restraint means 22 can be provided so as to be able to restrain at least the shin P2. In this case, by controlling the behavior of the limb with the shin P2 as the center, the lower limb to be controlled is effective. Since the mass becomes smaller, the control required at the time of control can be made smaller.

Further, since the leg restraint means 22 is provided so as to be able to restrain at least two parts of the shin portion P2 and the foot portion P3, restraint control can be performed integrally from below the knee to the foot portion P3, so that the reliability is enhanced. You can

Furthermore, since the leg restraint means 22 is provided so as to be able to restrain at least two places, the thigh P1 and the foot P3, the behavior can be reliably controlled integrally from below the knee to the foot. The effect can be ensured, and the sensitivity to the imbalance of the control load between the thigh P1 and the foot P3 can be reduced to improve the stability.

14 to 22 show a first footrest pad 40 as a foot behavior control means provided on the leg restraining means 22.
14 is a perspective view showing a seated state of the occupant P, FIG.
5 is a side view showing a seated state of the occupant P, FIG. 16 is an enlarged sectional view of a portion A in FIG. 15, FIG. 17 is an enlarged perspective view of the first footrest pad 40, and FIG. FIG. 19 is an enlarged perspective view showing an operating state, FIG. 19 is a side view showing a state in which an occupant P bends forward due to a collision, and FIG. 20 shows a load and a deformation amount when a compressive force is applied to the first footrest pad 40. FIG. 21 is an enlarged sectional view taken along line BB in FIG. 18, and FIG. 22 is an enlarged sectional view taken along line CC in FIG. 18.

As shown in FIGS. 14 and 15, the foot P3 of the occupant P is placed on the first foot rest pad 40, and the first foot rest pad 40 is moved forward and backward by deceleration. When the compressive load applied to the foot exceeds a predetermined value, the sole of the foot is depressed and the function as the first foot behavior control means for restraining the left and right direction of the foot P3 and the foot P3 by the forward / backward deceleration.
When the compression load applied to the foot exceeds a predetermined value, the toe part is depressed below the heel part and has a function as a second foot part movement control means for bending the ankle forward. .

As shown in FIGS. 14 and 15, a dash upper panel 32, a dash lower panel 33 and a floor panel 34 are arranged below the front of the occupant P seated on the seat 30 and the occupant P wears a seat belt 35. is doing.

The first footrest pad 40 is installed on the upper surface of the dash lower panel 33, and the right and left foot parts P of the occupant P are installed.
3a and P3b are placed on the upper surface of the first footrest pad 40.

The first footrest pad 40 gradually becomes thicker toward the front, and as shown in FIGS.
The inclination angle θa of the upper surface of the footrest pad 40 is formed to be larger than the lower surface, that is, the inclination angle θb of the dash lower panel 33.

As shown in FIG. 17, the first footrest pad 4
Inside 0, a plurality of front and rear ribs 41 extending in the front-rear direction and a plurality of horizontal ribs 42 extending in the left-right direction are combined in a lattice shape, and the upper side of the lattice structure is covered with a floor carpet 43.

The front and rear ribs 41 and the lateral ribs 42 are shown in FIG.
As shown in (4), a flexible member having a certain degree of rigidity, for example, a flexible synthetic resin, is formed so as to be flexibly deformed when a predetermined or more compressive force is applied from above.

Therefore, as shown in FIG. 19, when a load F8 is applied from the front of the vehicle at the time of a collision, the occupant P moves forward due to the forward / backward deceleration, and at that time, the occupant P steps on the lower limbs, so that the first foot from the foot P3. Since the compressive force F9 is applied to the placing pad 40, a load acts on the first foot placing pad 40 with the characteristics shown in FIG.

As for the characteristics of the first footrest pad 40, the flexural deformation does not occur up to a specified load, and when the specified value is exceeded, the flexural deformation starts and a certain amount of depression is reached before bottoming.
After that, the load increases again.

At this time, the specified value of the load of the first footrest pad 40 shown in FIG. 20 is set to be equal to or less than the load F9 generated on the first footrest pad 40 from the foot P3 by the forward movement of the occupant P. Therefore, as shown in FIGS. 21 and 22, the foot P
3 collapses together with the floor carpet 43 as the ribs 41 and 42 of the first footrest pad 40 collapse.

As shown in FIG. 21, when the ribs 41 and 42 are crushed and depressed by the compressive load of the foot P3, the first footrest pad 40 has an inclination angle θa of the upper surface of the pad 40.
Is formed so as to be larger than the inclination angle θb of the dash lower panel 33, so that the tip end portion of the foot portion P3 moves downward much more than the heel portion.

Therefore, the angle between the foot P3 and the shin P2 bent forward is θ4, which is the angle θ3 before the collision (see FIG. 1).
6)). That is, with respect to the movement in which the waist of the occupant P moves forward and the foot P3 bends back, the ankle angle acts in the direction of maintaining the angle θ3 before the collision.

On the other hand, as shown in FIG. 22, the foot P3 is depressed, and as a result, the foot P3 bites into the floor carpet 43, so that the left and right directions are restrained (supported).

Therefore, in the first footrest pad 40, the load on the ankle can be reduced by the forward movement of the occupant P and the foot P3 bends forward. 8, it is possible to restrain the foot portion P3 necessary for suppressing the inward / outward rotation of the foot portion P3 shown in FIG. 9.

By using the first footrest pad 40 as described above, step S of the flowchart of FIG. 5 is performed.
The foot P3 can be protected without receiving the operation signal of the oblique collision device shown in FIG.

23 to 29 show another embodiment of the foot behavior control means, and the same components as those in the above embodiment will be designated by the same reference numerals and redundant description will be omitted.

23 to 29 show a second footrest pad 50 as another foot behavior control means provided in the leg restraint means 22, and FIG. 23 is a perspective view showing a seated state of an occupant P,
24 is an enlarged perspective view of the second footrest pad 50, FIG. 25 is a view from the direction D in FIG. 24, FIG. 26 is a view from the direction E in FIG. 24, and FIG. FIG. 28 is an enlarged sectional view taken along line F, FIG. 28 is an enlarged sectional view corresponding to FIG. 27 in an operating state, and FIG. 29 is an enlarged sectional view of a G portion in FIG.

As shown in FIGS. 23 and 27, the foot P3 of the occupant P is placed on the second foot rest pad 50, and the second foot rest pad 50 moves forward and backward to decelerate the foot portion P3. When the compressive load applied to the foot exceeds a predetermined value, the foot P
3 for reducing the frictional force in the left-right direction between the mounting part and the mounting part 3
The function as the foot behavior control means and the frictional force in the front-rear direction between the foot P3 and the mounting portion are increased when the compressive load applied to the foot P3 due to the longitudinal deceleration exceeds a predetermined value. It also has a function as a fourth foot behavior control unit.

The second foot pad 50 is installed on the dash lower panel 33 as in the above embodiment as shown in FIG. 23, and as shown in FIGS. 24 to 29, an upper layer 52 and a lower layer connected by fiber fibers 51. It is configured as a two-layer structure including 53.

A large number of spherical beads 54 are provided on the back surface of the upper layer 52.
And a plurality of groove portions 55 extending in the vehicle left-right direction and rolling the spherical beads 54 are formed on the upper surface of the lower layer 53.

Therefore, in the normal running state shown in FIG. 27, the occupant P is in a state in which the foot portion P3 is placed on the second footrest pad 50, and if a collision occurs in this state, a load F8 is applied from the front as shown in FIG. By acting, the front and rear deceleration G1 causes the occupant P to move forward.

As a result of this forward movement, a compressive force F10 is applied to the upper layer 52 of the second footrest pad 50 from the foot portion P3, and as a result, a large compressive force also acts on the fiber fiber 51 to cause bottoming. Transform until done. At this time, the limit compressive strength of the fiber fiber 51 is set to be equal to or less than the load F10 generated from the foot P3 by the forward movement of the occupant P.

Therefore, at the time of collision, as shown in FIG.
While the fiber fiber 51 buckles and breaks during the compression process, and the upper layer 52 and the lower layer 53 are separated from each other, the spherical beads 54 come into contact with the groove 55 and roll freely when the upper layer 52 bottoms on the lower layer 53. The groove portion 5
The frictional force in the left-right direction along 5 can be reduced and the frictional force in the front-rear direction can be increased.

Therefore, the frictional force in the lateral direction can be reduced while the frictional force in the anteroposterior direction of the sole of the foot P3 is high.
To secure the behavior control of the lower limb of the occupant P for suppressing the inward and outward rotation of the foot P3 without the foot P3 moving forward and receiving the load accompanying the deformation of the dash upper panel 32 and the dash lower panel 33. be able to.

Further, the second footrest pad 5 of this embodiment
0 can protect the foot P3 without receiving an operation command by the operation signal of the device for oblique collision shown in FIG. 5, like the first footrest pad 40 of the above-described embodiment.

30 and 31 show another embodiment of the leg restraint means, and the same components as those of the above-mentioned embodiment are designated by the same reference numerals and the duplicate description will be omitted.

FIG. 30 is a front view of the lower limbs of the occupant seated on the seat, and FIG. 31 is a diagram showing the operating state of the leg restraining means.
It is a front view corresponding to 0.

In this embodiment, the seat cushion 30a
A center airbag 60 as a leg restraint means is provided at the center of the center airbag 60, and the center airbag 60 can restrain the inside of the thigh P1 at the time of an oblique collision.

As shown in FIG. 30, the center airbag 60 is normally folded so that the seat cushion 30 is not folded.
It is stored in a and is expanded as shown in FIG. 31 by the operation signal of the oblique collision device in step S9 shown in the flowchart of FIG.

Therefore, the center airbag 60 is
As shown in FIG. 30, the occupant P can sit as usual because it is stored in the normal state, while at the time of an oblique collision, as shown in FIG. 31, between the right thigh P1a and the left thigh P1b. Since the control load F7 can be generated inside the left thigh P1b via the seat cushion 30a with the vehicle moving speed V3, the behavior of the lower limb is suppressed so as to suppress the adduction / abduction of the foot P3. You can control.

The vehicle occupant protection system of the present invention has been described with reference to the above-described embodiments. However, it is needless to say that the invention is not limited to these embodiments and does not depart from the gist of the present invention. Therefore, various embodiments can be adopted.

[Brief description of drawings]

FIG. 1 is a plan view sequentially showing a vehicle behavior at the time of a collision in an embodiment of the present invention.

FIG. 2 is a front view showing an occupant's behavior at the time of a collision in one embodiment of the present invention.

FIG. 3 is a map showing the relationship between front and rear deceleration and lateral deceleration and respective threshold values according to the embodiment of the present invention.

FIG. 4 is an image diagram of a deceleration waveform generated in a front-rear direction and a lateral direction at the time of a collision in one embodiment of the present invention.

FIG. 5 is an explanatory diagram showing a flowchart for determining a collision type according to the embodiment of the present invention.

FIG. 6 is a plan view sequentially showing occupant behavior during an oblique collision in the embodiment of the present invention.

FIG. 7 is a front view simply showing the behavior of the lower limb of the occupant during an oblique collision according to the embodiment of the present invention.

FIG. 8 is a front view schematically showing a first specific example of the means for suppressing the inward and outward rotation of the foot in the embodiment of the present invention.

FIG. 9 is a front view schematically showing a second specific example of the means for suppressing the inward and outward rotation of the foot in the embodiment of the present invention.

FIG. 10 is a front view schematically showing a third specific example of the means for suppressing the inward and outward rotation of the foot in the embodiment of the present invention.

FIG. 11 is a front view schematically showing a fourth specific example of the means for suppressing the inward and outward rotation of the foot in the embodiment of the present invention.

FIG. 12 is a front view schematically showing a fifth specific example of the means for suppressing the inward and outward rotation of the foot in the embodiment of the present invention.

FIG. 13 is a cross-sectional front view of essential parts showing a mounted state of the leg restraint means in the embodiment of the present invention.

FIG. 14 is a perspective view showing a seated state of an occupant according to the embodiment of the present invention.

FIG. 15 is a side view showing a seated state of an occupant according to the embodiment of the present invention.

16 is an enlarged cross-sectional view of a portion A in FIG.

FIG. 17 is an enlarged perspective view of the first footrest pad according to the embodiment of the present invention.

FIG. 18 is an enlarged perspective view showing an operating state of the first footrest pad according to the embodiment of the present invention.

FIG. 19 is a side view showing a state in which an occupant bends forward due to a collision in the embodiment of the present invention.

FIG. 20 is a characteristic diagram showing a relationship between a load and a deformation amount when a compressive force is applied to the first footrest pad according to the embodiment of the present invention.

FIG. 21 is an enlarged cross-sectional view taken along the line BB in FIG.

22 is an enlarged cross-sectional view taken along the line CC of FIG.

FIG. 23 is a perspective view showing a seated state of an occupant according to another embodiment of the present invention.

FIG. 24 is an enlarged perspective view of a second footrest pad according to another embodiment of the present invention.

FIG. 25 is an arrow view from the direction D in FIG. 24.

FIG. 26 is an arrow view from the E direction in FIG. 24.

FIG. 27 is an enlarged cross-sectional view taken along the line FF in FIG.

FIG. 28 is an enlarged cross-sectional view corresponding to FIG. 27, showing an operating state in another embodiment of the present invention.

29 is an enlarged cross-sectional view of a G part in FIG. 28.

FIG. 30 is a front view of a lower limb portion of an occupant seated on a seat according to still another embodiment of the present invention.

FIG. 31 is a front view of a lower limb portion of an occupant seated on a seat showing an operating state of a center airbag according to still another embodiment of the present invention.

[Explanation of symbols]

1 vehicle (own vehicle) 2 Opponent vehicle 11 Front-back deceleration sensor 12 Lateral deceleration sensor 13 Controller (collision form determination means) 20 Front collision airbag (passenger protection means) 21 Side impact airbag (passenger protection means) 22 Leg restraint means (passenger protection means) 22a, 22b, 22c supporter (leg restraint means) 30 Foot friction reducing member 40 First Foot Pad (Foot Behavior Control Unit) 50 Second foot rest pad (foot movement control means) 60 Center airbag (leg restraint) P crew P1 thigh P2 shin P3 foot G1 back and forth deceleration G2 lateral deceleration α first threshold β second threshold γ Third threshold

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Claims (14)

[Claims] 1. A deceleration sensor for detecting a front-rear deceleration occurring in the vehicle front-rear direction and a lateral deceleration occurring in the vehicle left-right direction, and a vehicle deceleration based on thresholds set for the front-rear deceleration and the lateral deceleration, respectively. Collision mode determination means for determining a collision mode, and occupant protection means that operates according to the determined collision mode,
The threshold value for determining the collision mode is set for the front and rear deceleration to determine a frontal collision, and the second threshold value for lateral deceleration to determine a side collision. When the lateral deceleration is generated in association with the threshold value and the front-back deceleration detected immediately after the collision, the second threshold value that is set for the lateral deceleration and determines an oblique collision is set. A third occupant protection device having a low value. 2. The occupant protection means includes a front-rear restraint device that operates during a frontal collision, a left-right restraint device that operates during a side collision, and an oblique collision device that operates during an oblique collision. The vehicle occupant protection device according to Item 1. 3. The vehicle according to claim 2, wherein the left and right restraint devices are actuated after a certain period of time when an oblique collision is determined after the front and rear restraint devices are actuated by the determination of a frontal collision. Occupant protection device. 4. The diagonal collision device is provided with leg restraining means for reducing the relative displacement between the ankle and the shin of the occupant so as to keep the inward and outward rotation angle of the ankle substantially constant. Item 2
Or the vehicle occupant protection device according to any one of 3). 5. The vehicle occupant protection device according to claim 4, wherein the leg restraint means is provided so as to restrain at least the thigh. 6. The vehicle occupant protection device according to claim 4, wherein the leg restraint means is provided so that at least the shin can be restrained. 7. The vehicle occupant protection device according to claim 4, wherein the leg restraint means is provided so as to be able to restrain at least two places, a shin and a foot. 8. The vehicle occupant protection device according to claim 4, wherein the leg restraint means is provided so as to be able to restrain at least two places, a thigh and a foot. 9. The vehicle occupant protection device according to claim 4, wherein the leg restraint means is provided so that at least the inside of the thigh can be restrained. 10. The leg restraint means is provided at a mounting portion of the foot portion, and when the compressive load applied to the foot portion due to longitudinal acceleration exceeds a predetermined value, the entire sole is depressed and the foot portion is depressed. The vehicle occupant protection system according to any one of claims 4 to 9, further comprising first foot behavior control means for restraining the left-right direction of the vehicle. 11. The leg restraint means is provided at a mounting portion of the foot, and when the compressive load applied to the foot due to longitudinal acceleration exceeds a predetermined value, the tip of the foot falls below the heel. The vehicle occupant protection device according to any one of claims 4 to 10, further comprising: second foot behavior control means that is depressed to bend the ankle forward. 12. The leg restraining means is provided at a mounting portion of the foot portion, and when the compressive load applied to the foot portion due to longitudinal acceleration exceeds a predetermined value, a space between the foot portion and the mounting portion is provided. The vehicle occupant protection device according to any one of claims 4 to 9, further comprising third foot behavior control means for reducing a frictional force in the left-right direction of the vehicle. 13. The leg restraint means is provided at a mounting portion of the foot portion, and when the compressive load applied to the foot portion due to longitudinal acceleration exceeds a predetermined value, the leg portion and the mounting portion thereof are separated from each other. The vehicle occupant protection device according to any one of claims 4 to 9 or 12, further comprising fourth foot behavior control means for increasing a front-to-back friction force therebetween. 14. The vehicle occupant protection device according to claim 1, wherein the threshold value of the lateral acceleration is variable in association with the longitudinal acceleration that occurs initially.