JP2006044614A - Occupant protection device and occupant protection method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an occupant protection device capable of quickly restricting an occupant by an airbag at collision of a vehicle, enlarging a restriction range of the occupant and efficiently absorbing movement energy of the occupant. <P>SOLUTION: The airbag 10 deployably stored in a seat belt device 1 is deployed between a head part Mh and a thigh part Mt of the occupant M at front surface collision of the vehicle, the head part Mh of the occupant M falling/bending at the collision is received by the airbag 10 and the load is supported by the thigh part Mt of the occupant M through the airbag. Thereby, the time until the head part Mh can be restricted by the airbag 10 is shortened, impact applied to the head part Mh is relaxed and the restriction range can be enlarged from the head part of the occupant to the thigh part. Therefore, an absorption amount of movement energy of the occupant M can be increased and the protection effect of the occupant M can be enhanced. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an occupant protection device and an occupant protection method for protecting an occupant using an air bag at the time of a frontal collision of a vehicle.

As a conventional occupant protection device, an airbag is installed in a shoulder belt of a seat belt device that restrains a shoulder portion or a chest portion of the occupant, and the airbag is inflated and deployed at the time of a vehicle collision so as to protect the occupant. What was made into is known (for example, refer patent document 1).
Japanese Patent Laid-Open No. 7-186861 (page 4, FIG. 8)

  However, in such a conventional occupant protection device, the restraint of the occupant is achieved by the airbag that is inflated and deployed from the shoulder belt at the time of a vehicle collision being supported by a vehicle body side member such as a steering wheel.

  At that time, in order to efficiently absorb the kinetic energy when the occupant interferes with the airbag, it is necessary to increase the airbag capacity, maintain the internal pressure and shorten the deployment time in order to expand the airbag's crushing stroke. However, it is difficult to satisfy all of these, and there is a limit to the amount of kinetic energy that can be absorbed.

  Accordingly, the present invention provides an occupant protection device and an occupant protection method capable of more quickly restraining an occupant by an air bag at the time of a vehicle collision, expanding the occupant's restraint range, and efficiently absorbing the occupant's kinetic energy. To do.

  The occupant protection device of the present invention is housed in a seat belt device so as to be deployable, and includes an airbag that deploys between the occupant's head and thighs in the event of a frontal collision of the vehicle, and the occupant's head that is bent forward in the event of a vehicle collision. The most important feature is that the portion is received by the airbag and the load is supported by the occupant's thigh through the airbag.

  Further, the occupant protection method of the present invention deploys an airbag housed in a seat belt device between the head and thighs of the occupant at the time of a frontal collision of the vehicle so that the occupant's head that bends forward at the time of the vehicle collision. The load is received by the airbag, and the load is supported by the thigh of the occupant through the airbag.

  According to the occupant protection device and the occupant protection method using the airbag of the present invention, since the airbag is housed in the seat belt device that restrains the occupant, the airbag that is deployed at the time of a frontal collision is a portion that is very close to the occupant The occupant's head bent forward due to a collision immediately interferes with the airbag immediately after deployment of the airbag, and the occupant's thigh can support the load when the head interferes with the airbag. Thus, the time until the head can be restrained can be shortened, and the impact applied to the head can be reduced.

  Moreover, since a restraint range can be expanded over a passenger | crew's head to a thigh, the amount of kinetic energy absorption of a passenger | crew can be increased and the passenger | crew's protective effect can be heightened.

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

  1 to 4 show a first embodiment of an occupant protection device using an airbag of the present invention, and FIG. 1 is a side view showing a state in which the airbag is deployed between the occupant's head and thighs. 2 is a side view for explaining the operating state of the deployed airbag, FIG. 3 is an explanatory view showing a position where the head of the occupant is restrained by the airbag in the event of a collision, and FIG. 4 is an airbag. It is explanatory drawing which shows the deceleration timing at the time of restraining a passenger | crew's head compared with the past.

  The occupant protection device using the airbag according to the first embodiment includes a three-point seat belt device (hereinafter referred to as a seat belt device) 1 that restrains the occupant M to a seat S. The seat belt device 1 includes: The shoulder belt 2 that restrains the shoulder Ms and the chest Mc of the occupant M diagonally and the lap belt 3 that restrains the waist Mw of the occupant M are provided, and the tongue 4 is inserted between the shoulder belt 2 and the lap belt 3. The tongue 4 is attached by being detachably inserted into the inner buckle 5.

  The seat S is a front seat, and a dash panel 6 that separates the vehicle compartment R and the engine compartment E is present in front of the passenger M.

  Here, in the present invention, the airbag 10 is accommodated in the seat belt of the seat belt device 1, in the present embodiment, the shoulder belt 2 and the lap belt 3 so that the airbag 10 can be deployed, and the airbag 10 is stored at the time of frontal collision of the vehicle. The head Mh of the occupant M is deployed between the head Mh and the thigh Mt, and the head Mh of the occupant M bent forward at the time of collision is received by the airbag 10 and the load is applied to the airbag 10. Via the thigh Mt of the occupant M.

  At this time, the airbag 10 is configured by a plurality of independent airbags 10A and 10B that are arranged substantially in the vertical direction and sequentially transmit the load received from the head Mh of the occupant M.

  In particular, in the present embodiment, the airbag 10 includes an upper airbag 10A that is deployed in the vicinity of the head Mh of the occupant M at the time of a frontal collision, and an upper airbag 10A that is positioned below the upper airbag 10A and at the time of a frontal collision. A lower airbag 10B that is deployed between the thigh Mt of the occupant M and the load of the head Mh of the occupant M received by the upper airbag 10A via the lower airbag 10B. It is designed to be supported by the part Mt.

  The upper and lower airbags 10A and 10B are each formed into a bag shape by a non-breathable and non-stretchable flexible film, and the upper airbag 10A is folded at a portion substantially corresponding to the chest Mc of the shoulder belt 2. The lower airbag 10B is folded and stored at a substantially central portion in the vehicle width direction of the lap belt 3, and the upper and lower airbags 10A and 10B are both located on the center of the occupant M. It is desirable to be located in

  Further, the upper airbag 10A housed in the shoulder belt 2 has one end of the gas passage 11 routed inside the shoulder belt communicated via the airbag deployment portion 12 and the lower airbag housed in the lap belt 3. In 10B, one end of the gas passage 13 routed inside the lap belt 3 communicates with the airbag deployment portion 14.

  On the other hand, the other ends of the gas passages 11 and 13 communicate with the inside of the tongue 4, and the inside of the tongue 4 is communicated with the inside of the inner buckle 5 by inserting it into the inner buckle 5. The high-pressure gas generated by the inflator I communicating with the inner buckle 5 is supplied to the gas passages 11 and 13 through the inner buckle 5 and the tongue 4, and then to the upper and lower airbags 10A and 10B. Yes.

  The upper and lower airbags 10A and 10B are formed with vent holes 10Ah and 10Bh for maintaining the respective internal pressures substantially constant.

  The inflator I is actuated by a collision detection signal from a collision detection means 7 for detecting a vehicle collision, and the high pressure gas is generated by the operation of the inflator I. In particular, in the present embodiment, the collision detection means 7 Has a function of detecting a frontal collision of the vehicle in advance, and outputs a collision detection signal to the inflator I at the stage of the prior detection so as to advance the deployment timing of the upper and lower airbags 10A and 10B. ing.

  In the occupant protection method of the present embodiment, the upper airbag 10A and the lower airbag 10B stored in the shoulder belt 2 and the lap belt 3 are deployed between the head Mh and the thigh Mt of the occupant M, The head Mh of the occupant M bent forward at the time of collision is received by the lower airbags 10A and 10B above them, and the load is supported by the thigh Mt of the occupant M via the lower airbags 10A and 10B above them. It is.

  With the above configuration, according to the occupant protection device and the occupant protection method of the present embodiment, when the frontal collision of the vehicle occurs, the collision detection means 7 detects this and outputs the collision detection signal to the inflator I as shown in FIG. The high pressure gas generated in the inflator I is supplied to the upper airbag 10A and the lower airbag 10B via the gas paths 11 and 13 of the inner buckle 5, the tongue 4, the shoulder belt 2 and the lap belt 3. Supply.

  Then, the upper and lower airbags 10A and 10B are inflated and deployed instantly. At this time, the upper airbag 10A is housed in the shoulder belt 2 that restrains the occupant M. 10A is a portion very close to the head Mh of the occupant M, and the occupant M is restrained by the seat belt device 1, so that the head Mh bends forward due to the inertial force at the time of collision. The head Mh of M quickly interferes with the upper airbag 10A immediately after the upper airbag 10A is deployed.

  That is, as shown in FIG. 3, the position P0 of the head Mh in the normal driving state is conventionally the distance L0 until it interferes with the airbag B that is inflated and deployed from the vehicle body side member such as the steering wheel. On the other hand, in the present embodiment, the distance until the interference with the upper airbag 10A can be L1 (L0> L1).

  Further, when looking at the deceleration timing of the head Mh at this time, in the conventional case shown by the broken line in the figure as shown in FIG. 4, the time T0 until the interference with the airbag B is large because the distance L0 to the interference is large. (= L0 / V0) becomes longer. On the other hand, in this embodiment, the time T1 (= L1 / V0) until the interference with the upper airbag 10A can be shortened (T1 <T0).

  Accordingly, in the conventional deceleration timing shown by the broken line as shown in FIG. 4, the time from the head deceleration start point T0 to the final deceleration end point Te is short, so the deceleration of the head Mh increases. Since the time from the head deceleration start point T1 to the deceleration end point Te becomes longer, the deceleration timing in the present embodiment indicated by the solid line can reduce the deceleration and reduce the damage to the occupant M.

Moreover, in this way by the time from the deceleration start point T ₁ to the deceleration end point Te in the case of the present embodiment is longer, the contact area between the head Mh and the upper airbag 10A of the occupant M is expanded The reaction force acting on the head Mh from the upper airbag 10A can be dispersed.

  On the other hand, the lower airbag 10B located between the upper airbag 10A and the thigh Mt of the occupant M deploys in synchronization with the upper airbag 10A, and therefore interferes with the upper airbag 10A as shown in FIG. The load W received from the head Mh of the occupant M can be supported by the thigh Mt of the occupant M via the lower airbag 10B.

  Accordingly, the head Mh of the occupant M bent forward at the time of collision is immediately received by the upper airbag 10A, and the load at that time is reliably supported by the thigh Mt of the occupant M via the lower airbag 10B. The time until the head Mh can be restrained by the airbag 10 can be shortened, and as a result, the impact applied to the head Mh can be reduced.

  Since the restraint range can be expanded from the head Mh of the occupant M to the thigh Mt in this way, the amount of kinetic energy absorbed by the occupant M can be increased, and the protective effect of the occupant M can be enhanced.

  Further, the dash panel 6 may be retracted due to a frontal collision, but when the knee Mn of the occupant M is pushed up by the retreat of the dash panel 6, the lower airbag 10B interferes with the thigh Mt. Therefore, the buffering function of the leg Ml can be exhibited.

  Furthermore, when the head Mh of the occupant M interferes with the airbag 10, the thigh Mt can be restrained from above by the airbag 10, so that the lumbar Mw of the occupant M moves forward through the lap belt 3. Can be prevented.

  In the present embodiment, the upper and lower airbags 10A and 10B discharge the internal gas from the vent holes 10Ah and 10Bh when the internal pressure rises due to the pressing force caused by the interference of the head Mh. , 10B can be suppressed and the reaction force for receiving the head Mh can be maintained substantially constant, so that the occupant M can be restrained while alleviating the impact on the occupant M.

  By the way, in addition to the said effect, the passenger | crew protection device of this embodiment comprises the airbag 10 by several independent airbag 10A, 10B arrange | positioned in the substantially up-down direction, and receives from the head Mh of the passenger | crew M Since the load W is sequentially transmitted, when the space between the head Mh and the thigh Mt of the occupant M is filled with the airbag 10, the capacity of the plurality of individual airbags 10A and 10B can be reduced. The time until the entire airbag 10 is deployed can be shortened.

  Further, when a plurality of airbags 10 are provided independently, an upper airbag 10A that is deployed near the head Mh of the occupant M at the time of a frontal collision and an upper airbag 10A that is positioned below the upper airbag 10A and that is positioned below the upper airbag 10A at the time of a frontal collision. 10A and the lower airbag 10B that is deployed between the thigh Mt of the occupant M, and the occupant M receives the head Mh load of the occupant M received by the upper airbag 10A via the lower airbag 10B. Since the upper airbag 10A is on the receiving side of the head Mh and the lower airbag 10B is on the supporting side of the load W, the capacity of each airbag 10A, 10B is supported by the thigh Mt. The load W of the head Mh can be efficiently transmitted to the thigh Mt.

  Furthermore, since the airbag 10 has detected the frontal collision in advance and advanced the deployment timing, the upper airbag 10A can restrain the head Mh of the occupant M earlier, thereby further reducing the impact on the occupant M. Protection performance can be increased.

  FIG. 5 shows a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. It is a side view which shows the state which the airbag expand | deployed between the parts.

  The occupant protection device according to the second embodiment basically stores the airbag 10 in the seat belt of the seat belt device 1 (see FIG. 1) so as to be deployable in the same manner as in the first embodiment. The airbag 10 is deployed between the head Mh and the thigh Mt of the occupant M. In particular, in the present embodiment, as shown in FIG. High pressure gas is supplied from the upper airbag 10C through an upper airbag 10C that is divided into upper and lower parts and is supplied with a high pressure gas as a pressurized fluid at the time of a frontal collision and a one-way valve 16 as a fluid passage provided in the partition wall 15. A lower airbag 10D, and the head Mh load of the occupant M received by the upper airbag 10C is supported by the thigh Mt of the occupant M via the lower airbag 10D. That.

  In other words, the airbag 10 according to this embodiment is configured such that the interior of one bag body is substantially vertically separated by the partition wall 15, and the airbag 10 is folded in the shoulder belt 2 (see FIG. 1). 1 is connected to the upper airbag 10C via an airbag deployment portion 12a. The gas passage 11 (see FIG. 1) provided in the shoulder belt 2 is accommodated in the chest Mc portion. It is.

  Further, the path for communicating the other end of the gas passage 11 to the inflator I (see FIG. 1) is the same as in the first embodiment, and the gas passage 11 is connected to the tongue 4 and the inner buckle 5 as shown in FIG. The inflator I communicates with the inflator I and is activated by a collision detection signal from the collision detection means 7.

  When the internal pressure of the upper airbag 10C rises due to the high-pressure gas supplied from the airbag deployment part 12a, gas pressure forcibly flows from the one-way valve 16 of the partition wall 15 into the lower airbag 10D. The internal pressure of the bag 10D is increased.

  At this time, a vent hole 10Dh is formed in the lower airbag 10D, and excessive pressure is discharged from the vent hole 10Dh, thereby suppressing an excessive increase in internal pressure of the upper and lower airbags 10C and 10D. be able to.

  Therefore, according to the second embodiment, the upper and lower airbags 10C and 10D provide the same operational effects as the first embodiment. Since the bags 10C and 10D are formed by separating one airbag 10, the configuration can be simplified.

  Of course, as in the first embodiment, the airbag 10 is housed in the shoulder belt 2 even in the present embodiment, so that the time until the head Mh can be restrained by the airbag 10 at the time of a collision can be shortened. The impact applied to the head Mh can be mitigated, the restraint range of the occupant M can be expanded, the amount of kinetic energy absorbed can be increased, and the protective effect of the occupant M can be enhanced.

  Further, by supporting the lower end portion of the airbag 10 with the thigh Mt of the occupant M, the cushioning function of the leg Ml can be exhibited even when the dash panel 6 (see FIG. 1) is retracted. The waist Mw of the occupant M can be prevented from passing through the lap belt 3 and moving forward.

  6 and 7 show a third embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 7 is a side view showing a state in which a passenger's head load is applied to the deployed airbag.

  The occupant protection device according to the third embodiment basically stores the airbag 10 in a seat belt of the seat belt device 1 (see FIG. 1) in a deployable manner in the same manner as in the first embodiment. The airbag 10 is deployed between the head Mh and the thigh Mt of the occupant M. In particular, in the present embodiment, the airbag 10 is formed as one bag as shown in FIG. As an easily deformable portion that is deformed more easily than the upper end portion by the load W of the head Mh of the occupant M at one end in the vertical direction of the airbag 10, that is, the lower end supported by the thigh Mt of the occupant M The conical portion 17 is provided.

  The airbag 10 of the present embodiment is accommodated in the chest Mc portion of the shoulder belt 2 (see FIG. 1) in a folded state in the same manner as in the second embodiment, and a gas passage provided in the shoulder belt 2 11 (see FIG. 1) has one end (upper end) communicating with the airbag 10 via an airbag deployment part 12b, and the other end of the gas passage 11 passes through the same path as in the first embodiment, and the front collision occurs. It communicates with an inflator I that sometimes operates.

  In this embodiment, the high frictional resistance member 18 is provided on the surface where the conical portion 17 contacts the thigh Mt of the occupant M.

  Therefore, according to the third embodiment, when the occupant M bends forward and the head Mh interferes with the upper end of the airbag 10 as shown in FIG. 7 during a frontal collision, the load W received from the head Mh at this time Is transmitted to the lower end of the airbag 10 and supported by the thigh Mt of the occupant M.

  At this time, since the conical portion 17 is provided at the lower end portion of the airbag 10, the conical portion 17 is relatively easily deformed by the load W, so that the load W of the head Mh can be absorbed efficiently from an early stage. The damage received by the head Mh can be reduced.

  Further, since the high frictional resistance member 18 is provided on the surface of the conical portion 17 provided at the lower end portion of the airbag 10, it is avoided that the conical portion 17 is easily slipped with respect to the thigh Mt. It is possible to prevent the support of the airbag 10 by the thigh Mt from being impaired.

  Of course, as in the first embodiment, the airbag 10 is housed in the shoulder belt 2 even in the present embodiment, so that the time until the head Mh can be restrained by the airbag 10 at the time of a collision can be shortened. The impact applied to the head Mh can be mitigated, the restraint range of the occupant M can be expanded, the amount of kinetic energy absorbed can be increased, and the protective effect of the occupant M can be enhanced.

  Further, by supporting the lower end portion of the airbag 10 with the thigh Mt of the occupant M, the cushioning function of the leg Ml can be exhibited even when the dash panel 6 (see FIG. 1) is retracted. The waist Mw of the occupant M can be prevented from passing through the lap belt 3 and moving forward.

  In the present embodiment, the conical portion 17 is an easily deformable portion, but the easily deformable portion is not limited to this, and any shape or member that facilitates deformation of the airbag 10 may be used. The part can also be provided on the upper part of the airbag 10 on the head Mh side.

  8 and 9 show a fourth embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 9 is a side view showing a second state in which the airbag is deployed between the occupant's head and thigh. It is.

  The occupant protection device using the airbag according to the fourth embodiment basically stores the airbag 10 in a seat belt of the seat belt device 1 so as to be deployable in the same manner as in the first embodiment. The airbag 10 is deployed between the head Mh and the thigh Mt of the occupant M. In particular, in the present embodiment, the airbag 10 is disposed substantially vertically as shown in FIG. The plurality of independent airbags 10A and 10B that sequentially transmit loads received from the head Mh of the occupant M, and the deployment control of the plurality of airbags 10A and 10B according to the measured physique of the occupant M is performed. Control means 19 is provided.

  That is, the airbag 10 of this embodiment is provided with two independent airbags, an upper airbag 10A and a lower airbag 10B, as in the first embodiment, and the occupant M detected by the physique detection means 20 The physique information is output to the control means 19, and a control signal is output from the control means 19 to the airbag deployment parts 12 and 14 of the upper and lower airbags 10A and 10B, thereby the upper and lower airbags 10A and 10B. The amount of gas supplied to each is stopped or controlled, and each development control is performed.

  The physique detection means 20 calculates and detects the physique of the occupant M from detection signals from a pressure sensor built in the seat S, a camera installed in the passenger compartment, or a temperature sensor or pressure sensor incorporated in the shoulder belt 2. Can do.

  FIG. 9 shows one mode of deployment control of the upper and lower airbags 10A and 10B by the control means 19. In the first state of FIG. 8, the occupant M is an adult, and the upper and lower airbags 10A and 10B are In the second state of FIG. 9, in the case where the occupant M is a child, the supply of the high-pressure gas to the upper airbag 10A is stopped and undeployed, and only the lower airbag 10B is deployed. It is supposed to let you.

  Therefore, according to the fourth embodiment, since the deployment capacity of the airbag 10 can be controlled according to the physique of the occupant M, the occupant M is restrained by the airbag 10 appropriately and reliably, so Can be improved.

  In this embodiment, the case where the upper airbag 10A is not deployed is shown as a mode for controlling the deployment of the airbag 10. However, the present invention is not limited to this, and the deployment amount (gas filling) of the upper airbag 10A, 10B is not limited thereto. (Amount) may be controlled individually.

  Of course, as in the first embodiment, the airbag 10 is housed in the shoulder belt 2 even in the present embodiment, so that the time until the head Mh can be restrained by the airbag 10 at the time of a collision can be shortened. The impact applied to the head Mh can be mitigated, the restraint range of the occupant M can be expanded, the amount of kinetic energy absorbed can be increased, and the protective effect of the occupant M can be enhanced.

  Further, by supporting the lower end portion of the airbag 10 with the thigh Mt of the occupant M, the cushioning function of the leg Ml can be exhibited even when the dash panel 6 (see FIG. 1) is retracted. The waist Mw of the occupant M can be prevented from passing through the lap belt 3 and moving forward.

  The occupant protection device of the present invention has been described by taking the first to fourth embodiments as examples. However, the present invention is not limited to these embodiments, and various other embodiments are adopted without departing from the scope of the present invention. For example, the airbag 10 is applied to the three-point seat belt device 2 including the shoulder belt 2 and the lap belt 3. However, the seat belt device is not limited to this, and for example, a four-point seat belt device. Even in this case, the present invention can be applied.

It is a side view which shows the state which the airbag expand | deployed between the passenger | crew's head and thigh in 1st Embodiment of this invention. It is a side view explaining the operation state of the developed air bag in a 1st embodiment of the present invention. It is explanatory drawing which shows the position where a passenger | crew's head is restrained by the airbag at the time of the collision in 1st Embodiment of this invention compared with the past. It is explanatory drawing which shows the deceleration timing at the time of restraining a passenger | crew's head with the airbag in 1st Embodiment of this invention compared with the past. It is a side view which shows the state which the airbag expand | deployed between the passenger | crew's head and thigh in 2nd Embodiment of this invention. It is a side view which shows the state which the airbag expand | deployed between the passenger | crew's head and thigh in 3rd Embodiment of this invention. It is a side view which shows the state which the passenger | crew's head load acted on the expand | deployed airbag in 3rd Embodiment of this invention. It is a side view which shows the 1st state which the airbag expand | deployed between the passenger | crew's head and thigh in 4th Embodiment of this invention. It is a side view which shows the 2nd state which the airbag expand | deployed between the passenger | crew's head and thigh in 4th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Seat belt apparatus 2 Shoulder belt 3 Lap belt 6 Dash panel 7 Collision detection means 10 Air bag 10A Upper air bag 10B Lower air bag 10C Upper air bag 10D Lower air bag 15 Bulkhead 16 One-way valve (fluid passage part)
17 Conical shape part (easy deformation part)
19 control means 20 physique detection means I inflator M occupant Mh head Mt thigh S seat

Claims (8)

  The airbag is housed in a seat belt device so that it can be deployed, and deployed between the head and thighs of the occupant in the event of a frontal collision of the vehicle, and the head of the occupant bending forward in the event of a vehicle collision is received by the airbag. An occupant protection device characterized in that the load is supported by the occupant's thigh through an airbag.   The occupant protection device according to claim 1, wherein the airbag is a plurality of independent airbags that are arranged substantially in the vertical direction and sequentially transmit loads received from the occupant's head. The airbag is an upper airbag that is deployed near the head of the occupant during a frontal collision,
A lower airbag that is positioned below the upper airbag and that is deployed between the upper airbag and the thigh of the occupant during a frontal collision, and
The occupant protection device according to claim 1 or 2, wherein the head load of the occupant received by the upper airbag is supported by the thigh of the occupant via the lower airbag. The airbag is partitioned into upper and lower parts by a partition wall, and an upper airbag to which pressurized fluid is supplied at the time of a frontal collision, and pressurized fluid is supplied from the upper airbag via a fluid passage provided in the partition wall. A lower airbag, and
The occupant protection device according to claim 1, wherein the head load of the occupant received by the upper airbag is supported by the thigh of the occupant via the lower airbag.   The occupant protection device according to claim 1, wherein the airbag is provided with an easily deformable portion that is more easily deformed than the other end portion by an occupant's head load at one end portion in the vertical direction.   The occupant protection device according to claim 2, wherein the airbag is provided with a control unit that controls deployment of a plurality of independent airbags according to the measured physique of the occupant.   The occupant protection device according to any one of claims 1 to 6, wherein the airbag detects a frontal collision in advance to advance deployment timing. At the time of a frontal collision of the vehicle, the airbag stored in the seat belt device is deployed between the occupant's head and thigh, and the occupant's head bent forward at the time of the vehicle collision is received by the airbag, and the load is received. An occupant protection method comprising supporting an occupant's thigh through the airbag.

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