JP2006088856A - Airbag device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an airbag device capable of restraining an occupant securely without being influenced by the intra-cabin shape. <P>SOLUTION: An airbag 14 constituting the airbag device 10 for a front passenger seat has a first airbag 16 to deploy on the left of in front of occupant and a second airbag 18 to deploy on the right in front of the occupant. When the vehicle goes in collision, the first airbag 16 and the second airbag 18 deploy asymmetrical about the center line CL in the vehicle width direction of the airbag 14 so as to absorb the asymmetry of the shape of that part on the vehicle body where the first airbag 16 abuts and the shape of the part where the second airbag 18 abuts, and the tail 16A of the first airbag 16 and the tail 18A of the second airbag 18 confront right to the occupant. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an airbag device applied to a vehicle such as an automobile.

The airbag device for the passenger seat deploys the airbag between the front windshield glass and the passenger seat occupant in the event of a vehicle collision to prevent the passenger occupant from colliding with the front windshield glass (assistant The seat occupant is restrained). And in order to prevent the airbag from being displaced by the shape of the front windshield glass that is curved larger than the central portion at the end in the vehicle width direction, the surface shape of the contact region of the airbag with the front windshield glass is A technique for matching the surface shape of the abutted region in the front windshield glass is known (for example, see Patent Document 1).
JP-A-6-278559 JP 2003-335203 A Japanese Patent Laid-Open No. 10-71920

  However, in the conventional technology as described above, since the structure is such that the passenger seat occupant is restrained by the airbag configured by a single bag body, the restraint performance is improved while suppressing the reaction force acting on the passenger seat occupant. It was difficult.

  An object of the present invention is to obtain an airbag device that can reliably restrain an occupant without being affected by the shape of the passenger compartment in consideration of the above facts.

  In order to achieve the above object, an airbag apparatus according to the invention described in claim 1 is configured to provide a passenger-restraining airbag by means of gas pressure in front of an occupant seated at a position shifted from the vehicle width direction center of the vehicle body at the time of a vehicle collision. An airbag device to be deployed, wherein the airbag is deployed at an outer portion in the vehicle width direction in front of the occupant and a second airbag deployed at an inner portion in the vehicle width direction in front of the occupant. And a rear portion of the first airbag capable of supporting an impact load by abutting the front portion against the vehicle body and a front portion of the vehicle body contacting the first airbag. The rear portion of the second airbag capable of supporting an impact load by abutting against a portion different from the front is configured to face the occupant.

  In the airbag device according to the first aspect, at the time of a vehicle collision, the first airbag and the second airbag are deployed in front of the occupant by the gas pressure. That is, the airbag is deployed between the vehicle body and the occupant and restrains the occupant. The seating position of the occupant is shifted to the left or right with respect to the center of the vehicle width (left / right) direction of the vehicle body. It is asymmetrical with respect to the center of the passenger, that is, the airbag in the left-right direction.

  Here, the airbag is deployed and the front portion of the first airbag and the front portion of the second airbag are in contact with different parts of the vehicle body (that is, the asymmetric shape part) and can support the impact load. Since the rear portion of the first airbag and the rear portion of the second airbag face the occupant, the occupant is restrained while moving along the impact acting direction with respect to the vehicle body. Further, since the occupant (mainly the chest) enters the space between the first and second airbags at the time of restraint, the restraint performance can be improved while suppressing the reaction force acting on the occupant. . In order to securely support the impact load of the occupant, the first and second airbags are connected directly or via a connecting member so as not to be separated from each other on the occupant side (to limit the amount of separation). It is desirable that

  Thus, in the airbag device according to the first aspect, the occupant can be reliably restrained without being affected by the shape of the passenger compartment. Note that the rear portion of the first airbag and the rear portion of the second airbag face the occupant are that the rear portion (rear end portion) of the first airbag and the rear portion (rear end portion) of the second airbag. A state in which the front and rear positions of the rear portions of the first and second airbags substantially coincide with each other so as to be in contact with the left and right symmetrical portions (for example, both shoulders) of the occupant at the same time (the state before contact or the current contact state). It doesn't matter if it is in a state). Further, the front portions of the first and second airbags are located on the front side with respect to the rear portion in contact with the occupant and are in contact with the vehicle body in front of the occupant, in other words, the first and second air bags. It means the part where the bag contacts the vehicle body so that it can support the longitudinal collision load from the occupant input to the rear part, and is not limited to the front end part, for example, from the front end vicinity of the inclined front windshield glass to the vicinity of the rear end It is the concept including the upper part (upper front part) etc. of the 1st and 2nd airbag which contact | abuts the part until.

  In order to achieve the above object, an airbag device according to a second aspect of the present invention provides a passenger-restraining airbag by means of gas pressure in front of an occupant seated at a position shifted from the vehicle width direction center of the vehicle body at the time of a vehicle collision. An airbag device to be deployed, wherein the airbag is deployed at an outer portion in the vehicle width direction in front of the occupant and a second airbag deployed at an inner portion in the vehicle width direction in front of the occupant. The first airbag and the second airbag are deployed asymmetrically in the event of a vehicle collision, so that the shape of the portion of the vehicle body that contacts the first airbag and the portion of the second airbag that contacts Asymmetry with respect to the shape of the first airbag is absorbed, and the rear portion of the first airbag and the rear portion of the second airbag face the passenger.

  In the airbag device according to the second aspect, at the time of a vehicle collision, the first airbag and the second airbag are deployed in front of the occupant by the gas pressure. That is, the airbag is deployed between the vehicle body and the occupant and restrains the occupant. The seating position of the occupant is shifted to the left or right with respect to the center of the vehicle width (left / right) direction of the vehicle body. It is asymmetrical with respect to the center of the passenger, that is, the airbag in the left-right direction.

  Here, the first airbag and the second airbag constituting the airbag are deployed asymmetrically, so that the shape of the portion of the vehicle body that comes into contact with the first airbag and the shape of the portion that comes in contact with the second airbag The asymmetry of the occupant, that is, the airbag (hereinafter simply referred to as the asymmetry of the vehicle body) is absorbed, so that the rear portion (rear end) of the first airbag and the rear portion (rear end) of the second airbag are Since it abuts symmetrically, the occupant is restrained while moving along the direction of impact action with respect to the vehicle body. Further, since the occupant (mainly the chest) enters the space between the left and right airbags during the restraint, it is possible to improve the restraint performance while suppressing the reaction force acting on the occupant. In order to securely support the impact load of the occupant, the first and second airbags are connected directly or via a connecting member so as not to be separated from each other on the occupant side (to limit the amount of separation). It is desirable that

  Thus, in the airbag device according to the second aspect, the occupant can be reliably restrained without being affected by the shape of the passenger compartment. In addition, the term “asymmetrical deployment” in claim 2 is a concept including not only that the shape and position after deployment are asymmetric, but also that the shape and degree of deployment (deployment completion time) are varied in the deployment process. In addition, the rear portion of the first airbag and the rear portion of the second airbag face the occupant are that the rear portion (rear end portion) of the first airbag and the rear portion (rear end portion) of the second airbag are A state in which the front and rear positions of the rear portions of the first and second airbags substantially coincide with each other so as to be in contact with the left and right symmetrical portions (for example, both shoulders) of the occupant substantially at the same time It doesn't matter if it is in a state).

  The airbag device according to a third aspect of the present invention is the airbag device according to the first or second aspect, wherein the airbag has a volume of the first airbag and a second airbag in an unconstrained deployed state. The volume is different.

  In the airbag device according to claim 3, the volume of the first airbag and the second airbag in an unconstrained deployment state (for example, a deployment state in a free state before being mounted on a vehicle) is made different so that the vehicle body is asymmetrical. The rear ends of the first and second airbags face the occupant.

  The airbag device according to a fourth aspect of the present invention is the airbag device according to any one of the first to third aspects, wherein the airbag is in an unconstrained deployed state and the first airbag and the first airbag. The two airbags are formed in an asymmetric shape in plan view.

  In the airbag device according to claim 4, the asymmetry of the vehicle body is absorbed by forming the airbag so that the planar view shapes of the first airbag and the second airbag in the unconstrained deployed state are asymmetric. The rear portions of the first and second airbags face the occupant. Note that the airbag according to claim 4 includes an airbag formed so that the first airbag and the second airbag are asymmetrical in shape when viewed from the cross-sectional plane (the shape of the side view is different).

  The airbag device according to claim 5 is the airbag device according to any one of claims 1 to 4, wherein the airbag is in an unconstrained deployed state, and the first airbag. This is formed in a shape in which the length of the load support portion along the vehicle longitudinal direction is shorter than that of the second airbag.

  In the airbag device according to claim 5, the curvature of the first airbag deployed at the outer portion in the vehicle width direction in front of the occupant is larger than the central portion in the vehicle width direction of the front windshield glass, for example. It abuts on a portion in the vicinity of the outer end in the vehicle width direction (hereinafter referred to as the vicinity of the outer end of the front windshield glass). Since the first airbag has a shorter load support portion length than the second airbag, that is, the distance along the front-rear direction between the portion that contacts the vehicle body (front portion) and the portion that contacts the occupant (rear portion), The rear position can be made to substantially coincide with the rear position of the second airbag.

  That is, for example, in a configuration in which the position of the front portion of the first airbag in the unconstrained deployed state substantially coincides with the position of the front portion of the second airbag in the front-rear direction, the first airbag is near the outer end of the front windshield glass. And the rear position of the first airbag substantially coincides with the rear position of the second airbag. Further, for example, in a configuration in which the position of the front portion of the first airbag in the unconstrained deployment state is located behind the position of the front portion of the second airbag, the amount of deviation of the first airbag to the rear is limited, The rear position of the first airbag is substantially coincident with the rear position of the second airbag. In the latter example, the airbag may be formed so that the rear positions of the first and second airbags coincide with each other in the unconstrained deployed state. As a result, the first airbag is prevented from being displaced rearward with respect to the second airbag and coming into contact with the occupant.

  The airbag apparatus according to claim 6 is the airbag apparatus according to any one of claims 1 to 5, wherein the airbag is in an unconstrained deployed state, and the first airbag. And the second airbag are formed to be asymmetric when viewed from the front of the vehicle.

  In the airbag device according to claim 6, the airbags are formed so that the shapes of the first airbag and the second airbag in the unconstrained deployed state as viewed from the front of the vehicle body (the side opposite to the occupant) are different. As a result, the asymmetry of the portion of the vehicle body that contacts the front portion of the airbag is absorbed. For this reason, each rear part of the first and second airbags faces the occupant.

  The airbag device according to a seventh aspect of the present invention is the airbag device according to any one of the first to sixth aspects, wherein the airbag is in an unconstrained deployed state and the first airbag. However, the upper end position is lower than that of the second airbag.

  In the airbag device according to claim 7, for example, the vicinity of the outer end of the front windshield glass that tilts backward as a whole is located on the upper front side of the first airbag to be deployed in the vehicle width direction outer side in front of the occupant. . Here, since the airbag is formed so that the upper end of the first airbag is lower than the upper end of the second airbag, the upper portion of the front portion of the first airbag is near the outer end of the front windshield glass. Strong pressing is prevented. For this reason, the first airbag is prevented from moving (pushing and tilting) so that the rear portion is located on the inner side in the vehicle width direction than the front portion, and the occupant is restrained in an appropriate posture as the entire airbag. be able to.

  The airbag apparatus according to an eighth aspect of the present invention is the airbag apparatus according to the seventh aspect, wherein the airbag has a lower deployment height in the vertical direction in the first airbag than in the second airbag. It is formed into a shape.

  In the airbag device according to claim 8, since the vertical height of the first airbag is lower than the vertical height of the second airbag, the rear portion of the first airbag is inward in the vehicle width direction from the front portion as described above. The lower end height (position in the vertical direction) can be matched with the lower end height of the second airbag.

  The airbag apparatus according to the ninth aspect of the present invention is the airbag apparatus according to the seventh aspect, wherein the airbag is configured to be deployed in a symmetrical shape in an unconstrained state and the second airbag. The airbags are connected to each other such that, in the deployed state, the vertical central portion of the first airbag is offset downward with respect to the vertical central portion of the second airbag.

  In the airbag device according to claim 9, in the unconstrained deployed state, the height of the center of the first airbag in the vertical direction (position in the vertical direction) is lower than the height of the center of the second airbag in the vertical direction. As described above, since the first airbag and the second airbag are connected to each other, the rear portion is positioned on the inner side in the vehicle width direction from the front portion using the first and second symmetrical airbags as described above. It is possible to prevent movement.

  An airbag apparatus according to a tenth aspect of the present invention is the airbag apparatus according to the first or second aspect, wherein an internal pressure is applied to the first airbag and the second airbag in an unconstrained deployed state. It makes a difference.

  In the airbag device according to claim 10, an internal pressure difference is generated between the first airbag and the second airbag during or after deployment, in other words, it is easy to follow (deform) the vehicle body shape. Asymmetry of the vehicle body is absorbed. That is, if the internal pressure of the first airbag that is strongly pressed against the vehicle body is set lower than the internal pressure of the second airbag if it is inflated with the same internal pressure, the airbag will deform following the vehicle body. As a result, the symmetry (including internal pressure) of the occupant contact portion of the airbag as a whole is ensured. For this reason, each rear part of the first and second airbags faces the occupant.

  An airbag device according to an eleventh aspect of the present invention is the airbag device according to the tenth aspect, wherein the first airbag and the second airbag each have a pressure relief portion for discharging gas. Thus, the gas discharge resistance of the pressure relief portion provided in the first airbag is made smaller than the gas discharge resistance of the pressure relief portion provided in the second airbag.

  In the airbag device according to claim 11, during or after deployment of the airbag, the amount of gas that escapes from the pressure relief portion of the first airbag is greater than the amount of gas that escapes from the pressure relief portion of the second airbag. For this reason, the internal pressure of the first airbag deployed at the outer portion in the vehicle width direction in front of the occupant is reduced. For example, the first airbag is in contact with the vicinity of the outer end of the front windshield glass, but because the internal pressure is low, the contact portion is deformed so as to follow the front windshield glass, and the rear portion is displaced rearward. It is prevented from moving inward.

  An airbag device according to a twelfth aspect of the present invention is the airbag device according to the eleventh aspect, wherein the first airbag and the second airbag each have an escape hole for discharging gas. The area of the escape hole provided in the first airbag is larger than the area of the escape hole provided in the second airbag.

  In the airbag device according to claim 12, the first and second airbags each have a relief hole as a pressure relief part, and the area of the relief hole of the first airbag is larger than the area of the relief hole of the second airbag. By making it large, the gas discharge resistance (coefficient) of the first airbag is made smaller than the gas discharge resistance of the second airbag. For example, when each escape hole is circular, the area (the magnitude of gas discharge resistance) of both escape holes can be easily varied depending on the diameter.

  The airbag apparatus according to claim 13 is the airbag apparatus according to claim 1 or 2, wherein the amount of gas supplied to the first airbag and the amount of gas supplied to the second airbag are: The first airbag and the second airbag are set so as to deploy asymmetrically.

  In the airbag device according to the thirteenth aspect, the asymmetry of the vehicle body is absorbed by setting the amount of gas supplied to the first airbag and the amount of gas supplied to the second airbag. In other words, if the amount of gas supplied to the first or second airbag on the side that is strongly pressed against the vehicle body is limited if it is inflated with a certain amount of supply gas, this airbag can be deformed following the vehicle body. The symmetry of the occupant contact portion as the entire airbag is ensured. For this reason, each rear part of the first and second airbags faces the occupant.

  An airbag apparatus according to a fourteenth aspect of the present invention is the airbag apparatus according to the thirteenth aspect, wherein the first airbag and the second airbag are unconstrained and deployed with an equivalent gas amount. The gas amount supplied to the first airbag at the time of a vehicle collision is set to be smaller than the gas amount supplied to the second airbag.

  In the airbag device according to claim 14, when deployed with the same gas amount without being restrained (contacted to the vehicle body) by the vehicle body or the like, the airbag device is deployed symmetrically (that is, the gas capacity is equivalent). Since the gas supply amounts to the first airbag and the second airbag are different, the first airbag having a small gas supply amount has a lower internal pressure than the second airbag. For this reason, for example, the first airbag contacts the vicinity of the outer end of the front windshield glass, but the corresponding contact portion is deformed so as to follow the front windshield glass, and is displaced rearward, or the rear portion is inward in the vehicle width direction. It is prevented from moving.

  The airbag apparatus according to claim 15 is the airbag apparatus according to claim 14, wherein the first airbag and the second airbag are supplied with gas from a common gas supply apparatus. The opening area of the first gas supply port that communicates the gas supply device and the first airbag is larger than the opening area of the second gas supply port that communicates the gas supply device and the second airbag. Is also small.

  In the airbag device according to claim 15, the first airbag and the second airbag have different opening areas (for example, diameters) of gas supply ports to which gas from the gas supply device is supplied (inflows). Therefore, the gas supply amount is different. For this reason, it is possible to easily set the gas supply amount (internal pressure difference) to the first and second airbags by a common gas supply device.

  As described above, the airbag device according to the present invention has an excellent effect that the occupant can be reliably restrained without being affected by the shape of the passenger compartment.

  A passenger seat airbag device 10 as an airbag device according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 4. In the following description, when using the front / rear / left / right directions, the front / rear / left / right upper / lower directions viewed from the occupant in the in-vehicle state are shown. The upward direction and the arrow LE indicate the left direction.

  FIG. 1 is a plan view showing the substantially entire configuration of the passenger seat airbag device 10 before being mounted in a deployed state. 3 shows a perspective view of the passenger seat 42 around the passenger seat 42 immediately after deployment of the airbag in the automobile 40 to which the passenger seat airbag device 10 is applied, and FIG. 4 shows the passenger seat airbag. The restraint state of the passenger on the passenger seat by the bag device 10 is shown in a schematic side view. As shown in FIG. 2, in this embodiment, the passenger seat 42 is arranged offset to the left from the vehicle width direction center of the vehicle body of the automobile 40. In the following description, the passenger's seat 42 is called the passenger P.

  As shown in FIG. 1, a passenger airbag device 10 includes an inflator 12 as a gas supply device that is a gas generation device, and an airbag 14 as a bag body that is inflated and deployed by gas supplied from the inflator 12. I have. The inflator 12 is configured to contain an igniter, an igniting agent, a gas generating agent (one that burns to generate a gas, or one that burns to open a flow path of a compressed inert gas) and the like. When the igniter is energized by a signal generated at the time of a collision (front collision) by a collision sensor (not shown), the inflator 12 is ignited by the igniter and the gas generating agent burns to generate a large amount of gas. Yes.

  The airbag 14 includes a first airbag 16 and a second airbag 18 that are a pair of left and right. The first airbag 16 and the second airbag 18 are each formed in a bag shape, inflated and deployed by gas supplied (inflowing) from an opening formed on the front end side, and abut on the rear end side. The upper body of the passenger P is supported. In this embodiment, the first airbag 16 that is deployed on the front left side (vehicle width direction outside) of the occupant P and the second airbag 18 that is deployed on the front right side of the occupant P are the center line in the left-right direction of the airbag 14. It is formed in an asymmetric shape with respect to CL. This will be specifically described below.

  As shown in FIG. 1, the first airbag 16 is formed in a substantially oval shape in plan view, and in a side view as shown in FIG. 3, the rear end side is larger in the vertical direction than the front end side. Is formed. On the other hand, the second airbag 18 provided on the side opposite to the first airbag 16 with respect to the center line CL is formed in a substantially oval shape in plan view as shown in FIG. Then, the rear end side is formed in a shape that is larger in the vertical direction than the front end side. Although illustration is omitted (refer to FIG. 6 of the second embodiment), the cross sections of the front and rear direction portions along the plane perpendicular to the vehicle body front and rear direction in the first airbag 16 and the second airbag 18 are respectively shown. The major axis direction is substantially elliptical along the vertical direction.

  As shown in FIG. 1, the first airbag 16 unconstrained before being mounted on the vehicle has a length L1 along the longitudinal direction of the vehicle body that is longer than a length L2 of the second airbag 18 along the longitudinal direction of the vehicle body. It is considered small. That is, the airbag 14 substantially matches the front end positions of the first airbag 16 and the second airbag 18, and the first airbag 16 is shorter in the front-rear direction than the second airbag in the unconstrained deployed state. It is formed as follows.

  The difference ΔL in length between the first airbag 16 and the second airbag 18 absorbs the asymmetry of the front windshield glass 44 (see FIG. 4) with respect to the occupant P (the center line CL in the left-right direction of the airbag 14). It is decided to do. Specifically, the front windshield glass 44 has a shape with a curvature that is larger at the end portion in the vehicle width direction than at the center portion and larger in the rear portion, so that the airbag device 10 for the passenger seat is used. Is configured such that the distance in the front-rear direction and the vertical direction with the front windshield glass 44 is smaller in the vehicle width direction outer portion than in the inner portion. For this reason, the first airbag 16 deployed in the passenger compartment is closer to the front windshield glass 44 than the second airbag 18. It is configured to shift the position backward by a predetermined amount. In this embodiment, the rearward displacement amount of the first airbag 16 with respect to the second airbag 18 is set as a difference ΔL in length between the first airbag 16 and the second airbag 18. .

  The airbag 14 also includes a gas supply unit 20 for supplying inflator gas to the first airbag 16 and the second airbag 18. The gas supply unit 20 is disposed so as to be positioned between the lower portions in the vicinity of the front ends of the deployed first airbag 16 and the second airbag 18 (see FIG. 4), and the left end is deployed in the first airbag 16. In this state, it communicates with the inner wall facing substantially the right side, and the right end communicates with the inner wall facing substantially the left side in the deployed state of the second airbag 18. The airbag 14 is fixed to a module case (retainer) 22 together with the inflator 12 in a state where the gas outlet of the inflator 12 is positioned in the gas supply unit 20, and the airbag device 10 for the passenger seat (mainly a mechanical part). ). The airbag device 10 for a passenger seat is disposed in an instrument panel 48 in front of the passenger seat 42 as shown in FIGS.

  As described above, when the gas of the inflator is supplied into the first airbag 16 and the second airbag 18 via the gas supply unit 20, the airbag 14 is supplied to the first airbag 16 and the second airbag. 18 is configured to expand. In this embodiment, the rear end 16A of the first airbag 16 is in contact with the left shoulder of the occupant P, and the rear end 18A of the second airbag 18 is in contact with the right shoulder of the occupant P. The rear ends 16A and 18A of the first and second airbags 16 and 18 are rear ends in a cross-sectional view along the horizontal plane at the contact (load support) portion of each airbag 16 and 18 with the occupant, It is also a concept that can be grasped as a rear edge connecting the rear ends of the contact range (vertical contact range) of the first and second airbags 16 and 18 with the occupant. Therefore, there may be a case where the rearmost ends and the rear ends 16A and 18A do not coincide with each other when the first and second airbags 16 and 18 are deployed. The concept of the rear end is common to other embodiments described later.

  In addition, as shown in FIG. 1, the first airbag 16 and the second airbag 18 are provided with vent holes 24 and 26, which are gas vent holes, respectively, toward the outer side in the left-right direction.

  Furthermore, the airbag 14 includes straps 28 and 30 for restricting inflation, and straps 32 as connecting members for connecting the left and right airbags 16 and 18. The straps 28 and 30 are provided in the first airbag 16 and the second airbag 18, respectively, and are spanned between the parts constituting the left and right side walls when the first airbag 16 and the second airbag 18 are deployed. Has been. The expansion amount (the expansion width in the left-right direction) of the first airbag 16 and the second airbag 18 is regulated by the tension of the straps 28 and 32. The left and right airbags 16 and 18 are connected by a strap 32. The strap 32 is provided between the end portions of the straps 28 and 30 between the outer surfaces of the first airbag 16 and the second airbag 18, and both ends thereof are sewn to the first airbag 16 and the second airbag 18. It is attached. The strap 32 is configured to prevent the rear ends of the left and right airbags 16 and 18 from being separated from each other (the interval between the rear ends is widened) during inflation and deployment.

  The strap 32 allows the first airbag 16 and the second airbag 18 to move back and forth by a part of the length difference ΔL. That is, the airbag 14 in which the first and second airbags 16 and 18 are connected by the strap 32 is configured so as not to actually take the deployed state as shown in FIG. Yes. That is, the unconstrained deployed state is a state in which the first and second airbags 16 and 18 are deployed without the restraint by the strap 32, and the airbag 14 contacts the front windshield glass 44 while being deployed. Thus, asymmetry is corrected so that the front and rear positions of the rear ends 16A and 18A coincide. Thereby, the separation width in which the rear ends of the left and right airbags 16 and 18 are separated from each other at the time of inflation and deployment is reliably limited. For example, in the configuration in which the shape of the front windshield glass 44 is relatively flat, the length difference ΔL is small, so that the first and second airbags 16 and 18 move back and forth by the length difference ΔL. It is also possible to use a strap 32 having a length that allows

  As described above, in the deployed airbag 14, as shown in FIG. 1, the first airbag 16 and the second airbag 18 are in contact with each other at the center in the front-rear direction, and between the rear ends 16A, 18A. In this configuration, a gap S is formed. Further, since the strap 32 connects the first airbag 16 and the second airbag 18, the airbag 14 is an occupant with which the rear ends 16A and 18A of the first and second airbags 16 and 18 abut. Even when pressed forward by P, the front portions of the straps 32 of the first and second airbags 16 and 18 are kept in contact with each other, and the rear ends 16A and 18A are prevented from being separated from each other. It is the composition which is done.

  Next, the operation of the first embodiment will be described.

  In the passenger seat airbag apparatus 10 having the above-described configuration, when the automobile 40 reaches a front collision, the inflator 12 generates gas by a signal from the collision sensor, and this gas is supplied from the gas supply unit 20 into the airbag 14. The Thereby, in the airbag 14, the 1st airbag 16 and the 2nd airbag 18 with which the gas was supplied inside are inflate-deployed. The front ends of the first and second airbags 16 and 18 are in contact with the front windshield glass 44 (and the front pillar 46) constituting the vehicle body so that the load of the occupant P can be supported.

  When the upper body of the occupant P moves forward relative to the passenger seat 42 due to inertia, the occupant P abuts the left and right shoulders against the rear end 16A of the first airbag 16 and the rear end 18A of the second airbag 18, respectively. Meanwhile, the first airbag 16 and the second airbag 18 are pressed forward (pressed against the front windshield glass 44) and crushed to absorb the impact. In this shock absorbing process, the chest of the occupant P enters the gap S between the rear ends 16A and 18A of the first airbag 16 and the second airbag 18 where the gas pressure does not act, and the reaction force acting along with the shock absorption. That is, the impact load is reduced. Further, as the shoulder portion of the occupant P presses the first airbag 16 and the second airbag 18, gas is discharged from the vent holes 24 and 26, and acts on both shoulder portions of the occupant P during the shock absorption process. The reaction force is prevented from increasing.

  Here, in the airbag device 10 for the passenger seat, the first airbag 16 and the second airbag 18 constituting the airbag 14 are asymmetric with each other in the state of FIG. In the state where the vehicle is mounted and deployed, the asymmetry of the vehicle interior shape can be absorbed. Specifically, the airbag 14 has a length L1 of the first airbag 16 whose front end position substantially coincides with that of the second airbag 18 and is shorter than a length L2 of the second airbag 18. Absorbing the left and right asymmetry of the curved front windshield glass 44 with respect to the occupant P, the front and rear positions of the rear end 16A of the first airbag 16 and the rear end 18A of the second airbag 18 in the deployed state substantially coincide. Was realized.

  Thus, in the passenger seat airbag device 10, the rear ends 16A and 18A of the airbag 14 are directly opposed to the occupant P, and shock absorption can be performed while restraining the occupant P in an appropriate posture. As shown by an imaginary line in FIG. 2, in the comparative example including the first airbag that is deployed in a symmetric shape with the second airbag 18 in an unconstrained state, the rear end of the first airbag is the second airbag. It can be seen that it protrudes rearward larger than the rear end. For this reason, in the comparative example, the first airbag first comes into contact with the occupant P, so that the occupant P is restrained in an unstable posture, or only the first airbag 18 supports the occupant's impact load. There is a concern that the second airbag 18 may buckle, but in the airbag device 10 for the passenger seat, the front and rear positions of the term ends 16A and 18A are matched as described above. It is prevented from occurring.

  As described above, in the passenger airbag device 10 according to the first embodiment, the passenger P is not affected by the asymmetry of the vehicle interior shape defined by the front windshield glass 44, the front pillar 46, and the like. It can be restrained reliably.

  Next, another embodiment of the present invention will be described. Note that components / portions that are basically the same as those in the first embodiment or the previous embodiment may be denoted by the same reference numerals, and description and illustration thereof may be omitted.

(Second Embodiment)
FIG. 5 shows a side view of a passenger airbag device 50 according to the second embodiment of the present invention, and FIG. 6 shows an airbag 52 constituting the passenger airbag device 50. Sectional drawing along the orthogonal plane with the vehicle body front-back direction is shown. As shown in these drawings, the airbag 52 includes a first airbag 54 that has a first airbag 54 whose upper end position is lower than the upper end position of the second airbag 18 in a deployed state before being mounted on the vehicle. It differs from the airbag 14 provided with. In this embodiment, the first airbag 54 and the second airbag 18 are in a deployed state before being mounted on the vehicle, and the heights of the lower ends of the first airbag 54 and the second airbag 18 are substantially the same in the front-rear direction. The configuration is substantially the same.

  As shown in FIG. 6, the airbag 52 has an occupant side (or occupant side) in which a height H1 along the vehicle body vertical direction of the first airbag 54 and a height H2 along the vehicle body vertical direction of the second airbag 18 are different. And is formed in an asymmetric shape with respect to the center line CL. As shown in FIG. 5, the first airbag 54 is formed so that the upper end position is lower than the second airbag 18 over substantially the entire length in the front-rear direction. That is, the first airbag 54 has not only a height difference ΔH with respect to the second airbag 18 at each part in the front-rear direction, but also a length L3 along the horizontal plane connecting the rear end 54A and the upper edge 54B. The second airbag 18 is configured to be shorter than the length L4 along the horizontal plane connecting the rear end 18A and the upper edge 18B at the same height. The difference between these lengths L3 and L4 corresponds to the difference between the load support lengths of the first and second airbags in the present invention.

  As a result, the upper edge 54B of the first airbag 54 is formed such that a portion at the same level as the upper edge 18B of the second airbag 18 is located on the rear side of the vehicle body. In this embodiment, the airbag 52 is formed such that the surface including the upper edge 18 </ b> B and the upper edge 54 </ b> B follows the inner surface shape of the front windshield glass 44. Other configurations of the passenger seat airbag device 50 are the same as the corresponding configurations of the passenger seat airbag device 10.

  In the passenger airbag device 50 according to the second embodiment, when the automobile 40 reaches a front collision, the inflator 12 generates gas by a signal from the collision sensor, and the gas is supplied from the gas supply unit 20 to the airbag 52. The first airbag 54 and the second airbag 18 are inflated and deployed. As shown in FIG. 7, the front ends of the first and second airbags 54 and 18 are in contact with the front windshield glass 44 (and the front pillar 46) constituting the vehicle body to support the load of the occupant P. It has become.

  When the upper body of the occupant P moves forward relative to the passenger seat 42 due to inertia, the occupant P abuts the left and right shoulders against the rear end 54A of the first airbag 54 and the rear end 18A of the second airbag 18, respectively. Meanwhile, the first airbag 54 and the second airbag 18 are pressed forward (pressed against the front windshield glass 44) and crushed to absorb the impact. In this shock absorption process, the chest of the occupant P enters the gap S where the gas pressure does not act, and the reaction force, that is, the impact load that acts along with the shock absorption is alleviated. Further, as the shoulder portion of the occupant P presses the first airbag 54 and the second airbag 18, gas is discharged from the vent holes 24 and 26, and acts on both shoulder portions of the occupant P during the shock absorption process. The reaction force is prevented from increasing.

  Here, in the airbag device 50 for the passenger seat, the first airbag 54 and the second airbag 18 constituting the airbag 52 are asymmetric with each other in the state of FIG. In the state where the vehicle is mounted and deployed, the asymmetry of the vehicle interior shape can be absorbed. Specifically, when the airbag 52 is viewed from the side of the vehicle, the upper edge 54B of the first airbag 54 located on the outer side in the vehicle width direction from the second airbag 18 is changed to the upper edge 18B of the second airbag 18. On the other hand, it is located rearward with respect to the same high-order part (it is low at the same position in the front-rear direction). In other words, the virtual surface that smoothly connects the upper edges 18B and 54B is substantially the curved shape of the front windshield glass 44. Therefore, the first airbag 4 is prevented from being pressed more strongly against the front windshield glass 44 than the second airbag 18.

  Accordingly, the first airbag 54 is prevented from being displaced rearward with respect to the second airbag 18 even when the front end side is in contact with the front windshield glass 44. Further, since the first airbag 54 is not strongly pressed against the outer portion in the vehicle width direction that is curved so as to face the vehicle interior rather than the inner portion in the vehicle width direction of the front windshield glass 44, the rear end 54A is There is no possibility that the vehicle will be unfolded by being inclined with respect to the longitudinal direction of the vehicle body so as to be positioned in the vehicle width inward direction from the front end.

  For this reason, in the passenger seat airbag device 50, the left and right rear ends 54A, 18A of the airbag 52 are maintained in a substantially identical position in the longitudinal direction of the vehicle body even when deployed in a vehicle-mounted state. , 18A can be opposed to the occupant P, and the occupant P can be restrained in an appropriate posture to absorb the shock. That is, also in this embodiment, the unfolded state shown by the imaginary line in FIG. 2 is prevented.

  As described above, in the passenger seat airbag device 50 according to the second embodiment, the passenger P is not affected by the asymmetry of the vehicle interior shape defined by the front windshield glass 44, the front pillar 46, and the like. It can be restrained reliably.

(Third embodiment)
FIG. 8 is a side view of a passenger seat airbag device 60 according to the third embodiment of the present invention, and FIG. 9 shows an airbag 62 constituting the passenger seat airbag device 60. Sectional drawing along the orthogonal plane with the vehicle body front-back direction is shown. As shown in these drawings, the second embodiment is provided with an airbag 62 in which the upper end of the first airbag 64 is lower than the upper end of the second airbag 18 over the entire length in the front-rear direction. This is common with the airbag device 50 for the passenger seat. On the other hand, the airbag device 60 for the passenger seat has the second shape in that the shape of the first airbag 64 constituting the airbag 62 is basically symmetrical to the shape of the second airbag 18 and the center line CL. This is different from the passenger seat airbag device 50 according to the embodiment.

  As shown in FIG. 8, the first airbag 64 is formed so as to deploy substantially symmetrically with the second airbag 18 before being mounted, except in the vicinity of the connection portion with the gas supply unit 20. In this embodiment, the airbag 14 is in the deployed state so that the vertical center C1 of the first airbag 64 is positioned below the vertical center C2 of the second airbag 18. The 1 airbag 16 and the 2nd airbag 18 are mutually connected. Thereby, in the airbag 62, the position of the first airbag and the second airbag is asymmetric with respect to the center line CL. Specifically, as in the second embodiment, the first airbag 64 has the position of the rear end 64A in the front-rear direction substantially coincided with the rear end 18A of the second airbag 18, and the upper edge 64B is moved in the front-rear direction. Is formed so as to be lower than the upper edge 18B of the second airbag 18 over substantially the entire length. That is, the upper edge 64B of the first airbag 64 is positioned rearward with respect to the same level portion of the upper edge 18B of the second airbag 18 (lower than the portion positioned at the same position in the front-rear direction of the upper edge 18B). It is a configuration.

  Further, as shown in FIG. 9, the first airbag 64 and the second airbag 18 are connected without using the strap 32 and communicated through the communication hole 66. Specifically, as shown in FIG. 10 (A), the second airbag 18 in a deployed state intersects with the surfaces constituting the side wall portion facing the first airbag 64 side (in this embodiment, a cross-like shape). A plurality of (four in this embodiment) folded pieces 68 are formed by providing incisions, and communication holes 66 are provided at positions corresponding to the incisions in the first airbag 16.

  Then, as shown in FIG. 10B, each folded piece 68 is inserted into the communication hole 66 of the first airbag 64 and folded, and the portion around the communication hole 66 of the first airbag 16 is connected to each folded piece 68 and the first folded piece 68. Each folded piece 68 is sewn to the second airbag 18 together with the first airbag while being sandwiched between the two airbags 18. As described above, the airbag 62 is configured such that the first airbag 16 and the second airbag 18 communicate with each other through the communication hole 66 and the periphery of the communication hole 66 is connected to each other by sewing. Yes. Other configurations of the passenger airbag device 60 are the same as the corresponding configurations of the passenger airbag device 50 (10).

  As described above, the passenger seat airbag device 60 according to the third embodiment has basically the same functions and effects as those of the passenger seat airbag device 50 according to the second embodiment. That is, in the passenger seat airbag device 60 according to the third embodiment, the passenger P can be reliably secured without being affected by the asymmetry of the vehicle interior shape defined by the front windshield glass 44, the front pillar 46, and the like. Can be restrained. Further, in the passenger airbag device 60, the first airbag 64 and the second airbag 18 are sewn together and connected together with the folded pieces 68 that pass through the communication hole 66. High strength. In addition, the first airbag 64 and the second airbag 18 can be connected without using separate members such as the strap 32 and the tie panel 78 (described later). Further, like the first and second airbags 64 and 18, this connecting portion is a part of an inflating body that is inflated by gas pressure through the passage of gas, thereby improving occupant restraint performance. Contribute.

  In the third embodiment, the first airbag 64 and the second airbag 18 are deployed in a symmetrical shape with respect to the center line CL. For example, as in the first or second embodiment, The first airbag 64 deployed in an asymmetric shape with the two airbags 18 may be configured to be offset in the vertical direction and connected to the second airbag 18. Further, for example, the first airbag 64 and the second airbag 18 may be connected via the strap 32 without being communicated through the communication hole 66.

(Fourth embodiment)
FIG. 11 is a plan view showing an airbag device 70 for a passenger seat according to the fourth embodiment of the present invention. As shown in this figure, the passenger seat airbag device 70 includes an airbag 72, and the first airbag 74 is deployed in a substantially symmetrical shape with the second airbag 18 before being mounted on the vehicle. This is different from the passenger airbag device 10 according to the first embodiment. That is, the first airbag 74 is deployed in a symmetrical shape with respect to the center line CL and the second airbag 18 on which the same internal pressure acts in plan view before the vehicle is mounted, and the position of the rear end 74A in the front-rear direction is the second. The configuration substantially coincides with the position of the rear end 18 </ b> A of the airbag 18. Moreover, although illustration is abbreviate | omitted, it is set as the structure in which the deployment shape of the 1st airbag 74 substantially corresponds to the deployment shape of a 2nd airbag in the side view before vehicle mounting.

  The first airbag 74 constituting the airbag 72 is provided with a vent hole 76 having a diameter larger than that of the vent hole 26 provided in the second airbag 18. For this reason, the first airbag 74 is configured such that gas is more easily discharged than the second airbag 18, and the internal pressure during deployment is lower than the internal pressure of the second airbag 18. Therefore, when the first airbag 74 is deployed in a vehicle-mounted state, even if the front end of the first airbag 74 is pressed against the outer end in the vehicle width direction of the front windshield glass 44, the first airbag 74 follows the inner shape of the front windshield glass 44. The structure is easy to deform and is not displaced rearward or inclined with respect to the longitudinal direction of the vehicle body.

  Further, in the airbag 72, the rear end 74A of the first airbag 74 and the rear end 18A of the second airbag 18 are connected by a tie panel 78 as a connecting member, and a gap is formed in front of the tie panel 78. S is located. That is, the tie panel 78 closes the rearward opening end of the gap S. For this reason, the airbag 32 is not provided with the strap 32. Other configurations of the passenger seat airbag device 70 are the same as the corresponding configurations of the passenger seat airbag device 10.

  In the passenger airbag device 70 according to the fourth embodiment, when the automobile 40 reaches a front collision, the inflator 12 generates gas by a signal from the collision sensor, and this gas is supplied from the gas supply unit 20 to the airbag 72. The first airbag 74 and the second airbag 18 are inflated and deployed. The front ends of the first and second airbags 74 and 18 are in contact with a front windshield glass 44 (and the front pillar 46) that constitutes the vehicle body so that the load of the occupant P can be supported.

  When the upper body of the occupant P moves forward relative to the passenger seat 42 due to inertia, the occupant P abuts the left and right shoulders against the rear end 74A of the first airbag 74 and the rear end 18A of the second airbag 18, respectively. However, the first airbag 74 and the second airbag 18 are pressed forward (pressed against the front windshield glass 44) and crushed to absorb the impact. During this shock absorption process, the chest of the occupant P enters the gap S where the gas pressure does not act while the chest is supported by the tie panel 78, and the reaction force acting upon the shock absorption, that is, the impact load, is alleviated. Further, as the shoulder portion of the occupant P presses the first airbag 16 and the second airbag 18, gas is discharged from the vent holes 76 and 26, and acts on both shoulder portions of the occupant P in the shock absorbing process. The reaction force is prevented from increasing.

  Here, in the passenger airbag device 70, the internal pressure of the first airbag 74 is lower than the internal pressure of the second airbag 18, in other words, the first airbag 74 is asymmetric with respect to the second airbag 18. Therefore, asymmetry of the vehicle interior shape can be absorbed in a state where the vehicle is mounted and deployed. Specifically, when the first airbag 74 having a low internal pressure is pressed against the front windshield glass 44, the first airbag 74 is crushed more than when the internal pressure is high, and the rear end 74A is behind the rear end 18A of the second airbag 18. It is prevented from slipping. The airbag 74 having a low internal pressure is restricted from moving inward in the vehicle width direction by the second airbag 18 adjacent to the right side and having a relatively high internal pressure, and the rear end 74A is positioned inward in the vehicle width direction from the front end. Thus, it is possible to prevent the vehicle from being inclined with respect to the longitudinal direction of the vehicle body.

  For this reason, in the passenger seat airbag device 70, the left and right rear ends 74A, 18A of the airbag 72 are maintained substantially in the same position in the vehicle longitudinal direction even when deployed in a vehicle-mounted state, and the rear end 54A is maintained. , 18A can be opposed to the occupant P, and the occupant P can be restrained in an appropriate posture to absorb the shock. That is, also in this embodiment, the unfolded state shown by the imaginary line in FIG. 2 is prevented.

  Thus, in the passenger seat airbag device 70 according to the fourth embodiment, the passenger P is not affected by the asymmetry of the vehicle interior shape defined by the front windshield glass 44, the front pillar 46, and the like. It can be restrained reliably.

  In the fourth embodiment, the first airbag 74 and the second airbag 18 are configured to be symmetrically deployed at the same internal pressure. For example, the first airbag 3 as in the first to third embodiments. You may comprise so that the airbag 74 and the 2nd airbag 18 may take an asymmetrical shape or an asymmetrical position. In order to vary the internal pressure between the first airbag 74 and the second airbag 18, instead of the configuration in which the opening area of the vent hole is varied, for example, between the first airbag 74 and the second airbag 18. The size (gas capacity) may be varied. Further, in the fourth embodiment, the example in which the airbag 72 includes the tie panel 78 is shown. However, for example, the communication shown in the strap 32 and the third embodiment instead of the tie panel 78 or together with the tie panel 78. A connection structure around the hole 66 may be adopted.

(Fifth embodiment)
FIG. 12 shows a passenger seat airbag device 80 according to a fifth embodiment of the present invention in a plan sectional view passing through the gas supply unit 20. As shown in this figure, the passenger seat airbag device 80 includes an airbag 82, and the first airbag 84 to which the same internal pressure acts is mounted in a substantially symmetrical shape with the second airbag 18 before being mounted on the vehicle. It is the same as the airbag device 70 for the passenger seat according to the fourth embodiment in that it is deployed. In other words, the first airbag 84 is deployed almost symmetrically with the second airbag 18 in a plan view before the vehicle is mounted (the gas capacity is made equal), and the position of the rear end 84A in the front-rear direction is the second airbag. The configuration is substantially the same as the position of the rear end 18 </ b> A of the bag 18. Moreover, although illustration is abbreviate | omitted, it is set as the structure in which the deployment shape of the 1st airbag 74 substantially corresponds to the deployment shape of a 2nd airbag in the side view before vehicle mounting.

  In the gas supply unit 20 constituting the airbag 82, the opening area of the first gas supply port 86 for supplying gas to the first airbag 84 has a second area for supplying gas to the second airbag 18. The opening area of the gas supply port 88 is smaller. Therefore, in the passenger airbag device 80, the amount of gas supplied to the first airbag 84 is smaller than the amount of gas supplied to the second airbag 18. Although not shown, the vent hole of the first airbag 84 and the vent hole 26 of the second airbag 18 have the same opening area.

  As described above, the first airbag 84 and the second airbag 18 have the same gas capacity that can be deployed in a symmetrical shape. Therefore, in the passenger seat airbag device 80, the inflator 12 is a gas In the state where gas is supplied to the first airbag 84 and the second airbag 18 through the gas supply unit 20, the internal pressures of the first airbag 84 and the second airbag 18 are different. Specifically, the internal pressure of the first airbag 84 is lower than that of the second airbag 18.

  Therefore, the passenger seat airbag device 80 according to the fifth embodiment basically has the same effects as the passenger seat airbag device 70 according to the fourth embodiment. That is, in the passenger seat airbag device 80 according to the fifth embodiment, the passenger P can be surely received without being affected by the asymmetry of the vehicle interior shape defined by the front windshield glass 44, the front pillar 46, and the like. Can be restrained. Moreover, the gas supply amount to the 1st airbag 84 and the 2nd airbag 18 is varied by making the opening area of the 1st gas supply port 86 and the 2nd gas supply port 88 of the gas supply part 20 different. Since it is a structure, it is not necessary to provide a plurality of inflators 12.

  In the fifth embodiment, the first airbag 74 and the second airbag 18 are configured to be symmetrically deployed at the same internal pressure. For example, the first airbag 3 as in the first to third embodiments. You may comprise so that the airbag 74 and the 2nd airbag 18 may take an asymmetrical shape or an asymmetrical position. Moreover, in the said 5th Embodiment, although the opening area of the vent hole was the same by the 1st airbag 84 and the 2nd airbag 18, the 1st airbag 84 and the 2nd airbag 18 were shown. The opening area of the vent hole may be different. Furthermore, as a configuration in which the amount of gas supplied is changed between the first airbag 84 and the second airbag 18, for example, a plurality of inflators 12 having different amounts of gas generation are provided, or gas discharge ports provided in the housing of the inflator 12 are provided. The first airbag 84 and the second airbag 18 may be different.

  Moreover, in each said embodiment, although the 1st airbag 16, 54, 64, 74, 84 showed the structure formed integrally with the 2nd airbag 18, this invention is not limited to this, For example, The first airbag 16 and the like and the second airbag 18 may be formed as independent bags and connected by a connection structure around the strap 32, the tie panel 78, or the connection hole 66. .

  Further, in each of the above embodiments, the present invention is applied to the passenger airbag device 10, 50, 60, 70, 80. However, the present invention is not limited to this example. The present invention may be applied to other airbag devices such as for a central seat in a direction.

1 is a plan view showing a schematic overall configuration of a deployed state of a passenger seat airbag device according to a first embodiment of the present invention. It is a top view which shows the state which the airbag apparatus for passenger seats concerning the 1st Embodiment of this invention mounted in the motor vehicle, and expand | deployed. 1 is a perspective view showing an inside of an automobile to which a passenger seat airbag device according to a first embodiment of the present invention is applied. FIG. 3 is a side view schematically showing an occupant restrained state by the passenger seat airbag device according to the first embodiment of the present invention. It is a side view which shows the schematic whole structure of the expansion | deployment state of the airbag apparatus for passenger seats concerning the 2nd Embodiment of this invention. FIG. 6 is a cross-sectional view taken along line 6-6 of FIG. It is a top view which shows the state which the airbag apparatus for passenger seats concerning the 2nd Embodiment of this invention mounted in the motor vehicle, and expand | deployed. It is a side view which shows the schematic whole structure of the expansion | deployment state of the airbag apparatus for passenger seats concerning the 3rd Embodiment of this invention. FIG. 9 is a cross-sectional view taken along line 9-9 in FIG. It is a figure which shows the connection structure of the 1st airbag which comprises the airbag apparatus for passenger seats concerning the 3rd Embodiment of this invention, and a 2nd airbag, Comprising: (A) is a perspective view which shows the state before a connection. FIG. 4B is a perspective view of the connected state. It is a top view which shows the schematic whole structure of the expansion | deployment state of the airbag apparatus for passenger seats concerning the 4th Embodiment of this invention. It is a plane sectional view showing a schematic whole structure of a deployment state of a passenger seat airbag device concerning a 5th embodiment of the present invention.

Explanation of symbols

10 Airbag Device for Passenger Seat 14 Airbag 16 First Airbag 18 Second Airbag 26 Vent Hole (Relief Hole)
44 Front windshield glass (part where the front part of the airbag abuts on the body)
50/60/70/80 Airbag device for passenger seat 52/62/72/82 Airbag 54/64/74/84 First airbag 76 Vent hole (relief hole)
86 First gas supply port 88 Second gas supply port

Claims (15)

An airbag device that deploys an airbag for restraining an occupant by gas pressure in front of an occupant who is seated with a shift from the vehicle width direction center of the vehicle body at the time of a vehicle collision,
The airbag is
A first airbag that is deployed at an outer portion in the vehicle width direction in front of the occupant; and a second airbag that is deployed at an inner portion in the vehicle width direction in front of the occupant;
The rear portion of the first airbag that can be deployed at the time of a vehicle collision to support the impact load by bringing the front portion into contact with the vehicle body, and the front portion in a portion different from the contact portion of the first airbag in the vehicle body The rear portion of the second airbag that can be brought into contact with and can support an impact load is configured to face the occupant.
Airbag device. An airbag device that deploys an airbag for restraining an occupant by gas pressure in front of an occupant who is seated with a shift from the vehicle width direction center of the vehicle body at the time of a vehicle collision,
The airbag has a first airbag that is deployed at an outer portion in the vehicle width direction in front of the occupant, and a second airbag that is deployed at an inner portion in the vehicle width direction in front of the occupant,
By asymmetrically deploying the first airbag and the second airbag at the time of a vehicle collision, the shape of the portion of the vehicle body that contacts the first airbag and the shape of the portion that contacts the second airbag The airbag device is configured such that the rear portion of the first airbag and the rear portion of the second airbag are directly opposed to the occupant.   The airbag device according to claim 1 or 2, wherein the airbag has a volume of the first airbag different from a volume of the second airbag in an unconstrained deployed state.   The said airbag is a non-restrained deployment state, The said 1st airbag and the 2nd airbag are formed so that it may become asymmetrical shape by planar view. Airbag device.   The said airbag is a non-restrained deployment state, The 1st airbag is formed in the shape where the load support part length along a vehicle body front-back direction becomes shorter than a 2nd airbag. The airbag device according to any one of the above.   The said airbag is a non-restrained deployment state, The said 1st airbag and the 2nd airbag are formed so that it may become asymmetric seeing from the vehicle front. The airbag apparatus as described in.   The said airbag is an unconstrained deployment state, The said 1st airbag is formed so that the position of an upper end may become lower than a 2nd airbag. The airbag apparatus as described.   The airbag apparatus according to claim 7, wherein the airbag is formed in a shape in which the height of the first airbag is lower than that of the second airbag in the vertical direction.   The airbag has the first airbag and the second airbag formed so as to be deployed in a symmetrical shape in an unconstrained state, and the center portion in the vertical direction of the first airbag is a second airbag in the deployed state. The airbag device according to claim 7, wherein the airbag devices are connected to each other so as to be offset downward with respect to a central portion in the vertical direction.   The airbag apparatus according to claim 1 or 2, wherein an internal pressure difference is generated between the first airbag and the second airbag in an unconstrained deployed state.   Each of the first airbag and the second airbag has a pressure relief portion for discharging gas, and a gas exhaust resistance of the pressure relief portion provided in the first airbag is set to the second airbag. The airbag device according to claim 10, wherein the airbag device is smaller than a gas discharge resistance of a pressure relief portion provided in the air bag.   The pressure relief portions of the first airbag and the second airbag are relief holes, respectively, and the area of the relief hole provided in the first airbag is larger than the area of the relief hole provided in the second airbag. The airbag device according to claim 11.   The amount of gas supplied to the first airbag and the amount of gas supplied to the second airbag are set so that the first airbag and the second airbag are deployed asymmetrically. The airbag device according to claim 2.   The first airbag and the second airbag are formed so as to be symmetrically deployed when deployed in an unconstrained and equivalent amount of gas, and are supplied to the first airbag at the time of a vehicle collision. The airbag apparatus according to claim 13, wherein the gas amount to be set is smaller than the gas amount supplied to the second airbag.   The first airbag and the second airbag are supplied with gas from a common gas supply device, and a first gas supply port that communicates the gas supply device with the first airbag. The airbag device according to claim 14, wherein an opening area is smaller than an opening area of a second gas supply port that communicates the gas supply device and the second airbag.

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