JP2006088998A - Airbag device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an airbag device capable of absorbing the impact applied to a driver/passenger when a vehicle goes in collision in good performance. <P>SOLUTION: The airbag device 10 for a front passenger seat has a first airbag 20 to deploy on the left ahead of a driver etc. and a second airbag 22 to deploy on the right ahead of the driver. In the deployed condition, the first 20 and second air bags 22 assume such a straight shape that the top edge tying the forefront abutting to the vehicle body to the tail abutting to the driver is directed fore and aft of the vehicle body when viewed on the plan. That is, the airbags 20 and 22 are formed in a straight line such that their tension lines TL1 and TL2 are directed fore and aft of the vehicle body when viewed on the plan. <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 includes a first airbag (chamber) that is deployed on the front left side of the passenger seat at the time of a collision, and a second airbag (chamber) that is deployed on the front right side of the passenger seat at the time of the crash. A so-called two-chamber type that absorbs impact while relatively softly receiving an occupant between two airbags is known (for example, see Patent Document 1). In the technique described in this document, the deployed first and second airbags are in contact with each other, so that they are prevented from buckling (broken).
JP 2003-335203 A

  However, in the conventional technology as described above, the first and second airbags deployed symmetrically with respect to the occupant are mutually independent bags, and respectively contact the front end side that contacts the vehicle body and the shoulder of the occupant. Since the position of the central portion in the left-right direction differs between the rear end side in contact with the rear end side, the tension line of each airbag is inclined or curved with respect to the longitudinal direction of the vehicle body. For this reason, there has been a problem that special measures such as setting a high gas pressure are required in order to obtain a sufficient impact absorbing effect.

  In view of the above facts, an object of the present invention is to obtain an airbag device that can well absorb an impact acting on an occupant during a vehicle collision.

  In order to achieve the above object, an airbag apparatus according to a first aspect of the present invention includes a first airbag that is deployed on the front left side with respect to an occupant and a second airbag that is deployed on the front right side with respect to the occupant. The first airbag and the second airbag are formed such that the tension lines in the deployed state are along the front-rear direction of the vehicle body in plan view.

  In the airbag device according to claim 1, at the time of a vehicle collision, the first airbag and the second airbag are respectively deployed at positions offset to the left and right with respect to the center line in the left-right direction of the occupant (seat). Absorbs impact while supporting. Here, since the tension lines in the deployed state of the first and second airbags are along the vehicle body front-rear direction in plan view, in other words, the first and second airbags have their respective tension lines absorbing shocks. Since they coincide with each other (parallel), the impact acting on the occupant is satisfactorily absorbed while being crushed in the front-rear direction.

  Thus, in the airbag device according to the first aspect, it is possible to satisfactorily absorb the impact acting on the occupant when the vehicle collides. Each tension line of the first and second airbags is an annular line that connects the top and bottom of the airbag having a substantially elliptical cross section (cross section perpendicular to the longitudinal direction of the vehicle body) with the longitudinal direction of the vehicle body as the major axis direction. And it is a line where the highest tension (tension) acts on each airbag. Each airbag according to the present invention is formed in an elliptical shape with the longitudinal direction of the vehicle body as a major axis direction in a plan view, for example, and a line connecting the top and bottom of each cross section perpendicular to the vehicle body vertical direction is a tension along the vehicle longitudinal direction. It is a line. Further, as described above, the first and second airbags whose tension lines substantially coincide with the shock absorbing direction are each easily crushed in the shock absorbing direction, but the first and second airbags are surely crushed in the shock absorbing direction. A connecting member for connecting the second airbag may be provided.

  In order to achieve the above object, an airbag apparatus according to a second aspect of the present invention includes a first airbag that is deployed on the front left side with respect to an occupant and a second airbag that is deployed on the front right side with respect to the occupant. The first airbag and the second airbag are formed such that the center line in the left-right direction in each deployed state is a straight line along the front-rear direction of the vehicle body in plan view.

  In the airbag device according to claim 2, at the time of a vehicle collision, the first airbag and the second airbag are deployed at positions offset to the left and right with respect to the center line in the left-right direction of the occupant (seat). Absorbs impact while supporting. Here, since the first and second airbags form a straight line shape in which the center line in the left-right direction in the respective deployed state extends in the front-rear direction of the vehicle body in plan view, in other words, the first and second airbags are respectively Since the tension lines coincide with (is parallel to) the shock absorbing direction, the shock acting on the occupant is satisfactorily absorbed while being crushed in the front-rear direction.

  Thus, in the airbag device according to the second aspect, it is possible to satisfactorily absorb the impact acting on the occupant when the vehicle collides. As described above, the first and second airbags whose tension lines substantially coincide with the shock absorption direction are each easily crushed in the shock absorption direction, but the first and second airbags are surely crushed in the shock absorption direction. A connecting member for connecting the second airbag may be provided.

  In order to achieve the above object, an airbag device according to a third aspect of the present invention includes a first airbag that is deployed on the front left side with respect to an occupant and a second airbag that is deployed on the front right side with respect to the occupant. When the first airbag and the second airbag are deployed, the upper edge connecting the front part that contacts the vehicle body and the rear part that contacts the occupant has a linear shape along the vehicle body longitudinal direction in plan view. It is formed as follows.

  In the airbag device according to claim 3, at the time of a vehicle collision, the first airbag and the second airbag are respectively deployed at positions offset to the left and right with respect to the center line in the left-right direction of the occupant (seat). Absorbs impact while supporting. Here, in the first and second airbags, the upper edge connecting the front part that contacts the vehicle body and the rear part that contacts the occupant (mainly the shoulder part) has a linear shape along the longitudinal direction of the vehicle body in plan view. Therefore, in other words, the front and rear load input (support) portions of the first and second airbags are located on a straight line along the shock absorption direction, so that the impact acting on the occupant while collapsing in the front-rear direction is good. To absorb.

  Thus, in the airbag device according to the third aspect, it is possible to satisfactorily absorb the impact acting on the occupant when the vehicle collides. As described above, the first and second airbags in which the contact portions with the occupant and the vehicle body are located on a straight line along the shock absorption direction are easily crushed in the shock absorption direction (along the tension line). However, a connecting member for connecting the first and second airbags may be provided so that they are reliably crushed in the shock absorbing direction.

  According to a fourth aspect of the present invention, in the airbag apparatus according to any one of the first to third aspects, the rear portions of the first airbag and the second airbag communicate with each other. It communicates through the hole, and is fixed so as not to be separated in the left-right direction at the edge of the communication hole.

  In the airbag device according to claim 4, since the rear portions of the first and second airbags are fixed (connected) to each other, it is ensured that they buckle or separate from each other in the shock absorption process. In addition to being prevented, the communication portion is a part of the inflating body that is inflated by the gas pressure, like the first and second airbags, and thus contributes to an improvement in the restraining performance of the occupant.

  As described above, the airbag device according to the present invention has an excellent effect of being able to satisfactorily absorb the impact acting on the occupant during a vehicle collision.

  A passenger seat airbag apparatus 10 as an airbag apparatus according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. 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 overall structure of the passenger airbag device 10 in a deployed state, and FIG. 2 is a perspective view of the passenger airbag device 10 in a deployed state. It is shown. FIG. 3 is a conceptual perspective view showing the situation around the passenger seat 14 immediately after the collision of the automobile 12 to which the passenger seat airbag device 10 is applied. Hereinafter, the passenger's seat 14 is called a passenger P.

  As shown in FIG. 1, an airbag device 10 for a passenger seat includes an inflator 16 as a gas supply device that is a gas generation device, and an airbag 18 as a bag body that is inflated and deployed by the gas supplied from the inflator 16. I have. The inflator 16 is configured to accommodate 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 when a collision sensor (not shown) collides (front collision), the inflator 16 is ignited by the igniter and the gas generating agent burns to generate a large amount of gas. Yes.

  The airbag 18 includes a first airbag 20 and a second airbag 22 that are a pair of left and right. The first airbag 20 and the second airbag 22 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 rear end of the first airbag 20 is in contact with the left shoulder of the occupant P, and the rear end of the second airbag 22 is in contact with the right shoulder of the occupant P.

  The first airbag 20 is formed in a substantially oval shape in plan view as shown in FIG. 1, and is formed in a substantially trapezoidal shape in which the rear end side is larger in the vertical direction than the front end side in side view as shown in FIG. Has been. Each cross section along the vertical plane of the first airbag 20 in the longitudinal direction of the vehicle body has a substantially elliptical shape in which the major axis direction is along the vertical direction (see, for example, FIG. 4B of the second embodiment). The first airbag 20 is formed substantially symmetrically as a whole, and an imaginary line (a portion corresponding to the equator) continuously connecting the apexes in the center in the left-right direction that defines the outer edge in a side view is left and right. This is a configuration that substantially coincides with the direction center line (center line along the front-rear direction) in plan view. In other words, the tension line TL1 in the deployed state of the first airbag 20 is substantially the same as the center line in the left-right direction of the first airbag 20, which is a straight line along the longitudinal direction of the vehicle body in plan view.

  The second airbag 22 is formed substantially symmetrically with the airbag 20 with respect to the center line CL in the left-right direction of the airbag 18. Therefore, the second airbag 22 has a configuration in which the tension line TL2 substantially coincides with the center line in the left-right direction of the second airbag 22. The center line in the left-right direction of each airbag 20, 22 corresponds to a virtual straight line along the vehicle body front-rear direction in the present invention in plan view.

  The airbag 18 also includes a gas supply unit 24 for supplying inflator gas to the first airbag 20 and the second airbag 22. The gas supply unit 24 is disposed between the lower portions near the front ends of the first airbag 20 and the second airbag 22, and communicates directly with each of the first airbag 20 and the second airbag 22. Yes. The airbag 18 is fixed to a module case (retainer) 25 together with the inflator 16 in a state where the gas outlet of the inflator 16 is positioned in the gas supply unit 24 and is mainly used as a mechanical part of the passenger seat airbag device 10 (the mechanical part). ). In this embodiment, the passenger seat airbag device 10 is disposed in an instrument panel 26 in front of the passenger seat 14 as shown in FIG.

  As described above, when the gas of the inflator is supplied into the first airbag 20 and the second airbag 22 via the gas supply unit 24, the airbag 18 is supplied to the first airbag 20 and the second airbag. 22 are each configured to expand on the outer side in the left-right direction of the gas supply unit 24. In this state, the airbag 18 is configured such that the front ends of the first airbag 20 and the second airbag 22 are positioned in front of the gas supply unit 24 (module case 25) in plan view. Further, as shown in FIG. 1, the first airbag 20 and the second airbag 22 are provided with vent holes 20A and 22A, which are gas vent holes, respectively, toward the outer side in the left-right direction.

  Further, the airbag 18 includes straps 28 and 30 as expansion regulating means and a strap 32 as a connecting member. The straps 28 and 30 are provided in the first airbag 20 and the second airbag 22, respectively, and are spanned between the portions constituting the left and right side walls when the first airbag 20 and the second airbag 22 are deployed. Has been. The expansion amount (the expansion width in the left-right direction) of the first airbag 20 and the second airbag 22 is regulated by the tension of the straps 28 and 32. The left and right airbags 20 and 22 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 20 and the second airbag 22, and both ends are sewn to the first airbag 20 and the second airbag 22. It is attached. The strap 32 is configured to prevent the rear ends of the left and right airbags 20 and 22 from being separated from each other (the interval between the rear ends is widened) during inflation and deployment.

  As described above, in the deployed airbag 18, the first airbag 20 and the second airbag 22 are in contact with each other at the center in the front-rear direction as shown in FIG. And a gap Sf is formed between the front ends. In other words, the airbag 18 in the deployed state is substantially H-shaped in plan view as shown in FIG. As described above, the rear end of the first airbag 20 is in contact with the left shoulder of the occupant P, and the rear end of the second airbag 22 is in contact with the right shoulder of the occupant P. The strap 32 connects the first airbag 20 and the second airbag 22 to form a connecting means for the first and second airbags 20, 22. In this state, the rear ends of the first and second airbags are reliably prevented from being separated from each other in a state where the rear ends of the second airbags 20 and 22 are pressed forward by the occupant P in contact therewith.

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

  In the passenger airbag device 10 having the above-described configuration, when the automobile 12 reaches a frontal collision, the inflator 16 generates gas by a signal from the collision sensor, and this gas is supplied from the gas supply unit 24 into the airbag 18. The Thereby, in the airbag 18, the 1st airbag 20 and the 2nd airbag 22 with which the gas was supplied inside are inflate-deployed. The front ends of the first and second airbags 20 and 22 are in contact with the vehicle body (such as the front windshield glass 34 shown in FIG. 3) and can support the load of the occupant P.

  When the upper body of the occupant P moves forward with respect to the passenger seat 14 due to inertia, the occupant P contacts the left and right shoulders with the rear end of the first airbag 20 and the rear end of the second airbag 22, respectively. The first airbag 20 and the second airbag 22 are pressed forward and crushed (pressed against the vehicle body), and the impact is absorbed. In this shock absorbing process, the chest of the occupant P enters the gap Sr between the rear ends of the first airbag 20 and the second airbag 22 where no gas pressure is applied, and the reaction force acting along with the shock absorption, that is, the impact load. Is alleviated. Further, as the shoulder of the occupant P presses the first airbag 20 and the second airbag 22, gas is discharged from the vent holes 20A and 22A, and acts on both shoulders of the occupant P during the shock absorption process. The reaction force is prevented from increasing.

  Here, in the passenger seat airbag device 10, the tension lines TL1 and TL2 of the first airbag 20 and the second airbag 22 are substantially in the left-right direction center line that is a straight line along the vehicle longitudinal direction in plan view. Since they coincide (become parallel to the center line CL of the airbag 18), the first airbag 20 and the second airbag 22 are pressed straight by the occupant P along the tension lines TL1 and TL2 (tension lines). (Without bending or bending), and the shock of the passenger P is absorbed well.

  In particular, when the first and second airbags 20 and 22 are deployed, they absorb impact while keeping their side surfaces in contact with each other, and the first and second airbags 20 and 22 are connected via a strap 32. Therefore, the rear end of each of the first and second airbags 20 and 22 is not displaced inward (on the counterpart airbag side) or displaced outward (separated from each other). It can be crushed straight along the lines TL1 and TL2, and the impact of the passenger P can be absorbed well.

  Accordingly, the tension lines TL1 and TL2, that is, the airbags 20 and 22 are employed while adopting a configuration in which the pair of left and right airbags 20 and 22 is provided and the reaction force acting on the chest of the occupant P is suppressed using the gap Sr. It is possible to achieve good shock absorption performance by setting the direction of crushing to the vehicle body front-rear direction that coincides with the direction of impact action. Therefore, compared with a conventional two-chamber airbag in which the tension lines are symmetrical in the left-right direction but curved with respect to the longitudinal direction of the vehicle body, a good shock absorbing function can be achieved. Ingenuity necessary for obtaining a good shock absorption characteristic with a two-chamber airbag is not required. That is, in the airbag device 10 for the passenger seat, compared with the conventional two-chamber airbag, the design for achieving a good shock absorbing function is easy, and the gas pressure of the airbag 18 is higher than necessary. There is a merit that it is not necessary to set.

  Thus, in the passenger seat airbag apparatus 10 according to the first embodiment, it is possible to satisfactorily absorb the impact acting on the occupant P during a vehicle collision.

  Next, a passenger seat airbag device 50 according to a second embodiment of the present invention will be described with reference to FIGS. 4 and 5. 4A is a plan view in which the passenger airbag device 50 is partially cut away, and FIG. 4B is a cross-sectional view taken along line 4B-4B in FIG. 4A. The figure is shown. As shown in these drawings, the passenger seat airbag device 50 includes an airbag 52 instead of the airbag 18. The airbag 52 connects the first airbag 20 and the second airbag 22 via the strap 32 in that the rear portions of the first airbag 20 and the second airbag 22 are directly connected (fixed). Different from the connected airbag 18. In addition, the first airbag 20 and the second airbag 22 communicate with each other through a communication hole 54 provided in the connecting portion.

  Specifically, as shown in FIG. 5 (A), the second airbag 22 in the deployed state intersects with each other the surfaces constituting the side wall portion facing the first airbag 20 (in this embodiment, the cross-shaped A plurality of (four in this embodiment) folded pieces 56 are formed by providing cuts, and communication holes 54 are provided at positions corresponding to the cuts in the first airbag 20. Then, as shown in FIG. 5 (B), the folded pieces 56 are inserted into the communication holes 54 of the first airbag 20 and folded, and the portions around the communication holes 54 of the first airbag 20 are connected to the folded pieces 56. Each folded piece 56 is sewn to the second airbag 22 together with the first airbag while being sandwiched between the second airbag 22. These communication holes 54, the folded pieces 56, and the sewing constitute the connecting means for the first and second airbags 20 and 22.

  As described above, the airbag 52 is configured such that the first airbag 20 and the second airbag 22 communicate with each other between the rear portions through the communication holes 54 and the communication holes 54 are connected to each other by sewing. Yes. Other configurations of the passenger seat airbag device 50 are the same as the corresponding configurations of the passenger seat airbag device 10.

  Therefore, each effect of the passenger seat airbag apparatus 10 according to the first embodiment can be obtained also by the passenger seat airbag apparatus 50 according to the second embodiment. Further, in the passenger airbag device 50, since the first airbag 20 and the second airbag 22 are directly connected, the strap 32, which is a separate member as in the first embodiment, is interposed. Thus, the strength of the airbag 52 is improved. Moreover, due to the structure in which the first and second airbags 20 and 22 are directly connected in the vicinity of the edge portion of the communication hole 54, the strength of the connecting portion is higher than the strength of the connecting portion through which the strap 32 is interposed. Accordingly, the first and second airbags 20 and 22 are prevented from being displaced from each other during the shock absorption process by being fixed by the folded piece 56, and the first and second airbags 20 and 22 are prevented from being separated from each other by the tension line. Crushes straight along TL1 and TL2.

  In each of the above-described embodiments, the configuration in which the first airbag 20 and the second airbag 22 are connected to each other at the rear portion (the back side as viewed from the occupant of the gap Sr) is shown, but the present invention is limited to this. Instead, for example, as in the third embodiment shown in FIG. 6, the first airbag 20 and the second airbag 22 are connected by a tie panel 58 as a connecting means that bridges between the rear ends of each other, The passenger seat ebag device 60 may be configured. The tie panel 58 is provided so as to cover a part of the gap Sr (a part corresponding to the chest) with respect to the occupant, and supports the occupant P's chest in the event of a collision and enters the gap Sr where no gas pressure acts. It is configured to suppress power. Furthermore, it is good also as a structure which has both the tie panel 58 and the fixing structure around the strap 32 or the communicating hole 54. FIG.

  Moreover, in each said embodiment, although the 1st airbag 20 and the 2nd airbag 22 set it as the structure substantially symmetrical with respect to the centerline CL of the airbag 18, this invention is not limited to this, For example, Depending on the shape of the abutting vehicle body (the portion where the front windshield glass is largely curved at the left end, the upper part of the left door, etc.) They may be formed in different shapes or arranged asymmetrically with respect to the second airbag 22 across the center line CL.

  Furthermore, in each of the above embodiments, the present invention is applied to an airbag device for a passenger seat. However, the present invention is not limited to this example. For example, for a driver seat, a rear seat, and a lateral center seat. The present invention may be applied to other airbag devices.

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 the perspective view which looked at the airbag apparatus for passenger seats concerning the 1st Embodiment of this invention from the front side. 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. It is a figure which shows the airbag apparatus for passenger seats concerning the 2nd Embodiment of this invention, Comprising: (A) is a partially cutaway top view, (B) is along 4B-4B of FIG. 4 (A). FIG. It is a figure which shows the connection structure of the 1st airbag which comprises the passenger-side airbag apparatus which concerns on the 2nd 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 of the airbag apparatus for passenger seats concerning the 3rd Embodiment of this invention.

Explanation of symbols

10 Airbag device for passenger seat (airbag device)
20 First Airbag 22 Second Airbag 50/60 Passenger Seat Airbag Device (Airbag Device)
54 communication hole

Claims (4)

A first airbag that is deployed on the front left side with respect to the occupant; and a second airbag that is deployed on the front right side with respect to the occupant;
The airbag apparatus which formed the said 1st airbag and the 2nd airbag so that the tension line in each deployment state may follow a vehicle body front-back direction by planar view. A first airbag that is deployed on the front left side with respect to the occupant; and a second airbag that is deployed on the front right side with respect to the occupant;
The airbag apparatus which formed the said 1st airbag and the 2nd airbag so that the left-right direction centerline in each deployment state may become a straight line along a vehicle body front rear in planar view. A first airbag that is deployed on the front left side with respect to the occupant; and a second airbag that is deployed on the front right side with respect to the occupant;
When the first airbag and the second airbag are deployed, the upper edge connecting the front part that contacts the vehicle body and the rear part that contacts the occupant has a linear shape along the longitudinal direction of the vehicle body in plan view. The formed airbag device.   The first airbag and the second airbag are fixed so that rear portions of the first airbag and the second airbag communicate with each other through a communication hole and are not separated in the left-right direction at an edge portion of the communication hole. 4. The airbag device according to any one of 3.

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