JP2006151197A - Occupant lower limb protecting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the lower limb protecting performance for an occupant in accordance with the seat position about the fore-and-aft direction of the vehicle. <P>SOLUTION: An occupant lower limb protecting device 10 includes a seat sensor 32 which senses the position of the driver seat about the fore-and-aft direction of the vehicle and judges the physique of the occupant, a seat belt sensor 40 which senses whether the occupant puts on a seat belt, and a controller 72 which controls the inflation of a lower airbag and upper air bag of a knee airbag device 50 on the basis of the obtained position of the driver seat and the result from sensing whether the seat belt is put on. Accordingly the actuation condition of the knee airbag device 50 can be optimized according to the physique of the occupant and his wearing/nonwearing of the seat belt, which leads to enhancement of the occupant lower limb protecting performance. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an occupant leg protection device that protects an occupant's lower limb when a vehicle collides.

  The occupant leg protection device includes at least one of the operation of the knee bag device, the deployment force of the knee bag of the knee bag device, the size, and the energy absorption power based on the posture (leg position) of the occupant and whether or not the seat belt is worn by the occupant. Some control the one to protect the legs of the occupant (see, for example, Patent Document 1).

However, in such an occupant leg protection device, it is desired to improve the occupant leg protection performance in accordance with the occupant's physique (position of the seat in the vehicle longitudinal direction).
JP 2004-1591 A

  An object of the present invention is to obtain an occupant leg protection device that can improve the occupant's lower limb protection performance in accordance with the position of the seat in the vehicle longitudinal direction in consideration of the above facts.

  The occupant leg protection device according to claim 1 includes a seat detection unit that detects a vehicle longitudinal direction position of a vehicle seat, and a seat belt detection unit that detects whether or not a seat belt is worn by an occupant seated on the seat. The upper restraint portion on the upper side of the vehicle and the lower restraint portion on the lower side of the vehicle are actuated when the vehicle collides, and the lower limbs of the occupant can be restrained by at least one of the upper restraint portion and the lower restraint portion. The lower limb restraining means, the operation of the lower limb restraining means based on the vehicle longitudinal direction position of the seat detected by the seat detecting means and the presence or absence of wearing of the seat belt to the occupant detected by the seat belt detecting means And a control means for controlling the state.

  The occupant leg protection device according to claim 2 is the occupant leg protection device according to claim 1, wherein the lower leg restraining means includes the upper restraint part and the lower restraint part as an airbag, respectively, A connecting portion that connects the restraining portion and the lower restraining portion; and a gas that can be generated at the time of a vehicle collision, and when the gas generation amount is less than a predetermined amount, One of the upper restraining portion and the lower restraining portion is expanded without communicating with the inside of the side restraining portion, and when the gas generation amount exceeds a predetermined amount, the inside of the upper restraining portion and the lower restraining portion are connected at the connecting portion. And a gas generating means for expanding both the upper restraining portion and the lower restraining portion in communication with each other.

  The occupant leg protection device according to claim 3 is the occupant leg protection device according to claim 1, wherein the lower limb restraining means includes an upper bag restraining portion and a lower restraint portion, each of which is an airbag. A first gas generating means capable of generating gas at the time of a collision and expanding the upper restraint portion by generating a gas; and the lower restraint portion by allowing a gas to be generated at the time of a vehicle collision and generating a gas. And a second gas generating means for expanding the gas.

  The occupant leg protection device according to claim 4 is the occupant leg protection device according to claim 1, wherein at least one of the upper restraint portion and the lower restraint portion is operated by the lower limb restraint means. It is slidable to the lower limb side.

  The occupant leg protection device according to claim 5 is the occupant leg protection device according to claim 4, wherein the occupant leg protection device is provided between at least one of the upper restraint portion and the lower restraint portion and a skeleton member of a vehicle. An impact absorbing member that absorbs an impact from the lower limb is provided.

  In the occupant leg protection device according to the first aspect, when the vehicle collides, the lower limb restraining means is actuated to restrain the occupant's lower limb, thereby protecting the occupant's lower limb.

  The seat detecting means detects the position of the seat in the vehicle longitudinal direction, and the seat belt detecting means detects whether or not the passenger is wearing the seat belt.

  Here, the lower limb restraining means has an upper restraining part and a lower restraining part, and when the vehicle collides, the lower limb restraining means restrains the occupant's lower limb by at least one of the upper restraining part and the lower restraining part. In addition, the control means controls the operating state of the leg restraining means based on the vehicle longitudinal direction position of the seat detected by the seat detecting means and the presence or absence of the seat belt being worn by the occupant detected by the seat belt detecting means. Thereby, a passenger | crew's leg protection performance can be improved according to the vehicle front-back direction position of a seat, and the presence or absence of wearing of the seat belt to a passenger | crew.

  In the occupant leg protection device according to the second aspect, the upper restraint portion and the lower restraint portion are respectively airbags, and the upper restraint portion and the lower restraint portion are connected by the connecting portion. Further, the gas generating means can generate gas when the vehicle collides.

  Here, when the amount of gas generated by the gas generating means is less than a predetermined amount, the upper restraint portion and the lower restraint portion are not communicated with each other at the connecting portion, and one of the upper restraint portion and the lower restraint portion is expanded. Is done. On the other hand, when the amount of gas generated by the gas generating means is greater than or equal to a predetermined amount, the upper restraint portion and the lower restraint portion are communicated with each other at the connecting portion, and both the upper restraint portion and the lower restraint portion are expanded. .

  Thereby, both an upper side restraint part and a lower side restraint part can be expanded by one gas generation means, and space saving can be achieved.

  In the occupant leg protection device according to claim 3, the upper restraining portion and the lower restraining portion are respectively airbags, and the first gas generating means and the second gas generating means can generate gas when the vehicle collides. Has been.

  Here, when the first gas generating means generates gas when the vehicle collides, the upper restraint portion is expanded. Further, the second restraint is expanded when the second gas generating means generates gas at the time of the collision of the vehicle. Thereby, expansion | swelling of an upper side restraint part and expansion | swelling of a lower side restraint part can be controlled separately, and a control means can control the operating state of a leg restraint means appropriately.

  In the occupant leg protection device according to the fourth aspect, at least one of the upper restraint portion and the lower restraint portion is slidable toward the occupant's lower limb side by actuating the leg restraint means. For this reason, a passenger | crew's leg protection performance can be improved with the upper restraint part and lower restraint part which can be slid.

  In the occupant leg protection device according to the fifth aspect, the impact absorbing member provided between at least one of the upper restraining part and the lower restraining part and the skeleton member of the vehicle absorbs an impact from the limb of the occupant. For this reason, the leg restraining means can appropriately absorb the impact from the occupant's leg.

[First Embodiment]
FIG. 2 is a perspective view of the main part of a vehicle 12 configured by applying the occupant leg protection device 10 according to the first embodiment of the present invention as seen from the diagonally right rear of the vehicle. FIG. 3 shows a perspective view of the main part of the vehicle 12 as seen from the diagonally left front of the vehicle. In the drawings, the front side of the vehicle is indicated by an arrow FR, the left side of the vehicle is indicated by an arrow LW, and the upper side of the vehicle is indicated by an arrow UP.

  In the vehicle 12 according to the present embodiment, the passenger compartment 14 is surrounded by the passenger compartment skeleton 16, and a floor 18 is horizontally disposed on the vehicle lower side of the passenger compartment 14. On the side, the toe board 20 is inclined and arranged in a direction toward the vehicle upper side as it goes toward the vehicle front side. The vehicle body skeleton 16 is provided with a long rectangular column-shaped steering member 22 as a skeleton member, and the steering member 22 is bridged between vehicle width direction both ends (front pillars) of the vehicle front side end of the vehicle body skeleton 16. It is passed and is disposed horizontally in the vehicle vertical direction middle part (vehicle front side of the following instrument panel 42) of the vehicle front side end of the compartment 14.

  A pair of seat rails 24 are fixed to the vehicle front side portion of the floor 18 at the right side portion of the vehicle, and the pair of seat rails 24 are arranged in parallel to the vehicle front-rear direction. A driver's seat 26 serving as a seat is disposed on the pair of seat rails 24, and the driver's seat 26 is moved (slid) in the vehicle front-rear direction along the pair of seat rails 24. Is adjusted. As a result, an occupant 28 (driver shown in FIGS. 6 to 9) sits on the driver's seat 26 with the buttocks arranged on the toe board 20. A notch 30 is fixed to the lower part of the driver's seat 26, and the notch 30 is in contact with one of the seat rails 24 (the vehicle left side in the present embodiment).

  One seat rail 24 is provided with a sheet detection sensor 32 (see FIG. 1) as a sheet detection means, and the sheet detection sensor 32 detects the contact position of the notch 30 to one seat rail 24 by an electrical contact. . As a result, it is detected whether the driver's seat 26 is disposed on the front side portion of the pair of seat rails 24, the middle portion in the front-rear direction of the vehicle, or the rear side portion of the vehicle (seat position of the occupant 28).

  A seat belt 34 is provided on the passenger compartment skeleton 16 (center pillar) on the right side of the driver's seat 26, and a tongue 36 is movably provided on the seat belt 34. A buckle 38 is provided on the floor 18 of the driver's seat 26 on the left side of the vehicle. By attaching the tongue 36 to the buckle 38, the seat belt 34 is worn by the occupant 28, and the shoulder belt portion 34 </ b> A of the seat belt 34. Is slanted over the chest of the occupant 28 and the lap belt part 34B of the seat belt 34 is laid over the waist of the occupant 28 substantially horizontally (see FIGS. 6 to 8).

  The buckle 38 is provided with a seat belt detection sensor 40 (see FIG. 1) as a seat belt detection means, and the seat belt detection sensor 40 detects whether or not the tongue 36 is attached to the buckle 38 by an electrical contact. Thereby, the presence or absence of wearing of the seat belt 34 to the passenger | crew 28 is detected.

  An instrument panel 42 is provided at the vehicle front side end of the vehicle compartment 14 in the middle part of the vehicle in the vertical direction, and a steering 44 is provided on the vehicle right side of the instrument panel 42. A console 46 is connected to the center of the instrument panel 42 in the vehicle width direction, and the console 46 is disposed at the center of the vehicle front side of the floor 18 in the vehicle width direction.

  As shown in FIG. 4 (A), a fragile portion 48 is provided on the vehicle right side portion of the instrument panel 42 in the vehicle lower portion, and the instrument panel 42 is thinned at the fragile portion 48. Yes.

  A knee airbag device 50 as a lower limb restraining means is provided in the vehicle right side portion of the instrument panel 42 on the vehicle front side of the fragile portion 48.

  The knee airbag device 50 is provided with a cylindrical cylinder 52, and a long rectangular opening 54 is formed through the peripheral wall of the cylinder 52. The opening 54 is formed along the axial direction of the cylinder 52, and is disposed in the vicinity of the fragile portion 48 toward the fragile portion 48 side of the instrument panel 42. A circular mounting hole 56 is formed through the peripheral wall of the cylinder 52. The mounting hole 56 is disposed at the center in the axial direction on the substantially opposite opening 54 side of the cylinder 52, and has a cylindrical shape as gas generating means. An inflator 58 is attached.

  As shown in detail in FIG. 5A, a rectangular bag-like knee airbag 60 is accommodated in the cylinder 52 in a state of being wound in the circumferential direction of the cylinder 52. As shown in FIG. 5B, the knee airbag 60 includes a rectangular bag-like upper airbag 62 as an upper restraint portion (airbag) and a rectangular bag-like lower airbag as a lower restraint portion (airbag). The knee airbag 60 is housed in the cylinder 52 while being wound from the upper airbag 62 toward the lower airbag 64. The upper airbag 62 and the lower airbag 64 have the same length in the axial direction of the cylinder 52, and the upper airbag 62 compares the length in the circumferential direction (winding direction) of the cylinder 52 with that of the lower airbag 64. It has been made smaller. A diaphragm 66A is provided in a part of the connecting portion 66, and the diaphragm 66A separates the inside of the upper airbag 62 from the inside of the lower airbag 64. A circular communication hole 68 is formed at the center of the lower airbag 64 on the side opposite to the upper airbag 62, and the communication hole 68 communicates the inside of the lower airbag 64 with the inflator 58 through the attachment hole 56. ing.

  As shown in FIGS. 4B and 4C, when the knee airbag device 50 is activated, the inflator 58 generates gas, and the gas passes through the mounting hole 56 and the communication hole 68 to lower air. By being fed into the bag 64, the knee airbag 60 is inflated and deployed out of the cylinder 52 through the opening 54. As a result, the weakened portion 48 of the instrument panel 42 is broken by the knee airbag 60, so that the inflated and deployed knee airbag 60 is disposed on the vehicle rear side of the instrument panel 42.

  When the knee airbag device 50 is activated, the amount of gas generated by the inflator 58 can be changed in two stages. That is, as shown in FIG. 4B, when the inflator 58 generates a normal amount of gas, the lower airbag 64 is inflated at normal pressure, and the diaphragm 66A of the connecting portion 66 is not broken. In the knee airbag 60, only the lower airbag 64 (lower side portion) is inflated, and the upper airbag 62 (upper portion) is not inflated. On the other hand, as shown in FIG. 4C, when the inflator 58 generates a larger amount of gas than the normal amount, the lower airbag 64 is inflated at a pressure higher than the normal pressure, so that the diaphragm of the connecting portion 66 is expanded. 66A is broken, and thereby the knee airbag 60 inflates not only the lower airbag 64 (lower side) but also the upper airbag 62 (upper side).

  A collision load detection sensor 70 (see FIG. 1) as a collision detection unit is provided at the front of the vehicle 12, and the collision load detection sensor 70 detects a load caused by a frontal collision of the vehicle 12. The collision load detection sensor 70 includes a head-and-thoracic airbag (not shown) in the steering 44 that restrains the head and chest of the occupant 28 when the vehicle 12 collides, and a seat that winds up the seat belt 34 when the vehicle 12 collides. It may also be used as a collision load detection sensor for a belt pretensioner (not shown).

  A controller 72 (see FIG. 1) as a control means is provided in a portion (for example, the console 46) that is not easily deformed at the time of a frontal collision of the vehicle 12, and the controller 72 includes the seat detection sensor 32 and the seat belt detection sensor 40. The knee airbag device 50 is connected to the inflator 58 and the collision load detection sensor 70 by an electric line.

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

  In the occupant leg protection device 10 having the above-described configuration, as shown in FIG. 1, the seat 26 detects the contact position of the notch 30 with respect to one seat rail 24, so that the driver's seat 26 has a pair of seat rails 24. It is detected which of the vehicle front side portion, the vehicle front-rear direction intermediate portion, and the vehicle rear side portion is disposed.

  When it is detected that the driver's seat 26 is disposed on the front side of the pair of seat rails 24, it is determined that the occupant 28 is small, and the seat detection sensor 32 notifies the controller 72 that A = Outputs 0.

  When it is detected that the driver's seat 26 is disposed at the middle part of the pair of seat rails 24 in the vehicle longitudinal direction, it is determined that the occupant 28 is a middle handle, and the seat detection sensor 32 notifies the controller 72 of A = 1 is output.

  When it is detected that the driver's seat 26 is disposed on the rear side of the pair of seat rails 24, it is determined that the occupant 28 is large, and the seat detection sensor 32 notifies the controller 72 that A = 2. Is output.

  Further, whether or not the seat belt 34 is worn by the occupant 28 is detected by the seat belt detection sensor 40 detecting whether or not the tongue 36 is attached to the buckle 38.

  When it is detected that the occupant 28 is wearing the seat belt 34, the seat belt detection sensor 40 outputs B = 1 to the controller 72.

  When it is detected that the passenger 28 is not wearing the seat belt 34, the seat belt detection sensor 40 outputs B = 2 to the controller 72.

  Accordingly, the controller 72 performs a calculation process of C = A × B based on the outputs of the seat detection sensor 32 and the seat belt detection sensor 40 in Step 200. Thereafter, in step 202, the controller 72 determines whether or not the collision load detection sensor 70 has detected a load due to a frontal collision of the vehicle 12, and while the collision load detection sensor 70 does not detect a load due to a frontal collision of the vehicle 12. While the frontal collision of the vehicle 12 does not occur, the calculation process of C = A × B in step 200 is repeated.

  Further, when the collision load detection sensor 70 detects the load due to the frontal collision of the vehicle 12 (at the time of the frontal collision of the vehicle 12), the controller 72 proceeds to step 200 immediately before the inflator 58 of the knee airbag device 50. A command signal is output together with the value of C which has been subjected to the arithmetic processing in FIG.

  Further, as shown in FIGS. 6 to 8, when the occupant 28 wears the seat belt 34 at the time of a frontal collision of the vehicle 12, the occupant 28 is restrained by the seat belt 34 and has a relatively small kinetic energy. While being translated to the front side, the waist is restrained by the lap belt portion 34B, and the knee is rotated to the front side of the vehicle around the buttocks.

  On the other hand, as shown in FIG. 9, when the occupant 28 is not wearing the seat belt 34 at the time of the frontal collision of the vehicle 12, the occupant 28 moves greatly without being restrained by the seatbelt 34 at the frontal collision of the vehicle 12. The energy is translated to the front side of the vehicle, and the buttocks are moved obliquely upward in front of the vehicle along the toe board 20 and the knee is moved obliquely upward in front of the vehicle.

  Here, when C = 0, the knee airbag device 50 is not actuated as shown in FIG. That is, for example, as shown in FIGS. 6A and 6B, the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0). The space between the knee of the occupant 28 and the instrument panel 42 is narrow. For this reason, regardless of whether or not the seat belt 34 is worn on the occupant 28, the load at which the knee portion of the occupant 28 collides with the instrument panel 42 at the time of a frontal collision of the vehicle 12 is small. Thus, when C = 0, the lower limbs (particularly knee portions) of the occupant 28 can be protected without operating the knee airbag device 50.

  When C = 1, the knee airbag device 50 is operated at a normal pressure, so that only the lower airbag 64 is inflated in the knee airbag 60 as shown in FIG. Is not inflated. That is, as shown in FIGS. 7A and 7B, the occupant 28 has a middle handle and the driver's seat 26 is disposed in the middle part of the pair of seat rails 24 in the vehicle longitudinal direction (A = 1). In addition, since the occupant 28 wears the seat belt 34 (B = 1), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12, and the occupant 28's The knee is rotated with a relatively low rotation trajectory with a relatively small turning radius around the hip. Thus, when C = 1, even if only the lower airbag 64 is inflated and the upper airbag 62 is not inflated, the lower airbag 64 restrains the movement of the knee portion of the occupant 28 toward the front of the vehicle. In addition, it is possible to reduce the input of the collision load to the knee portion of the occupant 28, and to protect the lower limbs (particularly the knee portion) of the occupant 28.

  When C = 2 and C = 4, the knee airbag device 50 is operated at a high pressure, so that the knee airbag 60 is not only the lower airbag 64 but also the upper airbag as shown in FIG. The bag 62 is also inflated. That is, for example, as shown in FIGS. 8A and 8B, the occupant 28 is large and the driver's seat 26 is disposed on the rear side of the pair of seat rails 24 (A = 2). At the same time, when the occupant 28 wears the seat belt 34 (B = 1), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12, and the occupant 28's The knee is rotated on a high trajectory with the radius of rotation being increased around the buttocks. Further, for example, as shown in FIGS. 9A and 9B, the occupant 28 is a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). If the occupant 28 does not wear the seat belt 34 (B = 2), the occupant 28 is translated to the front side of the vehicle with a large kinetic energy at the time of a frontal collision of the vehicle 12, and the The knee is moved obliquely upward in front of the vehicle. As a result, when C = 2 and C = 4, not only the lower airbag 64 but also the upper airbag 62 are inflated so that the upper airbag 62 and the lower airbag 64 cause the vehicle in the knee portion of the occupant 28 The frontward movement can be restrained, the input of the collision load to the knee of the occupant 28 can be reduced, and the lower limbs (particularly the knee) of the occupant 28 can be protected.

  As described above, the operating state of the knee airbag device 50 can be optimized according to the physique of the occupant 28 (the position of the driver's seat 26 in the vehicle longitudinal direction) and whether or not the seat belt 34 is worn on the occupant 28, and the lower limbs of the occupant 28 Protection performance can be improved.

  Further, both the upper airbag 62 and the lower airbag 64 can be inflated by one inflator 58. Thereby, space saving can be achieved.

  In the present embodiment, the diaphragm 66A is broken when the inflator 58 generates a larger amount of gas than the normal amount. However, the inflator 58 is sewn by tear seam (control sewing). The inflator 58 is configured so that the tear seam breaks when the gas generates a larger amount of gas than the normal amount, or the inflator 58 is separated from the upper airbag 62 and the lower airbag 64 by the tear seam instead of the diaphragm 66A. The tear seam may be broken when a larger amount of gas is generated.

  Further, in the present embodiment, the knee airbag 60 is divided into the upper airbag 62 and the lower airbag 64 so that the amount of gas generated by the inflator 58 can be changed in two stages. The bag may be divided into three or more airbags so that the amount of gas generated by the inflator can be changed in three or more stages.

  In the present embodiment, the controller 72 repeats the calculation process of C = A × B while the collision load detection sensor 70 does not detect the load due to the frontal collision of the vehicle 12. The controller 72 may perform a calculation process of C = A × B for the first time after detecting a load due to a frontal collision of the vehicle 12.

[Second Embodiment]
FIG. 11 (A) shows a main part of an occupant leg protection device 80 according to a second embodiment of the present invention in a sectional view as seen from the left side of the vehicle.

  The occupant leg protection device 80 according to the present embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  In the occupant lower limb protection device 80, weak portions 48 are provided on the vehicle right side of the instrument panel 42 at two locations in the vehicle upper and lower portions of the vehicle lower portion, and the instrument panel 42 has a thickness at each weak portion 48. It is thinned.

  The knee airbag device 50 is provided with a pair of cylinders 52, and the openings 54 of the respective cylinders 52 are arranged in the vicinity of the fragile portions 48 so as to be directed to the fragile portions 48 of the instrument panel 42. . The cylinder 52 on the upper side of the vehicle has a smaller diameter than the cylinder 52 on the lower side of the vehicle, and a cylindrical upper inflator 82 as a first gas generating means is attached to the mounting hole 56 of the cylinder 52 on the upper side of the vehicle. A cylindrical lower inflator 84 as second gas generating means is attached to the attachment hole 56 of the cylinder 52 on the vehicle lower side.

  As shown in FIGS. 12A and 12B, the upper airbag 62 and the lower airbag 64 of the knee airbag 60 are not connected to each other, and are located at the center of one end of the upper airbag 62 and the lower airbag 64. A communication hole 68 is formed. As shown in FIG. 11A, the upper airbag 62 is housed in a cylinder 52 on the upper side of the vehicle, and the upper airbag 62 is located at the other end side in the circumferential direction of the cylinder 52 (on the anti-communication hole 68 side). And is connected to the upper inflator 82 through the communication hole 68 and the mounting hole 56 of the cylinder 52. The lower airbag 64 is housed in a cylinder 52 on the lower side of the vehicle, and the lower airbag 64 extends from the other end side (anti-communication hole 68 side) to one end side (communication hole 68 side) in the circumferential direction of the cylinder 52. ) And the inside is communicated with the lower inflator 84 via the communication hole 68 and the mounting hole 56 of the cylinder 52.

  As shown in FIG. 11C, when the knee airbag device 50 is activated and the upper inflator 82 generates gas, the gas is attached to the mounting hole 56 of the cylinder 52 on the vehicle upper side and the communication hole 68 of the upper airbag 62. The upper airbag 62 is inflated and deployed out of the cylinder 52 through the opening 54 of the cylinder 52. As a result, the weak airbag 48 on the vehicle upper side of the instrument panel 42 is broken by the upper airbag 62, so that the inflated and deployed upper airbag 62 is disposed on the vehicle rear side of the instrument panel 42.

  As shown in FIGS. 11B and 11C, when the knee airbag device 50 is activated and the lower inflator 84 generates gas, the gas is attached to the mounting hole 56 of the cylinder 52 on the lower side of the vehicle and the lower air. By being supplied into the lower airbag 64 through the communication hole 68 of the bag 64, the lower airbag 64 is inflated and deployed out of the cylinder 52 from the opening 54 of the cylinder 52. As a result, the weaker portion 48 of the instrument panel 42 on the lower side of the instrument panel 42 is broken by the lower airbag 64, so that the lower airbag 64 inflated and deployed is located on the rear side of the instrument panel 42 on the rear side of the vehicle. 48 up to approximately the same height. For this reason, as shown in FIG. 11C, when the upper airbag 62 and the lower airbag 64 are inflated and deployed, there is almost no gap between the upper airbag 62 and the lower airbag 64 in the vehicle vertical direction. ing.

  Further, the controller 72 is connected to the upper inflator 82 and the lower inflator 84 of the knee airbag device 50 by an electric line.

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

  In the occupant leg protection device 80 configured as described above, as shown in FIG. 10, the seat detection sensor 32 is informed to the controller 72 that A = 0 and A = 1, as in the first embodiment. Alternatively, output that A = 2.

  Further, when the seat belt detection sensor 40 detects that the occupant 28 is wearing the seat belt 34, the seat belt detection sensor 40 outputs to the controller 72 that B = 0. On the other hand, when the seat belt detection sensor 40 detects that the occupant 28 is not wearing the seat belt 34, the seat belt detection sensor 40 outputs B = 1 to the controller 72.

  In step 210, the controller 72 determines whether or not the collision load detection sensor 70 has detected a load due to a frontal collision of the vehicle 12, and while the collision load detection sensor 70 does not detect a load due to a frontal collision of the vehicle 12 (vehicle 12), input processing of signals from the seat detection sensor 32 and the seat belt detection sensor 40 is repeated.

  Further, when the collision load detection sensor 70 detects a load due to a frontal collision of the vehicle 12 (at the time of a frontal collision of the vehicle 12) in step 210, the controller 72 detects the seat detection sensor 32 and the seatbelt detection sensor in step 212. Based on the 40 outputs, C = A + B is calculated. Thereafter, the controller 72 outputs a command signal together with the value C to the lower inflator 84 of the knee airbag device 50, and outputs a command signal together with the value B to the upper inflator 82 of the knee airbag device 50.

  Here, when B = 0 and C = 0, the knee airbag device 50 is not actuated as shown in FIG. That is, as in (A) and (B) of FIG. 6, the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0), and the occupant 28 wears the seat belt 34 (B = 0), and therefore, at the time of a frontal collision of the vehicle 12, the distance between the knee portion of the occupant 28 and the instrument panel 42 is narrow, and the occupant 28 moves relatively little. The energy is translated to the front side of the vehicle. For this reason, the load by which the knee of the occupant 28 collides with the instrument panel 42 when the vehicle 12 collides with the front is small. Thereby, when B = 0 and C = 0, the lower limbs (particularly knees) of the occupant 28 can be protected without operating the knee airbag device 50.

  When B = 0 and C> 0, only the lower inflator 84 of the knee airbag device 50 is activated and the upper inflator 82 is not activated, so that the knee airbag 60 is lowered as shown in FIG. Only the airbag 64 is inflated, and the upper airbag 62 is not inflated. That is, for example, as in (A) and (B) of FIG. 7, the occupant 28 is a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). In addition, since the occupant 28 wears the seat belt 34 (B = 0), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12. Further, for example, as in (A) and (B) of FIG. 8, the occupant 28 is large and the driver's seat 26 is disposed on the vehicle rear side portion of the pair of seat rails 24 (A = 2). At the same time, when the occupant 28 wears the seat belt 34 (B = 0), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12. Thus, when B = 0 and C> 0, the lower airbag 64 moves the knee portion of the occupant 28 to the front side of the vehicle without inflating only the lower airbag 64 and inflating the upper airbag 62. Can be restrained, input of a collision load to the knee of the occupant 28 can be reduced, and the lower limb (particularly the knee) of the occupant 28 can be protected.

  When B> 0 and C> 0, the lower inflator 84 and the upper inflator 82 of the knee airbag device 50 are operated, so that the knee airbag 60 has a lower airbag 64 as shown in FIG. Not only the upper airbag 62 is inflated. That is, if the occupant 28 is not wearing the seat belt 34 (B = 1), the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0). 9A and 9B, the occupant 28 has a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). In the case of the vehicle 12 and the driver's seat 26 is arranged on the rear side of the pair of seat rails 24 (A = 2). Sometimes, the occupant 28 is translated to the front side of the vehicle with large kinetic energy, and the knee portion of the occupant 28 is moved diagonally upward in front of the vehicle. As a result, when B> 0 and C> 0, not only the lower airbag 64 but also the upper airbag 62 is inflated so that the upper airbag 62 and the lower airbag 64 cause the vehicle on the knee portion of the occupant 28. The frontward movement can be restrained, the input of the collision load to the knee of the occupant 28 can be reduced, and the lower limbs (particularly the knee) of the occupant 28 can be protected.

  As described above, the operating state of the knee airbag device 50 can be optimized according to the physique of the occupant 28 (the position of the driver's seat 26 in the vehicle longitudinal direction) and whether or not the seat belt 34 is worn on the occupant 28, and the lower limbs of the occupant 28 Protection performance can be improved.

  Further, the upper inflator 82 generates gas, so that the upper airbag 62 is inflated. On the other hand, when the lower inflator 84 generates gas, the lower airbag 64 is inflated. Thus, the inflation of the upper airbag 62 and the inflation of the lower airbag 64 can be individually controlled, and the controller 72 can appropriately control the operating state of the knee airbag device 50.

  In the present embodiment, the controller 72 performs a calculation process of C = A + B for the first time after the collision load detection sensor 70 detects a load due to a frontal collision of the vehicle 12. The controller 72 may repeat the calculation process of C = A + B while the load due to the frontal collision is not detected.

[Third Embodiment]
FIG. 13 is a block diagram showing the main part of an occupant leg protection device 90 according to the third embodiment of the present invention.

  The occupant leg protection device 90 according to the present embodiment has substantially the same configuration as that of the second embodiment, but differs in the following points.

  In the occupant leg protection device 90, when the knee airbag device 50 is actuated, the amount of gas generated by the upper inflator 82 and the lower inflator 84 can be changed to two levels, a normal amount or an amount larger than the normal amount. Thus, the upper airbag 62 and the lower airbag 64 can be inflated at a normal pressure or a pressure higher than the normal pressure.

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

  In the occupant leg protection device 90 configured as described above, as shown in FIG. 13, as in the first embodiment, the seat detection sensor 32 is informed to the controller 72 that A = 0 and A = 1. Alternatively, output that A = 2. Further, as in the first embodiment, the seat belt detection sensor 40 outputs to the controller 72 that B = 1 or B = 2.

  As in the first embodiment, the controller 72 performs a calculation process of C = A × B based on the outputs of the seat detection sensor 32 and the seat belt detection sensor 40 in step 200. Thereafter, in step 202, the controller 72 determines whether or not the collision load detection sensor 70 has detected a load due to a frontal collision of the vehicle 12, and while the collision load detection sensor 70 does not detect a load due to a frontal collision of the vehicle 12. While the frontal collision of the vehicle 12 does not occur, the calculation process of C = A × B in step 200 is repeated.

  Further, the controller 72 detects the upper inflator 82 and the lower inflator 84 of the knee airbag device 50 when the collision load detection sensor 70 detects the load due to the frontal collision of the vehicle 12 (at the time of the frontal collision of the vehicle 12) in step 202. A command signal is output together with the value of C that has been subjected to the arithmetic processing in step 200 immediately before.

  Here, when C = 0, the knee airbag device 50 is not actuated as shown in FIG. That is, as in (A) and (B) of FIG. 6, the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0). The distance between the knee of the occupant 28 and the instrument panel 42 is narrow. For this reason, regardless of whether or not the seat belt 34 is worn on the occupant 28, the load at which the knee portion of the occupant 28 collides with the instrument panel 42 at the time of a frontal collision of the vehicle 12 is small. Thus, when C = 0, the lower limbs (particularly knee portions) of the occupant 28 can be protected without operating the knee airbag device 50.

  When C = 1, only the lower inflator 84 of the knee airbag device 50 is operated at the normal pressure and the upper inflator 82 is not operated. As shown in FIG. Only the bag 64 is inflated at normal pressure, and the upper airbag 62 is not inflated. That is, as in (A) and (B) of FIG. 7, the occupant 28 has a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). In addition, since the occupant 28 wears the seat belt 34 (B = 1), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12, and the occupant 28's The knee is rotated with a relatively low rotation trajectory with a relatively small turning radius around the hip. As a result, when C = 1, even if only the lower airbag 64 is inflated with normal pressure and the upper airbag 62 is not inflated, the lower airbag 64 causes the knee portion of the occupant 28 to move toward the front of the vehicle. The movement can be restrained, the input of the collision load to the knee of the occupant 28 can be reduced, and the lower limb (particularly the knee) of the occupant 28 can be protected.

  When C = 2, the lower inflator 84 and the upper inflator 82 of the knee airbag device 50 are operated at normal pressure, so that the knee airbag 60 includes only the lower airbag 64 as shown in FIG. The upper airbag 62 is also inflated with normal pressure. That is, as in (A) and (B) of FIG. 8, the occupant 28 is large and the driver's seat 26 is disposed on the vehicle rear side portion of the pair of seat rails 24 (A = 2), When the occupant 28 wears the seat belt 34 (B = 1), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12, and the knee portion of the occupant 28 is also moved. However, the turning radius is increased around the buttocks to be turned around a high turning locus. Similarly to FIGS. 9A and 9B, the occupant 28 has a medium handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). At the same time, when the occupant 28 is not wearing the seat belt 34 (B = 2), the occupant 28 is translated to the front side of the vehicle with a large kinetic energy at the time of a frontal collision of the vehicle 12, and the knee portion of the occupant 28 Is moved obliquely upward in front of the vehicle. Thus, when C = 2, not only the lower airbag 64 but also the upper airbag 62 is inflated with normal pressure, so that the upper airbag 62 and the lower airbag 64 allow the front side of the occupant 28 knee to be in front of the vehicle. The movement of the vehicle can be restrained, the input of the collision load to the knee of the occupant 28 can be reduced, and the lower limbs (particularly the knee) of the occupant 28 can be protected.

  When C = 4, the lower and upper inflators 84 and 82 of the knee airbag device 50 are operated at a high pressure, so that the knee airbag 60 has the lower airbag 64 and the lower airbag 64 as shown in FIG. The upper airbag 62 is inflated with high pressure. That is, the occupant 28 is large, the driver's seat 26 is disposed on the rear side of the pair of seat rails 24 (A = 2), and the occupant 28 does not wear the seat belt 34 (B = 2), at the time of a frontal collision of the vehicle 12, the occupant 28 is translated to the front side of the vehicle with a large kinetic energy, and the knee portion of the large occupant 28 is moved obliquely upward in the front of the vehicle. As a result, when C = 4, the lower airbag 64 and the upper airbag 62 are inflated with high pressure, so that the upper airbag 62 and the lower airbag 64 cause the knee portion of the occupant 28 to move toward the front of the vehicle. The movement can be restrained, the input of the collision load to the knee of the occupant 28 can be reduced, and the lower limb (particularly the knee) of the occupant 28 can be protected.

  As described above, the operating state of the knee airbag device 50 can be optimized according to the physique of the occupant 28 (the position of the driver's seat 26 in the vehicle longitudinal direction) and whether or not the seat belt 34 is worn on the occupant 28, and the lower limbs of the occupant 28 Protection performance can be improved.

  Further, the upper inflator 82 generates gas, so that the upper airbag 62 is inflated. On the other hand, when the lower inflator 84 generates gas, the lower airbag 64 is inflated. Thus, the inflation of the upper airbag 62 and the inflation of the lower airbag 64 can be individually controlled, and the controller 72 can appropriately control the operating state of the knee airbag device 50.

  In the present embodiment, the amount of gas generated by the upper inflator 82 and the lower inflator 84 can be changed in two stages. However, the amount of gas generated by the upper inflator and the lower inflator can be changed to three or more stages. It is good also as a structure which can be changed.

  Further, in the present embodiment, the controller 72 repeats the calculation process of C = A × B while the collision load detection sensor 70 does not detect the load due to the frontal collision of the vehicle 12. The controller 72 may perform a calculation process of C = A × B for the first time after detecting a load due to a frontal collision of the vehicle 12.

  In the second embodiment and the third embodiment, the knee airbag 60 is divided into the upper airbag 62 and the lower airbag 64. However, the knee airbag has three or more airbags. It is good also as a structure which divided | segmented into the bag and made the inflator communicate with each airbag.

[Fourth Embodiment]
FIG. 15 is a perspective view of the main part of the vehicle 12 configured by applying the occupant leg protection device 100 according to the fourth embodiment of the present invention as seen from the diagonally right rear of the vehicle.

  The occupant leg protection device 100 according to the present embodiment has substantially the same configuration as that of the first embodiment, but differs in the following points.

  In the occupant leg protection device 100, the fragile portion 48 is not provided in the instrument panel 42.

  A knee bolster device 104 as a lower limb restraining means is provided on the vehicle right side portion of the instrument panel 42 at the vehicle lower side portion.

  As shown in FIG. 16, the knee bolster device 104 is provided with a plate 106 having an L-shaped cross section as an installation member, and the lower side portion 106 </ b> A of the plate 106 absorbs an impact on the rear side surface of the steering member 22. The vehicle upper part 106B is horizontally arranged by being connected via a spring 108 (elastic member) as a member.

  As shown in detail in FIG. 17, a lower actuator 110 as a lower drive unit is fixed to the vehicle rear side surface of the vehicle lower side portion 106 </ b> A of the plate 106, and a cylindrical cylinder 112 is provided in the lower actuator 110. ing. The cylinder 112 is fixed to the vehicle rear side surface of the vehicle lower side portion 106 </ b> A of the plate 106 and is disposed along the vehicle front-rear direction. A through hole 114 is formed through the peripheral wall of the cylinder 112. A substantially columnar piston 116 is inserted into the cylinder 112. The piston 116 protrudes from the cylinder 112 toward the rear of the vehicle, and a rack gear 118 is formed on the circumferential surface. The lower actuator 110 is provided with a motor 120, and the motor 120 is fixed to the vehicle upper portion 106 </ b> B of the plate 106. A pinion 122 is formed on the output shaft 120 </ b> A of the motor 120, and the pinion 122 is engaged with the rack gear 118 of the piston 116 through the through hole 114 of the cylinder 112.

  A plate-like lower knee bolster 124 as a lower restraining member is fixed to the vehicle rear side end of the piston 116 in the lower actuator 110. The lower knee bolster 124 constitutes an instrument panel 42 and moves toward the vehicle front side. It is inclined to the downward direction.

  As shown in FIG. 16, an upper actuator 126 as an upper drive means is fixed to the upper surface of the vehicle upper portion 106 </ b> B of the plate 106, and the upper actuator 126 is provided with a cylinder 112 similar to the lower actuator 110. ing. The cylinder 112 is fixed to the vehicle upper side surface of the vehicle upper side portion 106B of the plate 106, and is disposed to be inclined toward the vehicle upper side toward the vehicle rear side. A piston 116 similar to that of the lower actuator 110 is inserted into the cylinder 112, and the piston 116 protrudes in a direction toward the vehicle upper side from the cylinder 112 toward the vehicle rear side. The upper actuator 126 is provided with a motor 120 similar to the lower actuator 110, and the motor 120 is fixed to the cylinder 112. The pinion 122 formed on the output shaft 120 </ b> A of the motor 120 is meshed with the rack gear 118 of the piston 116 through the through hole 114 of the cylinder 112.

  A vehicle upper portion 128 </ b> A of a curved plate-like upper knee bolster 128 as an upper restraining member is fixed to the vehicle upper end of the piston 116 in the upper actuator 126. The vehicle upper side portion 128A of the upper knee bolster 128 protrudes toward the vehicle rear side to form an instrument panel 42 on the vehicle upper side of the lower knee bolster 124, and the vehicle lower side portion 128B of the upper knee bolster 128 is flattened to form the lower knee bolster 124. Is arranged in parallel with the lower knee bolster 124 in the vicinity of the vehicle front side. A foam member 130 made of urethane wool as a load absorbing member is fixed to the vehicle upper side 128A of the upper knee bolster 128 on the front side of the vehicle, and the foam member 130 receives the load received by the vehicle upper side 128A of the upper knee bolster 128. It can be absorbed by being crushed and deformed.

  As shown in FIGS. 18A and 19A, when the lower actuator 110 of the knee bolster device 104 is operated, the motor 120 is driven and the pinion 122 is rotated in the lower actuator 110, The piston 116 is slid (moved) toward the vehicle rear side, and the lower knee bolster 124 is slid (moved) substantially horizontally toward the vehicle rear side.

  As shown in FIG. 19A, when the upper actuator 126 of the knee bolster device 104 is operated, the motor 120 is driven and the pinion 122 is rotated in the upper actuator 126, so that the piston 116 is tilted rearward of the vehicle. By sliding (moving) upward, the upper knee bolster 128 is slid (moved) obliquely upward after the vehicle. Further, when the upper knee bolster 128 and the lower knee bolster 124 are slid by operating the upper actuator 126 and the lower actuator 110, a gap W in the vehicle vertical direction between the vehicle upper portion 128A of the upper knee bolster 128 and the lower knee bolster 124 is The width of the patella of the occupant 28 is sufficiently smaller than the vertical width of the occupant 28, thereby preventing the patella of the occupant 28 from being caught in the gap between the vehicle upper portion 128 A of the upper knee bolster 128 and the lower knee bolster 124 in the vehicle vertical direction. ing.

  Further, the controller 72 is connected to the upper actuator 126 and the lower actuator 110 of the knee bolster device 104 by an electric line.

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

  In the occupant leg protection device 100 having the above-described configuration, as shown in FIG. 14, the seat detection sensor 32 is set to the controller 72 such that A = 0 and A = 1, as in the second embodiment. Alternatively, output that A = 2. Further, as in the second embodiment, the seat belt detection sensor 40 outputs to the controller 72 that B = 0 or B = 1.

  As in the second embodiment, the controller 72 determines in step 210 whether or not the collision load detection sensor 70 has detected a load due to a frontal collision of the vehicle 12, and the collision load detection sensor 70 detects the vehicle 12. The signal input processing from the seat detection sensor 32 and the seat belt detection sensor 40 is repeated while the load due to the front collision is not detected (when the front collision of the vehicle 12 does not occur).

  Further, when the collision load detection sensor 70 detects a load due to a frontal collision of the vehicle 12 (at the time of a frontal collision of the vehicle 12) in step 210, the controller 72 detects the seat detection sensor 32 and the seatbelt detection sensor in step 212. Based on the 40 outputs, C = A + B is calculated. Thereafter, the controller 72 outputs a command signal together with the value C to the lower actuator 110 of the knee bolster device 104 and outputs a command signal together with the value B to the upper actuator 126 of the knee bolster device 104.

  Here, when B = 0 and C = 0, the knee bolster device 104 is not operated as shown in FIG. That is, as in (A) and (B) of FIG. 6, the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0), and the occupant 28 wears the seat belt 34 (B = 0), and therefore, at the time of a frontal collision of the vehicle 12, the distance between the knee portion of the occupant 28 and the instrument panel 42 is narrow, and the occupant 28 moves relatively little. The energy is translated to the front side of the vehicle. For this reason, the load at which the knee of the occupant 28 collides with the instrument panel 42 at the time of a frontal collision of the vehicle 12 is small. Thus, when B = 0 and C = 0, the lower limb (particularly the knee) of the occupant 28 can be protected without operating the knee bolster device 104.

  When B = 0 and C> 0, only the lower actuator 110 of the knee bolster device 104 is actuated and the upper actuator 126 is not actuated, so that only the lower knee bolster 124 is on the rear side of the vehicle as shown in FIG. The upper knee bolster 128 is not slid. That is, for example, as in (A) and (B) of FIG. 7, the occupant 28 is a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). In addition, since the occupant 28 wears the seat belt 34 (B = 0), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12. Further, for example, as in (A) and (B) of FIG. 8, the occupant 28 is large and the driver's seat 26 is disposed on the vehicle rear side portion of the pair of seat rails 24 (A = 2). At the same time, when the occupant 28 wears the seat belt 34 (B = 0), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12. Thus, when B = 0 and C> 0, even if only the lower knee bolster 124 is slid to the rear side of the vehicle and the upper knee bolster 128 is not slid, as shown in FIG. The movement of the knee of the occupant 28 toward the front of the vehicle can be restrained diagonally downward from the rear of the vehicle, and the input of the collision load to the knee of the occupant 28 can be reduced by the contraction of the spring 108 (the impact from the knee of the occupant 28 is reduced). The lower limbs (especially knees) of the occupant 28 can be protected.

  When B> 0 and C> 0, the lower actuator 110 and the upper actuator 126 of the knee bolster device 104 are operated, so that the lower knee bolster 124 is slid toward the vehicle rear side as shown in FIG. In addition, the upper knee bolster 128 is slid obliquely upward after the vehicle. That is, if the occupant 28 is not wearing the seat belt 34 (B = 1), the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0). 9A and 9B, the occupant 28 has a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). In the case of the vehicle 12 and the driver's seat 26 is arranged on the rear side of the pair of seat rails 24 (A = 2). Sometimes, the occupant 28 is translated to the front side of the vehicle with large kinetic energy, and the knee portion of the occupant 28 is moved diagonally upward in front of the vehicle. Accordingly, when B> 0 and C> 0, not only the lower knee bolster 124 is slid to the rear side of the vehicle but also the upper knee bolster 128 is slid obliquely upward to the rear of the vehicle, as shown in FIG. The lower knee bolster 124 and the upper knee bolster 128 can restrain the movement of the knee of the occupant 28 toward the front side of the vehicle substantially horizontally to the rear side of the vehicle, and to the knee of the occupant 28 by the contraction of the spring 108 and the deformation of the foam member 130. The impact load from the knee of the occupant 28 can be absorbed, and the lower limb (particularly the knee) of the occupant 28 can be protected.

  As described above, the operating state of the knee bolster device 104 can be optimized according to the physique of the occupant 28 (the position of the driver's seat 26 in the vehicle longitudinal direction) and whether or not the seat belt 34 is worn on the occupant 28, and the lower limb protection performance of the occupant 28 Can be improved.

  In the present embodiment, the controller 72 performs a calculation process of C = A + B for the first time after the collision load detection sensor 70 detects a load due to a frontal collision of the vehicle 12. The controller 72 may repeat the calculation process of C = A + B while the load due to the frontal collision is not detected.

[Fifth Embodiment]
FIG. 20 is a block diagram showing the main part of an occupant leg protection device 150 according to the fifth embodiment of the present invention.

  The occupant leg protection device 150 according to the present embodiment has the same configuration as that of the fourth embodiment.

  In the occupant leg protection device 150, as in the first embodiment, the seat detection sensor 32 outputs to the controller 72 that A = 0, A = 1, or A = 2. . Further, as in the first embodiment, the seat belt detection sensor 40 outputs to the controller 72 that B = 1 or B = 2.

  As in the first embodiment, the controller 72 performs a calculation process of C = A × B based on the outputs of the seat detection sensor 32 and the seat belt detection sensor 40 in step 200. Thereafter, in step 202, the controller 72 determines whether or not the collision load detection sensor 70 has detected a load due to a frontal collision of the vehicle 12, and while the collision load detection sensor 70 does not detect a load due to a frontal collision of the vehicle 12. While the frontal collision of the vehicle 12 does not occur, the calculation process of C = A × B in step 200 is repeated.

  Further, the controller 72 immediately before the lower actuator 110 and the upper actuator 126 of the knee bolster device 104 when the collision load detection sensor 70 detects a load due to the frontal collision of the vehicle 12 (at the time of the frontal collision of the vehicle 12) in step 202. A command signal is output together with the value of C that has been subjected to the arithmetic processing in step 200 of FIG.

  Here, when C = 0, the knee bolster device 104 is not operated as shown in FIG. That is, for example, as in FIGS. 6A and 6B, the occupant 28 is small and the driver's seat 26 is disposed on the front side of the pair of seat rails 24 (A = 0). The space between the knee of the occupant 28 and the instrument panel 42 is narrow. For this reason, regardless of whether or not the seat belt 34 is worn on the occupant 28, the load at which the knee portion of the occupant 28 collides with the instrument panel 42 at the time of a frontal collision of the vehicle 12 is small. As a result, when C = 0, the lower limb (especially the knee) of the occupant 28 can be protected without operating the knee bolster device 104.

  When C = 1, only the lower actuator 110 of the knee bolster device 104 is operated and the upper actuator 126 is not operated, so that only the lower knee bolster 124 is slid to the rear side of the vehicle as shown in FIG. The upper knee bolster 128 is not slid. That is, as in (A) and (B) of FIG. 7, the occupant 28 has a middle handle and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). In addition, since the occupant 28 wears the seat belt 34 (B = 1), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12, and the occupant 28's The knee is rotated with a relatively low rotation trajectory with a relatively small turning radius around the hip. Thus, when C = 1, even if only the lower knee bolster 124 is slid to the rear side of the vehicle and the upper knee bolster 128 is not slid, as shown in FIG. The front side of the vehicle can be restrained obliquely downward from the rear of the vehicle, and the input of the collision load to the knee of the occupant 28 can be reduced by the contraction of the spring 108 (the impact from the knee of the occupant 28 can be absorbed) The lower limbs (especially knees) of the occupant 28 can be protected.

  When C = 2 and C = 4, the lower actuator 110 and the upper actuator 126 of the knee bolster device 104 are operated, so that the lower knee bolster 124 is slid toward the rear of the vehicle as shown in FIG. In addition, the upper knee bolster 128 is slid obliquely upward after the vehicle. That is, for example, as in (A) and (B) of FIG. 8, the occupant 28 is large and the driver's seat 26 is disposed on the vehicle rear side portion of the pair of seat rails 24 (A = 2). At the same time, when the occupant 28 wears the seat belt 34 (B = 1), the occupant 28 is translated to the front side of the vehicle with a relatively small kinetic energy at the time of a frontal collision of the vehicle 12, and the occupant 28's The knee is rotated on a high trajectory with the radius of rotation being increased around the buttocks. Further, for example, as in (A) and (B) of FIG. 9, the occupant 28 is a middle handle, and the driver's seat 26 is disposed in the vehicle longitudinal direction intermediate portion of the pair of seat rails 24 (A = 1). If the occupant 28 does not wear the seat belt 34 (B = 2), the occupant 28 is translated to the front side of the vehicle with a large kinetic energy at the time of a frontal collision of the vehicle 12, and the The knee is moved obliquely upward in front of the vehicle. Accordingly, when C = 2 and C = 4, not only the lower knee bolster 124 is slid to the rear side of the vehicle but also the upper knee bolster 128 is slid obliquely upward to the rear of the vehicle, as shown in FIG. The lower knee bolster 124 and the upper knee bolster 128 can restrain the movement of the knee of the occupant 28 toward the front side of the vehicle substantially horizontally to the rear side of the vehicle, and to the knee of the occupant 28 by the contraction of the spring 108 and the deformation of the foam member 130. The impact load from the knee of the occupant 28 can be absorbed, and the lower limb (particularly the knee) of the occupant 28 can be protected.

  As described above, the operating state of the knee bolster device 104 can be optimized according to the physique of the occupant 28 (the position of the driver's seat 26 in the vehicle longitudinal direction) and whether or not the seat belt 34 is worn on the occupant 28, and the lower limb protection performance of the occupant 28 Can be improved.

  In the present embodiment, the controller 72 repeats the calculation process of C = A × B while the collision load detection sensor 70 does not detect the load due to the frontal collision of the vehicle 12, but the collision load detection sensor 70 The controller 72 may perform a calculation process of C = A × B for the first time after detecting a load due to a frontal collision of the vehicle 12.

  Furthermore, in the fourth and fifth embodiments, the upper knee bolster 128 and the lower knee bolster 124 are driven by the upper actuator 126 and the lower actuator 110, respectively. It is good also as a structure which drives at least one by another drive means.

  In the fourth and fifth embodiments, the two knee bolsters (the upper knee bolster 128 and the lower knee bolster 124) are used. However, the structure may include three or more knee bolsters.

  Furthermore, in the fourth embodiment and the fifth embodiment, the spring 108 that absorbs the impact using the biasing force is used as the impact absorbing member. However, the impact absorbing member is broken (for example, collapsed). It is good also as a structure using the urethane wool material etc. which absorb an impact by doing.

  In the first to fifth embodiments, the occupant leg protection device 10, 80, 90, 100, 150 of the present invention is provided for the driver's seat 26. The occupant leg protection device may be provided for a seat other than the driver's seat 26 (for the passenger seat or the rear seat).

It is a block diagram which shows the principal part of the passenger | crew lower limb protection apparatus which concerns on the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a main part of a vehicle configured by applying an occupant leg protection device according to a first embodiment of the present invention, as viewed from diagonally rear right of the vehicle. It is the perspective view seen from the vehicle left diagonal front which shows the principal part of the vehicle comprised by applying the passenger | crew lower leg protection apparatus which concerns on the 1st Embodiment of this invention. (A) thru | or (C) is sectional drawing seen from the vehicle left side which shows the knee airbag apparatus with the instrument panel in the passenger | crew's leg protection apparatus which concerns on the 1st Embodiment of this invention, (A) is The knee airbag device is not activated, (B) shows the knee airbag device operated at normal pressure, and (C) shows the knee airbag device activated at high pressure. ing. BRIEF DESCRIPTION OF THE DRAWINGS (A) is a perspective view which shows the knee airbag apparatus in the passenger | crew leg protection apparatus which concerns on the 1st Embodiment of this invention, (B) is a top view which shows the knee airbag of the said knee airbag apparatus It is. (A) and (B) are a vehicle in which the occupant leg protection device according to the first embodiment of the present invention is applied, and the driver's seat is disposed on the vehicle front side portion of the pair of seat rails. FIG. 4 is a side view of the vehicle as viewed from the left side of the vehicle showing a case where a seat belt is worn; (A) shows the operating state of the knee airbag device immediately after the frontal collision of the vehicle; The behavior of the passenger is shown. (A) and (B) are arranged in the vehicle longitudinal direction middle part of a pair of seat rails in a vehicle configured by applying the occupant leg protection device according to the first embodiment of the present invention. FIG. 4 is a side view of the occupant wearing a seat belt as viewed from the left side of the vehicle, wherein (A) shows the operating status of the knee airbag device immediately after the frontal collision of the vehicle, and (B) shows the front of the vehicle. The behavior of the occupant due to the collision is shown. (A) And (B), while the driver's seat is arrange | positioned in the vehicle rear side part of a pair of seat rail in the vehicle comprised by applying the passenger | crew lower leg protection apparatus which concerns on the 1st Embodiment of this invention. It is the side view seen from the vehicle left side which shows the case where a crew member wears a seatbelt, (A) shows the operation situation of knee airbag device immediately after frontal collision of a vehicle, (B) is frontal collision of a vehicle Shows the behavior of the occupant. (A) and (B) are arranged in the vehicle longitudinal direction middle part of a pair of seat rails in a vehicle configured by applying the occupant leg protection device according to the first embodiment of the present invention. 4A is a side view of the occupant not wearing a seat belt, as viewed from the left side of the vehicle. FIG. 5A is a diagram illustrating an operating state of the knee airbag device immediately after a frontal collision of the vehicle, and FIG. The behavior of the occupant due to the collision is shown. It is a block diagram which shows the principal part of the passenger | crew lower limb protection apparatus which concerns on the 2nd Embodiment of this invention. (A) thru | or (C) is sectional drawing seen from the vehicle left side which shows the knee airbag apparatus in the passenger | crew lower leg protection apparatus which concerns on the 2nd Embodiment of this invention with an instrument panel, (A) is The state where the knee airbag device is not activated is shown, (B) shows the state where only the lower inflator of the knee airbag device is activated, and (C) is the case where the upper and lower inflators of the knee airbag device are activated. The state is shown. (A) is a top view which shows the upper airbag of the knee airbag in the passenger | crew leg protection apparatus which concerns on the 2nd Embodiment of this invention, (B) shows the lower airbag of the said knee airbag. It is a top view. It is a block diagram which shows the principal part of the passenger | crew leg protection apparatus which concerns on the 3rd Embodiment of this invention. It is a block diagram which shows the principal part of the passenger | crew leg protection apparatus which concerns on the 4th Embodiment of this invention. It is the perspective view seen from the vehicle right diagonal back which shows the principal part of the vehicle comprised by applying the passenger | crew lower leg protection apparatus which concerns on the 4th Embodiment of this invention. It is sectional drawing seen from the vehicle left side which shows the knee bolster apparatus in the passenger | crew leg protection apparatus which concerns on the 4th Embodiment of this invention with an instrument panel. It is the perspective view seen from the vehicle right diagonal front which shows the state by which the lower actuator of the knee bolster apparatus in the passenger | crew leg protection apparatus which concerns on the 4th Embodiment of this invention was act | operated in detail. (A) And (B) is sectional drawing seen from the vehicle right side which shows the case where only the lower actuator of the knee bolster apparatus in the passenger | crew leg protection apparatus which concerns on the 4th Embodiment of this invention is act | operated, (A ) Shows the operating state of the knee bolster device immediately after the frontal collision of the vehicle, and (B) shows the behavior of the occupant due to the frontal collision of the vehicle. (A) And (B) is sectional drawing seen from the vehicle right side which shows the case where the upper actuator and lower actuator of the knee bolster apparatus in the passenger | crew's leg protection apparatus which concern on the 4th Embodiment of this invention are act | operated, (A) shows the operating state of the knee bolster device immediately after the frontal collision of the vehicle, and (B) shows the behavior of the occupant due to the frontal collision of the vehicle. It is a block diagram which shows the principal part of the passenger | crew lower limb protection apparatus which concerns on the 5th Embodiment of this invention.

Explanation of symbols

10 occupant leg protection device 12 vehicle 22 steering member (frame member)
26 Driver's seat
28 Crew 32 Seat detection sensor (seat detection means)
34 seat belt 40 seat belt detection sensor (seat belt detection means)
50 Knee airbag device (lower limb restraining means)
58 Inflator (gas generating means)
62 Upper airbag (upper restraint, airbag)
64 Lower airbag (lower restraint, airbag)
66 Connecting part 72 Controller (control means)
80 occupant leg protection device 82 upper inflator (first gas generating means)
84 Lower inflator (second gas generating means)
90 occupant leg protection device 100 occupant leg protection device 104 knee bolster device (lower limb restraining means)
108 Spring (Shock absorbing member)
124 Lower knee bolster (lower restraint)
128 Upper knee bolster (upper restraint)
150 Passenger leg protection device

Claims (5)

Seat detection means for detecting a vehicle longitudinal direction position of a vehicle seat;
Seat belt detecting means for detecting whether or not a seat belt is worn by an occupant seated in the seat;
A lower limb having an upper restraint portion on the upper side of the vehicle and a lower restraint portion on the lower side of the vehicle, which is actuated when the vehicle collides so that the lower limb of the occupant can be restrained by at least one of the upper restraint portion and the lower restraint portion. Binding means;
Control for controlling the operating state of the lower limb restraining means based on the vehicle longitudinal direction position of the seat detected by the seat detecting means and whether or not the seat belt is worn by the occupant detected by the seat belt detecting means. Means,
An occupant leg protection device. The lower limb restraining means is
Each of the upper restraint portion and the lower restraint portion is an airbag, and
A connecting portion that connects the upper restraining portion and the lower restraining portion;
Gas can be generated at the time of a vehicle collision, and when the gas generation amount is less than a predetermined amount, the upper restraint portion and the lower side are not communicated with each other in the connection portion without communicating the inside of the upper restraint portion with the inside of the lower restraint portion When one of the restraint portions is expanded and the amount of gas generated is equal to or greater than a predetermined amount, the inside of the upper restraint portion and the inside of the lower restraint portion are communicated with each other at the connecting portion. Gas generating means for expanding both,
The occupant leg protection device according to claim 1. The lower limb restraining means is
Each of the upper restraint portion and the lower restraint portion is an airbag, and
A first gas generating means capable of generating a gas at the time of a vehicle collision and expanding the upper restraint portion by generating a gas;
A second gas generating means capable of generating gas at the time of collision of the vehicle and expanding the lower restraint portion by generating gas;
The occupant leg protection device according to claim 1.   2. The occupant leg protection device according to claim 1, wherein at least one of the upper restraint portion and the lower restraint portion is slidable toward the lower limb side of the occupant by being actuated by the lower limb restraint means. .   5. An impact absorbing member that is provided between at least one of the upper restraining portion and the lower restraining portion and a skeleton member of a vehicle and that absorbs an impact from a lower limb of the occupant. Occupant leg protection device.

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