JP2006240351A - Air bag device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air bag device for a vehicle, which miniaturizes an air bag and a gas supply means, without reducing shock absorbing performance, in the air bag device for the vehicle having the air bag that deploys by gas supplied from the gas supply means so as to cover a bumper. <P>SOLUTION: A case 4 for storing the air bag 3 is movably supported in the vehicle longitudinal direction via a damper device 10 by a bumper reinforcement 8 fixed to a car body constituting panel 6 via support members 7 and 7. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle airbag device provided with an airbag that is deployed so as to cover a bumper, and belongs to the field of vehicle safety technology.

  Conventionally, a vehicle airbag device having an airbag that is deployed so as to cover a front bumper for protecting a pedestrian is known. For example, Patent Document 1 and Patent Document 2 are provided at a front end portion of a front bumper. An apparatus is disclosed in which an airbag is housed in a recess and gas for deployment is supplied from gas supply means provided in the vicinity of the airbag.

JP-A-11-91503 JP 2001-315599 A

  By the way, in the thing of the said patent documents 1, 2, since an airbag is directly fixed to a bumper or a vehicle body structural member, all the impacts must be absorbed with an airbag, and, for this reason, an airbag and There is a problem that the gas supply means is enlarged.

  Therefore, the present invention provides a vehicle airbag apparatus having an airbag that is deployed so as to cover a bumper with a gas supplied from a gas supply means, and the airbag and the gas supply means are reduced in size without reducing the impact absorption performance. It is an object of the present invention to provide a vehicular airbag device that can be realized.

  In order to solve the above-described problems, the present invention is configured as follows.

  First, the invention according to claim 1 of the present application is a vehicle airbag apparatus having an airbag that is deployed so as to cover a bumper with a gas supplied from a gas supply means, wherein the airbag is accommodated. Is supported by the vehicle body constituent member via the impact absorbing member so as to be movable in the vehicle front-rear direction.

  The invention described in claim 2 is characterized in that, in the invention described in claim 1, characteristic changing means for changing the shock absorbing characteristic of the shock absorbing member is provided.

  According to a third aspect of the present invention, in the second aspect of the present invention, the driving state detecting means for detecting the driving state of the vehicle is provided, and the characteristic varying means is configured so that the shock absorbing member has an impact. The absorption characteristic is changed according to the driving state of the vehicle detected by the driving state detecting means.

  Furthermore, the invention according to claim 4 is the invention according to claim 2, further comprising either a collision prediction means for predicting a collision or a collision detection means for detecting a collision, and the collision prediction. A collision target identifying means for identifying a collision target when a collision is predicted by the means or when a collision is detected by the collision detection means, and the characteristic variable means is configured to change the shock absorbing characteristics of the shock absorbing member. It changes according to the collision target detected by the collision target identification means.

  The invention according to claim 5 of the present application is the invention according to claim 2, further comprising: a collision prediction means for predicting a collision; a collision detection means for detecting a collision; and the gas supply. The means is configured to start operation when a collision is predicted by the collision prediction means, and a collision is detected by the collision detection means from when the collision is predicted by the collision prediction means. Deployment state detecting means for detecting the deployment state of the airbag based on the time until the time is provided, and the characteristic variable means detects the shock absorption characteristic of the shock absorbing member by the deployment state detection means. It is characterized by being changed according to the airbag deployment state.

  According to a sixth aspect of the present invention, in the invention of the fifth aspect, the characteristic varying means is configured such that when the collision is detected by the collision detecting means, the deployment state detecting means has a sufficient airbag. When it is detected that the shock absorbing member is deployed, the shock absorbing characteristic of the shock absorbing member is controlled to a characteristic that hardly absorbs the shock.

  Further, the invention according to claim 7 is the invention according to claim 5, wherein the characteristic varying means has a sufficient airbag when the collision detecting means detects a collision. When it is detected that the shock absorbing member has not been developed, the shock absorbing characteristic of the shock absorbing member is controlled to a characteristic that easily absorbs the shock for a predetermined time, and then controlled to a characteristic that hardly absorbs the shock.

  The invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein the shock absorbing member is a variable damper having a variable damping characteristic.

  Next, the effect of the present invention will be described.

  First, according to the first aspect of the invention, the case in which the airbag is accommodated is supported by the vehicle body component member via the impact absorbing member so as to be movable in the vehicle front-rear direction, and thus acts on the airbag. The impact is absorbed not only by the airbag but also by the impact absorbing member. Therefore, the airbag and the gas supply means can be reduced in size without deteriorating the impact absorption performance.

  By the way, it is preferable that the shock absorbing characteristics of the shock absorbing member be as soft as possible (so that the shock absorbing member is easily retracted) in consideration of the protection of the collision target. Even in such a case, the backward movement amount of the airbag case toward the rear of the vehicle increases. On the other hand, since the amount of airbag case that can be retracted is limited due to restrictions such as the vehicle body structure, if the impact absorbing characteristics of the impact absorbing member are made soft, in the case of a large impact, the airbag will retract before all the energy of the collision is absorbed. There is a risk that the pedestrian will be impacted when the limit is reached and the limit is reached (bottom).

  However, according to the invention described in claim 2, since the shock absorption characteristic of the shock absorbing member is variable, it becomes possible to set the characteristic to an appropriate one according to the magnitude of the impact, etc. As a result, the bottoming can be prevented and the impact applied to the pedestrian can be reduced. For example, in the case of a large impact, the bottoming can be avoided by making the impact absorbing property of the impact absorbing member hard (making the impact absorbing member difficult to retract). Further, in the case of a small impact, if the impact absorbing property of the impact absorbing member is made soft within a range that does not cause bottoming, the impact applied to the pedestrian can be better absorbed.

  According to the third aspect of the present invention, it is possible to appropriately set the shock absorbing characteristics of the shock absorbing member according to the driving state of the vehicle.

  Furthermore, according to the invention described in claim 4, it is possible to appropriately set the shock absorption characteristic of the shock absorbing member according to the collision target.

  According to the fifth aspect of the present invention, it is possible to appropriately set the shock absorbing characteristic of the shock absorbing member according to the deployed state of the airbag at the time of collision.

  Further, according to the invention described in claim 6, the bottom of the shock absorbing member can be prevented.

  According to the seventh aspect of the present invention, even when the airbag is not sufficiently deployed, the impact absorbing member can sufficiently protect the pedestrian, and the subsequent impact absorbing member can be bottomed. Can be prevented.

  According to the invention described in claim 8, the shock absorbing member can be realized with a simple configuration. Moreover, for example, since compression and expansion are not repeated like a spring, the influence on a pedestrian can be reduced.

  Hereinafter, the best mode for carrying out the present invention will be described.

  First, a first embodiment will be described. A vehicle airbag device according to the present invention is applied to a vehicle 1 shown in FIG. The vehicle 1 is provided with an airbag 3 that can be deployed across the vehicle width in front of the front bumper 2 as indicated by a virtual line. When the airbag 3 is not deployed, as shown in FIG. 2, the airbag 3 has a shape elongated in the vehicle width direction and slidably fitted in the housing portion 2a that opens in the lower portion of the front bumper 2 in the vehicle front-rear direction ( (Refer FIG. 1) It is accommodated in the airbag case 4 in the folded state. Returning to FIG. 1, a blower fan 5 that supplies air for deployment to the airbag 3 is attached to a vehicle body component (not shown) at the front of the vehicle body. Here, the purpose of using the blower fan 5 as the gas supply means is to enable the airbag 3 to be repeatedly deployed even during parking, for example. An inflator that can only be used may be used. Further, by elongating the airbag case 4 as described above, there is no need to accommodate airbags that are long in the vehicle width direction by folding both ends of the airbag case inward in the vehicle width direction. Can be reduced in thickness.

  Bumper reinforcements 8 extending in the vehicle width direction are fixed to the front part of the vehicle body constituting panel 6 constituting the front part of the vehicle body via support members 7, 7, and are attached to both ends of the bumper reinforcement 8. The airbag case 4 is attached via hydraulic damper devices 10 and 10. Here, the damper devices 10 and 10 are provided at both ends of the pamper reinforcement 8 for the purpose of stably receiving an impact acting on the airbag case 4.

  As shown in FIG. 2, the damper device 10 includes a piston 11, a case 12, and an accumulator 14 connected to an oil chamber X formed by these via a connecting pipe 13. When pressure is applied to the piston 11, the hydraulic oil in the oil chamber X flows into the accumulator 14 via the connecting pipe 13, and then when the pressure disappears, the hydraulic oil naturally flows into the oil chamber due to the atmospheric pressure in the accumulator 14. Return to X. Further, the damper device 10 has a variable passage area valve 16 on the connecting pipe 13 that can be switched between three stages of large, medium, and small passage areas by an electric actuator 15, and the pressure is applied. The flow rate of the hydraulic oil that sometimes returns into the accumulator 14 can be switched in three stages. The variable passage area valve 16 can be configured using a known technique, and will not be described in detail. According to this, even when the same pressure is applied to the piston 11, the stroke speed of the piston 11 is switched in three stages by switching the passage area. That is, the damper characteristic (impact absorption characteristic) of the damper device 10 is variable in three stages. For example, if the passage area is increased, the stroke speed becomes relatively fast and the collision target (pedestrian or the like) A soft (S) damper characteristic with relatively little impact applied to is realized. On the other hand, when the passage area is small, the stroke speed is relatively slow, and a hard (H) damper characteristic capable of absorbing a large collision energy is realized. Further, if the passage area is medium, a medium (M) damper characteristic between soft (S) and hard (H) is realized.

  By the way, it is preferable that the damper characteristic of the damper device 10 is soft (S) as much as possible in consideration of protection of the collision target. The amount of backward movement of the piston 11 of the damper device 10 to the rear of the vehicle is larger than that of the case. On the other hand, since the piston 11 can move backward in a limited amount, if the damper characteristic of the damper device 10 is soft (S), in the case of a large impact, the piston 11 can move backward before all the energy of the collision is absorbed. However, it is preferable to prevent this bottoming because the impact on the pedestrian is relatively large due to the bottoming. Therefore, in the present embodiment, the damper device 10 is controlled so as to reduce the impact on the pedestrian as much as possible while preventing this bottoming, and the configuration of the control and the like will be described below. To do.

  That is, the vehicle 1 is provided with a controller 20 as shown in FIG. 3, and as shown in FIGS. 1 and 3, a front end of the vehicle body predicts a collision of a pedestrian or the like with the vehicle body. A collision prediction sensor 21 (for example, a radar or an infrared sensor) and a vehicle speed sensor 22 for detecting the vehicle speed Vs are provided. The controller 20 is based on signals input from these sensors 21 and 22. According to the flowchart shown in FIG. 4, the power supply to the blower fan 5 is controlled, and the power supply to the electric actuator 15 is controlled to control the damper characteristic of the damper device 10.

  That is, first, in step S1, it is determined whether or not there is a possibility that the pedestrian will collide with the vehicle body based on the signal from the collision prediction sensor 21, and if there is no possibility of collision (NO), the process returns. On the other hand, when there is a possibility of a collision (YES), the blower fan 5 is energized for a predetermined time to deploy the airbag 3 in step S2.

  In step S3, it is determined whether or not the vehicle speed Vs at the time of the collision detected by the vehicle speed sensor 22 is greater than a predetermined value Vs1, and if so (YES), in step S4, each of the damper devices 10, The damper characteristic of 10 is set to hard (H) and energization to the electric actuator 15 is controlled so that the damper characteristic becomes hard (H). On the other hand, when the vehicle speed Vs is not greater than the predetermined value Vs1 (NO), it is determined in step S5 whether the vehicle speed Vs is equal to or lower than the predetermined value Vs1 and equal to or higher than the predetermined value Vs2. (YES), in step S6, the energization to the electric actuator 15 is controlled so that the damper characteristic becomes medium (M). If this condition is not met (NO), the damper characteristic is determined in step S7. The energization to the electric actuator 15 is controlled so as to be soft (S). A summary of the control results according to this flowchart is shown in FIG.

  Next, the operation of the vehicle airbag device according to the first embodiment will be described.

  First, when it is determined that a pedestrian may collide with the vehicle body based on a signal from the collision prediction sensor 21, the blower fan 5 is energized. As a result, the air supplied from the blower fan 5 As shown in FIG. 6, the airbag 3 is inflated and deployed. At the same time, the damper characteristics of the damper devices 10, 10 are controlled based on the vehicle speed Vs at the time of the collision prediction.

  Then, as shown in FIG. 7, when the pedestrian (P) collides with the inflated airbag 3, the airbag 3 is compressed, and the vehicle 3 from the front side of the vehicle acting via the airbag 3 is compressed. When the piston 11 of the damper device 10 is moved to the vehicle rear side by the pressure, the hydraulic oil enters the seed chamber X of the damper device 10 through the connecting pipe 13 and the passage area variable valve 16 as indicated by an arrow. As a result, the airbag case 4 attached to the front end of the piston 11 of the damper device 10 moves backward in the housing 2a of the front bumper 2 toward the vehicle rear side. That is, the impact at the time of collision is absorbed by both the airbag 3 and the damper device 10, and according to this, the airbag 3 and the blower fan 5 are reduced in size without reducing the impact absorption performance. Will be able to.

  In this case, the damper characteristic of the damper device 10 at this time is controlled to be soft (S) when the vehicle speed Vs at the time of the collision is less than the predetermined value Vs2, that is, in the case of a collision during a relatively low speed traveling. Therefore, the impact applied to the collision target can be minimized.

  On the other hand, when the vehicle speed Vs at the time of the collision is larger than the predetermined value Vs1, that is, in the case of a collision during a relatively high speed traveling, the damper device 10 is controlled so that the damper characteristic is hard (H). While preventing the apparatus 10 from bottoming, it is possible to absorb large collision energy due to high-speed collision. That is, even when the vehicle speed Vs at the time of the collision is high, it is possible to prevent the impact due to the bottom from being applied to the collision target.

  On the other hand, when the vehicle speed Vs at the time of the collision is equal to or lower than the predetermined value Vs1 and equal to or higher than the predetermined value Vs2, that is, when the vehicle is traveling at a relatively medium speed, control is performed so that the damper characteristic of the damper device 10 becomes medium (M). Therefore, while appropriately absorbing the intermediate effect of the case where the vehicle speed Vs at the time of the collision is less than the predetermined value Vs2 and the case where the vehicle speed Vs at the time of the collision is greater than the predetermined value Vs1, The effect of preventing bottoming is produced.

  Next, a second embodiment (corresponding to the invention described in claim 4) will be described. In the vehicle 31 according to the second embodiment, the configuration other than the controller and the sensors is the same as that of the first embodiment, and the description thereof is omitted and the same reference numerals are used.

  That is, as shown in FIGS. 8 and 9, the vehicle 31 according to the second embodiment is provided with a controller 40, and a front end of the vehicle body is used to predict a collision of a pedestrian or the like with the vehicle body. A collision prediction sensor 41 (for example, a radar or an infrared sensor) is provided, and a collision target detection sensor 42 (for example, a CCD camera) for detecting a collision target is provided in the passenger compartment. The controller 40 controls the energization to the blower fan 5 and the energization to the electric actuator 15 according to the flowchart shown in FIG. 10 based on the signals input from these sensors 41 and 42. By doing so, the damper characteristic of the damper device 10 is controlled.

  That is, first, in step S11, it is determined whether or not there is a possibility that the pedestrian will collide with the vehicle body based on the signal from the collision prediction sensor 41. If there is no possibility of collision (NO), the process returns. On the other hand, when there is a possibility of a collision (YES), in step S12, the blower fan 5 is energized for a predetermined time to deploy the airbag 3.

  In step S13, it is determined whether or not the size of the collision target detected by the collision target detection sensor 32 is large. If so (YES), the damper characteristics of the damper devices 10 and 10 are determined in step S14. Is set to hard (H), and energization to the electric actuator 15 is controlled so that the damper characteristic becomes hard (H). On the other hand, when the physique of the collision target is not large (NO), in step S15, it is determined whether or not the physique of the collision target is medium, and when this condition is met (YES), in step S16, The energization to the electric actuator 15 is controlled so that the damper characteristic becomes medium (M), and when this condition is not met (NO), in step S17, the damper characteristic becomes soft (S). The energization to the electric actuator 15 is controlled. FIG. 11 shows a summary of the control results according to this flowchart.

  Next, the operation of the vehicle airbag apparatus according to the second embodiment will be described.

  First, when it is determined based on a signal from the collision prediction sensor 41 that a pedestrian may collide with the vehicle body, the airbag 3 is deployed and the airbag 3 and the damper device are deployed as in the first embodiment. Thus, the impact at the time of collision is absorbed by both of them, and according to this, the airbag 3 and the blower fan 5 can be reduced in size without deteriorating the impact absorbing performance.

  In that case, since the damper characteristic of the damper device 10 at this time is controlled by software (S) when the size of the collision target is small, the impact applied to the collision target can be minimized.

  On the other hand, when the size of the collision target is large, the damper characteristic of the damper device 10 is controlled to be hard (H), so that it is possible to absorb large collision energy while preventing the damper device 10 from bottoming out. . That is, even when the size of the collision target is large, it is possible to prevent the impact due to the bottom from being applied to the collision target.

  On the other hand, when the physique of the collision target is medium, the damper characteristic of the damper device 10 is controlled to medium (M). That is, there is an effect of preventing bottoming while appropriately absorbing the impact applied to the collision target.

  In the second embodiment, the physique is detected when a collision is predicted, but a separate collision sensor is provided so that the physique is detected when a collision is detected by the collision sensor. It may be.

  Next, a third embodiment will be described. In the vehicle according to the third embodiment, the configuration other than the controller and the sensors is the same as that of the first embodiment, and the description thereof is omitted and the same reference numerals are used.

  That is, the vehicle 51 according to the third embodiment is provided with a controller 60 as shown in FIGS. 12 and 13, and the front end of the vehicle body is used to predict a collision of a pedestrian or the like with the vehicle body. A collision prediction sensor 61 (for example, a radar or an infrared sensor) is provided, and collision sensors 62 and 62 (for example, a G sensor) for detecting a collision of a pedestrian with the vehicle body are provided at both ends in the vehicle width direction at the front end of the vehicle body Is provided. The controller 60 controls energization to the blower fan 5 and energizes the electric actuator 15 according to the flowchart shown in FIG. 14 based on signals input from these sensors 61, 62 and 62. By controlling the above, the damper characteristic of the damper device 10 is controlled.

  First, in step S21, it is determined whether there is a possibility that the pedestrian will collide with the vehicle body based on the signal from the collision prediction sensor 61. If there is no possibility of collision (NO), the process returns. On the other hand, if there is a possibility of a collision (YES), the blower fan 5 is energized for a predetermined time to deploy the airbag 3 in step S22.

  When a collision is detected based on the signals from the left and right collision sensors 62 and 62, whether or not the pedestrian's collision position is on the left side of the vehicle body based on the signals from the collision sensors 62 and 62 in step S23. If it is on the left side (YES), in step S24, to the electric actuator 15 so that the damper characteristic of the left damper device 10 of the damper devices 10, 10 is hard (H). And the energization to the electric actuator 15 is controlled so that the damper characteristic of the right damper device 10 is soft (S). Here, the determination of the collision position is performed by comparing the detection values of the left and right collision sensors 62, 62, for example, the value of G. On the other hand, if it is not the left side in step S23 (NO), it is determined in step S25 whether or not the collision position of the pedestrian is on the right side of the vehicle body. If it is on the right side (YES), in step S26, the electric actuator 15 is energized so that the damper characteristic of the left damper device 10 of the damper devices 10, 10 is soft (S). At the same time, the energization to the electric actuator 15 is controlled so that the damper characteristic of the right damper device 10 is hard (H). On the other hand, when it is not the right side in step S25 (NO), that is, when the collision is not in the left side or the right side but is almost in the center, the damper characteristics of both damper devices 10 and 10 are respectively medium in step S27. The energization to the electric actuator 15 is controlled so as to be (M). A summary of the control results according to this flowchart is shown in FIG.

  Next, the operation of the vehicle airbag apparatus according to the third embodiment will be described.

  First, when it is determined that there is a possibility that a pedestrian may collide with the vehicle body based on a signal from the collision prediction sensor 21, the airbag 3 is deployed, and the airbag 3 and the damper device are the same as in the first embodiment. Thus, the impact at the time of collision is absorbed by both of them, and according to this, the airbag 3 and the blower fan 5 can be reduced in size without deteriorating the impact absorbing performance.

  In that case, when the collision position of the pedestrian is on the left side of the vehicle body, the damper characteristic of the left damper device 10 that must absorb more energy than the right damper device 10 is hard (H), Since the damper characteristic of the right damper device 10 is soft (S), it is possible to realize a damper characteristic such as medium (M) as a whole while preventing the left damper device 10 from bottoming.

  On the other hand, when the collision position of the pedestrian is on the right side of the vehicle body, the damper characteristic of the right damper device 10 that must absorb more energy than the left damper device 10 is hard (H), Since the damper characteristic of the left damper device 10 is soft (S), it is possible to realize a damper characteristic such as medium (M) as a whole while preventing the right damper device 10 from bottoming.

  On the other hand, when the collision position of the pedestrian is substantially in the center in the vehicle width direction, the damper characteristics of both the right and left damper devices 10 are medium (M). Can be effectively absorbed by sharing evenly.

  Next, a fourth embodiment (corresponding to the invention described in claims 5 to 7) will be described. In the vehicle according to the fourth embodiment, the configuration other than the controller and the sensors is the same as that of the first embodiment, and the description thereof is omitted and the same reference numerals are used.

  That is, as shown in FIGS. 16 and 17, the vehicle 71 according to the fourth embodiment is provided with a controller 80, and the front end of the vehicle body is used to predict a collision of a pedestrian or the like with the vehicle body. For this purpose, a collision prediction sensor 81 (for example, a radar or an infrared sensor) and a collision sensor 82 (for example, a G sensor) for detecting a pedestrian's collision with the vehicle body are provided. The controller 80 controls the energization to the blower fan 5 and the energization to the electric actuator 15 according to the flowchart shown in FIG. 18 based on the signals input from these sensors 81 and 82. By doing so, the damper characteristic of the damper device 10 is controlled.

  First, in step S31, it is determined whether or not there is a possibility that the pedestrian will collide with the vehicle body based on the signal from the collision prediction sensor 81. If there is no possibility of collision (NO), the process returns. On the other hand, when there is a possibility of a collision (YES), in step S32, the blower fan 5 is energized for a predetermined time and the deployment of the airbag 3 is started.

  In step S33, it is determined whether or not a pedestrian collision has occurred, based on the signal from the collision sensor 82. If no collision has occurred (NO), this determination is made until a collision occurs. repeat. When a collision occurs (YES), a time t from the collision prediction to the collision detection is calculated in step S34.

  In step S35, it is determined whether the time t from the collision prediction to the collision detection is larger than the first predetermined time t1 and smaller than the second predetermined time t2, and when this condition is met (YES). In step S36, energization to the electric actuator 15 is controlled so that the damper characteristic becomes hard (H). If this condition is not met, the time t is less than or equal to the first predetermined time t1 in step S37. It is determined whether or not.

  When the time t is equal to or shorter than the first predetermined time t1 in step S37 (YES), first, in step S38, the energization to the electric actuator 15 is controlled so that the damper characteristic is soft (S). Thereafter, when a predetermined time has elapsed (when it is determined YES in step S39), in step S40, energization to the electric actuator 15 is controlled so that the damper characteristic is hard (H).

  On the other hand, when the time t is not equal to or shorter than the first predetermined time t1 in step S37 (NO), first, in step S41, the electric actuator 15 is energized so that the damper characteristic is hard (H). Then, when a predetermined time has elapsed (when it is determined YES in step S42), in step S43, the energization to the electric actuator 15 is controlled so that the damper characteristic becomes soft (S). A summary of the control results according to this flowchart is shown in FIG.

  Next, the operation of the vehicle airbag apparatus according to the fourth embodiment will be described.

  First, when it is determined that a pedestrian may collide with the vehicle body based on a signal from the collision prediction sensor 21, the blower fan 5 is energized. As a result, the air supplied from the blower fan 5 As shown in FIG. 6 described above, the airbag 3 is inflated and deployed.

  After that, when a pedestrian or the like collides with the inflated airbag 3, the airbag 3 is compressed and an airbag case 4 attached to the front end of the piston 11 of the damper device 10 is provided in the housing portion of the front bumper 2. The vehicle will move backward in the vehicle 2a. That is, the impact at the time of collision is absorbed by both the airbag 3 and the damper device 10, and according to this, the airbag 3 and the blower fan 5 are reduced in size without reducing the impact absorption performance. Will be able to.

  In this case, in this embodiment, when it is detected that a pedestrian or the like has collided with the inflated airbag 3, a time t from the collision prediction to the collision detection is calculated, and this time t Based on the above, the damper characteristic of the damper device 10 is controlled.

  That is, when the time t from the collision prediction to the collision detection is larger than the first predetermined time t1 and smaller than the second predetermined time t2, that is, when the airbag 3 is sufficiently deployed, the damper characteristics of the damper device 10 Is controlled to be hard (H). Therefore, the impact can be sufficiently absorbed by the airbag 3 while preventing the damper device 10 from bottoming.

  On the other hand, when the time t from the collision prediction to the collision detection is equal to or shorter than the first predetermined time t1, that is, when the airbag 3 is not sufficiently deployed, first, the damper characteristic of the damper device 10 is soft (S ), And after a predetermined time, it is controlled to hardware (H). Therefore, even when the airbag 3 is not sufficiently deployed at the time of the collision, the shock at the beginning of the collision can be sufficiently absorbed by the damper device 10 and the bottom of the damper device 10 can be prevented.

  On the other hand, when the time t from the collision prediction to the collision detection is equal to or longer than the second predetermined time t2, that is, when the airbag 3 is in the process of contracting after being fully deployed at the time of the collision, first, the damper of the damper device 10 is used. The characteristic is controlled to hard (H), and after a predetermined time, it is controlled to soft (S). Accordingly, the impact at the beginning of the collision is absorbed by the airbag 3 and, even after that, even when the airbag 3 contracts, the damper device 10 can sufficiently absorb the impact.

  Here, correspondence between the constituent elements described in the claims and the constituent elements of the respective embodiments will be described. That is, the “gas supply means” in claim 1 of the claims corresponds to the blower fan 5 of the embodiment, the “bumper” corresponds to the bumper 2, the “airbag” corresponds to the airbag 3, The “case” corresponds to the case 4, the “vehicle body component member” corresponds to the bumper reinforcement 8, 8, and the “impact absorbing member” corresponds to the damper device 10. The “characteristic varying means” in claim 2 corresponds to the passage area variable valve 16 (including the actuator 15) and the controller 20. The “driving state detection means” in claim 3 corresponds to the vehicle speed sensor 22. The “collision prediction means” in claim 4 corresponds to the collision prediction sensor 41, and the “collision target identification means” corresponds to the collision target identification sensor 42. The “collision predicting means” in claim 5 corresponds to the collision predicting sensor 81, the “collision detecting means” corresponds to the collision sensor 82, and the “deployment state detecting means” corresponds to the controller 80. A “variable damper” in claim 8 corresponds to the damper device 10.

  In each of the above-described embodiments, a valve whose passage area can be switched in three stages is used as the passage area variable valve of the damper device. However, a valve 16 whose passage area can be continuously changed is used. May be.

  In each of the above embodiments, the damper device has a variable damping force. However, the shock absorbing member according to the first aspect of the present invention includes a non-variable damping force. In that case, for example, it can be realized by a configuration without an accumulator or a passage area variable valve as shown in FIG. Specifically, hydraulic oil is circulated between the oil chambers Y1 and Y2 defined by the piston 91 and the case 92 via one-way orifices 91a and 91b provided in the piston 91 that can only flow in opposite directions. It is. In this case, the damping force of the damper device 90 can be set by changing the diameters of the one-way orifices 91a and 91b.

  In the case shown in FIG. 20, if the diameters of the one-way orifices 91a and 91b are variable, the same effect can be obtained when the damper device 10 is used.

  Further, in each of the above embodiments, the vehicle airbag device according to the present invention is applied to the front bumper, but it can also be applied to the rear bumper.

  In each of the above embodiments, the damper characteristics are controlled based on any one of the vehicle speed, the physique, the airbag deployment state, and the collision position. It is possible to control by combining two or more elements with light weight, and according to this, it becomes possible to perform damper characteristic control that can flexibly cope with the collision situation.

  The present invention can be widely applied to a vehicle airbag apparatus provided with an airbag that is deployed so as to cover a bumper.

1 is a schematic plan view of a front portion of a vehicle provided with a vehicle airbag device according to a first embodiment of the present invention. It is AA sectional drawing of FIG. It is a control block diagram of the airbag apparatus for vehicles. It is an example of the flowchart of control by the airbag apparatus for vehicles. It is a damper characteristic table | surface of the damper apparatus of the airbag apparatus for vehicles. It is explanatory drawing of the effect | action of the airbag apparatus for vehicles (the 1). It is explanatory drawing of an effect | action similarly (the 2). It is a schematic plan view of the front part of the vehicle provided with the vehicle airbag device according to the second embodiment of the present invention. It is a control block diagram of the airbag apparatus for vehicles. It is an example of the flowchart of control by the airbag apparatus for vehicles. It is a damper characteristic table | surface of the damper apparatus of the airbag apparatus for vehicles. It is a schematic plan view of the front part of the vehicle provided with the airbag apparatus for vehicles which concerns on the 3rd Embodiment of this invention. It is a control block diagram of the airbag apparatus for vehicles. It is an example of the flowchart of control by the airbag apparatus for vehicles. It is a damper characteristic table | surface of the damper apparatus of the airbag apparatus for vehicles. It is a schematic plan view of the front part of the vehicle provided with the airbag apparatus for vehicles which concerns on the 4th Embodiment of this invention. It is a control block diagram of the airbag apparatus for vehicles. It is an example of the flowchart of control by the airbag apparatus for vehicles. It is a damper characteristic table | surface of the damper apparatus of the airbag apparatus for vehicles. It is a figure equivalent to FIG. 2 of the vehicle airbag apparatus which changed the structure of the damper apparatus.

Explanation of symbols

1 Vehicle 2 Front bumper (bumper)
3 Airbag 4 Airbag case 5 Blower fan (gas supply means)
6 Bumper reinforcement (body components)
10,10 Damper device (Shock absorbing member, variable damper)
15, 15 Variable passage area valve (characteristic variable means)
22 Vehicle speed sensor (driving condition detection means)
21, 41, 61, 81 Collision prediction sensor (collision prediction means)
62, 62, 82 Collision sensor (collision detection means)
42 Collision target detection sensor (collision target identification means)
80 controller (deployment state detection means)

Claims (8)

A vehicle airbag apparatus having an airbag deployed so as to cover a bumper with a gas supplied from a gas supply means,
A vehicle airbag device characterized in that a case in which the airbag is accommodated is supported by a vehicle body constituent member via an impact absorbing member so as to be movable in the vehicle longitudinal direction. The vehicle airbag device according to claim 1,
A vehicle airbag device comprising: characteristic changing means for changing the shock absorption characteristic of the shock absorbing member. The vehicle airbag device according to claim 2,
Driving state detection means for detecting the driving state of the vehicle is provided,
The vehicle air bag apparatus according to claim 1, wherein the characteristic changing means changes the shock absorption characteristic of the shock absorbing member in accordance with the driving state of the vehicle detected by the driving state detecting means. The vehicle airbag device according to claim 2,
Either a collision prediction means for predicting a collision or a collision detection means for detecting a collision is provided,
A collision object identifying means for identifying a collision object when a collision is predicted by the collision prediction means or when a collision is detected by the collision detection means;
The vehicle air bag apparatus according to claim 1, wherein the characteristic changing means changes a shock absorption characteristic of the shock absorbing member in accordance with a collision target detected by the collision target identifying means. The vehicle airbag device according to claim 2,
A collision prediction means for predicting a collision;
A collision detection means for detecting a collision, and
The gas supply means is configured to start operation when a collision is predicted by the collision prediction means,
And the deployment state detection means for detecting the deployment state of the airbag based on the time from when the collision is predicted by the collision prediction means until when the collision is detected by the collision detection means is provided,
The vehicle air bag apparatus according to claim 1, wherein the characteristic varying means changes the shock absorbing characteristic of the shock absorbing member in accordance with the airbag deployment state detected by the deployed state detecting means. The vehicle airbag device according to claim 5,
When the collision detection unit detects that the airbag is sufficiently deployed when the collision detection unit detects that the airbag is sufficiently deployed, the variable characteristic unit has a shock absorbing characteristic of the shock absorbing member. The vehicle airbag device is characterized in that it is controlled so as not to absorb shocks. The vehicle airbag device according to claim 5,
When the collision detection is detected by the collision detection unit, the characteristic variable unit detects the shock absorption characteristic of the shock absorbing member when the deployment state detection unit detects that the airbag is not sufficiently deployed. The vehicle airbag device is characterized in that after the control is performed to a characteristic that easily absorbs shock for a predetermined time, the characteristic is controlled to be difficult to absorb shock. The vehicle airbag device according to any one of claims 1 to 7,
The vehicle airbag apparatus according to claim 1, wherein the shock absorbing member is a variable damper having a variable damping characteristic.

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