JP2007253671A - Occupant protection apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a space which enables an airbag to be securely rapidly developed between an occupant seated on a seat and a side part of a vehicle. <P>SOLUTION: A control computer 28 calculates a distance to an object in a lateral direction of a vehicle and a relative speed between the object in a lateral direction of the vehicle and the vehicle based on received information received from a side collision predictor 27, and judges possibility of occurrence of the side collision based on the calculation result. When there is a possibility of the side collision, the control computer 28 rotates an electric motor 18 in a normal direction. Accordingly, an arm rest 14 moves from a use position shown by a solid line in Fig.1 (b) to a retreated position shown by a dotted line. The arm rest 14 in the retreated position is located outside a developed area (E1, E2) of the airbag. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an occupant protection device that protects an occupant seated on a vehicle seat from a side collision in the vehicle.

  An airbag device that inflates and deploys an airbag between an occupant seated on a seat and a side door protects the occupant from a side collision of the vehicle. However, in a vehicle in which the armrest is fixed to the side door, the shape and position are set in consideration of the influence of the armrest on the deployment of the airbag, which is subject to design restrictions.

  As means for solving this, in the apparatus disclosed in Patent Document 1, the armrest is provided so as to be slidable in the front-rear direction, and the airbag apparatus is provided on the seat. When the airbag is inflated, the inflating airbag pushes and moves the armrest forward. Since the armrest moves forward from the normal position, the airbag is inflated with the influence of the armrest being suppressed.

  In the apparatus disclosed in Patent Document 2, when a side collision is predicted by the means for predicting a side collision, the protection means provided on the upper portion of the door trim is activated. The protection means is configured to drive the movable panel by a pantograph mechanism, and when a side collision is predicted, the movable panel above the armrest is moved away from the armrest provided on the side door. As a result, when the occupant's arm is placed on the armrest, the occupant's arm is moved away from the side door. Moreover, in patent document 2, the lateral acceleration sensor is employ | adopted and the side airbag apparatus is provided in the side door. When a side collision is detected by the lateral acceleration sensor, the side airbag device provided on the side door is activated to protect the occupant's chest and head.

In the apparatus disclosed in Patent Document 3, the armrest is provided so as to be movable downward from the use position, and when a side collision occurs, the armrest is moved downward from the use position. The armrest is forcibly moved downward by a driving device (forced lowering device).
JP-A-9-315258 JP 2001-206176 A JP 2005-231471 A

  However, in the apparatus disclosed in Patent Document 1, since the inflating force of the airbag is used as a driving force for moving the armrest and the armrest is moved forward, the air required for the rapid deployment of the airbag and the protection of the occupant In order to secure the reaction force of the bag, a larger expansion force is required.

  In the device disclosed in Patent Document 3, the armrest is forcibly moved downward by the drive device (forced lowering device). Therefore, when the airbag is deployed after the armrest is moved downward, the deployment of the airbag is not performed. There is no possibility that speediness is impaired. However, since the armrest is moved after the side collision occurs, it is necessary to move the armrest downward from the use position at the same speed as the airbag, and it is difficult to realize high-speed movement of the armrest. Conceivable.

  In the apparatus disclosed in Patent Document 2, the movable panel is moved away from the armrest when a side collision is predicted, but the moved movable panel remains in that position, and the airbag is between the side door and the occupant. The space to deploy is not secured.

  An object of the present invention is to secure a space for quickly and surely deploying an airbag between an occupant seated on a seat and a side portion of the vehicle even in a vehicle having an armrest.

  The present invention relates to occupant protection in a vehicle comprising side collision prediction means for predicting a side collision in a vehicle, and an airbag device for inflating an airbag between the vehicle side and an occupant seated on a vehicle seat. In the invention, the invention according to claim 1 reduces the occupation ratio of the armrest provided between the occupant seated on the seat and the side portion of the vehicle and the armrest in the deployment region of the airbag. As described above, when the side collision prediction means predicts a side collision, the retraction means retreats the armrest from the use position. It is characterized by that.

  When the side collision predicting means predicts a side collision, the armrest is retracted from the use position by the operation of the retracting means different from the airbag device, and the occupied portion of the armrest within the airbag deployment area is reduced. To do. Therefore, a space for quickly and reliably deploying the airbag is ensured between the occupant seated on the seat and the side portion of the vehicle.

In a preferred example, the retracting means retracts the armrest from the use position to the outside of the airbag deployment area.
Since the armrest goes out of the deployment area of the airbag, there is no possibility that rapid and proper deployment of the airbag between the occupant seated on the seat and the side of the vehicle is hindered by the armrest.

In a preferred example, the retracting means moves the armrest downward.
When the occupant's arm rests on the armrest, the occupant's arm is easily detached from the armrest when the armrest moves downward. When the occupant's arm is removed from the armrest, a space for quickly and reliably deploying the airbag is secured.

In a preferred example, the retracting means moves the armrest downward and to a height position of a waist portion of an occupant seated on the seat.
When a side collision occurs, the armrest moved to the height position of the occupant's waist contributes to protection of the occupant's waist.

In a preferred example, the retracting means moves the armrest downward and to a height position of the seat portion of the seat.
When a side collision occurs, the armrest moved to the height position of the seat portion of the seat contributes to suppressing the inward deformation of the vehicle side portion.

  In a preferred example, the armrest is provided on a side door of a vehicle, and a door pocket is provided below the armrest that is moved downward by a retraction means, and the door pocket is disposed inside the side door. When the side collision prediction means predicts a side collision, the movement means moves the door pocket into the side door.

Since the door pocket is moved into the side door, the door pocket does not hinder the movement of the armrest downward.
In a preferred example, the retracting means also serves as the moving means, and the door pocket is moved into the side door in conjunction with the downward movement of the armrest.

A configuration in which the retreating unit also serves as the moving unit is advantageous in terms of cost.
In a preferred example, the retracting means moves the armrest upward.
When the occupant's arm rests on the armrest, when the armrest moves upward, the occupant's arm also moves upward. Therefore, a space for quickly and reliably deploying the airbag is ensured.

In a preferred example, the retracting means translates the armrest.
The structure for moving the armrest in parallel is a simple structure with high reliability in moving the armrest from the use position to the retracted position.

  In a preferred example, the retracting means includes a parallel four-bar linkage mechanism that supports the armrest, and the armrest is coupled to a translation link of the parallel four-bar linkage mechanism.

The parallel four-bar link mechanism is suitable as a mechanism for moving the armrest in parallel.
In a preferred example, the armrest is provided on a side door of a vehicle, and the parallel four-bar linkage mechanism translates the armrest in a direction crossing the side door.

When there is a door pocket below the armrest, the armrest can be configured to move between the door pocket and the seat portion of the seat.
In a preferred example, a door pocket is provided below the armrest, and the armrest is moved downward from the side door side toward the vehicle interior side, and the door pocket is It is moved down in conjunction with the down movement.

  The configuration in which the door pocket is moved downward in conjunction with the downward movement of the armrest is such that even when there is not enough space between the door pocket and the seat seat, the armrest is placed between the door pocket and the seat seat. Makes it possible to move.

  In a preferred example, the armrest is provided in a center pillar which is a part of the side portion of the vehicle, and the retracting means retracts the armrest from the use position so as to interlock with opening and closing of the side door of the vehicle. The interlock control means switches and arranges the armrest from the retracted position to the use position in accordance with a transition from the open state to the closed state of the side door, and the side door The armrest is switched from the use position to the retracted position according to the transition from the closed state to the open state, and when the side collision prediction means predicts a side collision, the interlock control means uses the armrest. Switch from position to retreat position.

  When the side door is opened and when the side collision prediction means predicts a side collision, the armrest is switched from the use position to the retracted position. If the retracted position of the armrest is set to a place that does not hinder getting on and off, when the side door is opened, the armrest is arranged at a place that does not hinder getting on and off.

In a preferred example, the retracted position is a position corresponding to the center pillar.
A configuration in which the retreat position is set at a position corresponding to the center pillar is preferable with respect to the ease of getting on and off the passenger.

  In a preferred example, the retracting means is a reversible device that can be restored to its initial state before the operation after the operation, and when the retracting means returns to the initial state before the operation after the operation, the armrest Returns to the use position.

  Even if the retracting means is activated, the retracting means can be returned to the initial state and used as long as no side collision occurs.

  The occupant protection device of the present invention has an excellent effect that a space for quickly and surely deploying an airbag can be secured between an occupant seated on a seat and a side portion of the vehicle.

Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.
Fig.1 (a) is the figure seen from the front side of the vehicle. As shown in FIG. 1A, a door trim 13 is fixed to an inner panel 12 constituting a frame of a right side door 11 of the vehicle, and an armrest 14 can move in the front-rear direction of the vehicle on the door trim 13. Is provided. A window glass 15 is provided between the outer panel 16 and the inner panel 12 constituting the frame of the side door 11 so as to be movable up and down.

  FIG. 2 is a view as seen from the front side of the vehicle. As shown in FIG. 2, a bevel gear 17 is disposed in the space between the inner panel 12 and the door trim 13. The bevel gear 17 is rotatably supported by the support shaft 171, and the support shaft 171 is supported by being spanned between the inner panel 12 and the door trim 13. A pinion gear 20 is integrally formed with the bevel gear 17.

  A part 121 of the inner panel 12 below the support shaft 171 is cut and raised toward the door trim 13, and the electric motor 18 is supported by the cut and raised portion 121. An output shaft 181 of the electric motor 18 is directed upward, and a bevel gear 19 is fixed to the tip of the output shaft 181. The bevel gear 19 is meshed with the bevel gear 17, and the bevel gear 17 is rotated forward and backward by forward and reverse rotation of the electric motor 18.

  FIG.1 (b) is the figure seen from the vehicle. As shown in FIG. 1B, the armrest 14 includes an arm rest portion 21 that protrudes from the door trim 13 to the vehicle interior side, and a flat plate-like base portion 22 that is connected and fixed to the arm rest portion 21. . The base portion 22 faces the door trim 13, and a guided portion 221 that is long in the front-rear direction of the vehicle is integrally formed on the facing surface of the base portion 22 that faces the door trim 13. A long guide hole 23 is formed in the door trim 13 in the longitudinal direction of the vehicle. The guide hole 23 opens toward the side of the door trim 13, and the guided portion 221 passes through the guide hole 23 and protrudes into a space portion between the door trim 13 and the inner panel 12. The guided portion 221 is guided so as to be slidable in the longitudinal direction of the vehicle along the guide hole 23.

  FIG. 4 is a view as seen from the lower side of the vehicle. As shown in FIG. 4, a rack gear 222 is integrally formed at the protruding end portion of the guided portion 221 that protrudes into the space portion between the door trim 13 and the inner panel 12. The direction of the tooth row of the rack gear 222 is the front-rear direction of the vehicle, and the rack gear 222 is meshed with the pinion gear 20. When the bevel gear 17 rotates forward and backward, the rotation of the bevel gear 17 is transmitted to the rack gear 222 via the pinion gear 20, and the rack gear 222 reciprocates in the front-rear direction of the vehicle while meshing with the pinion gear 20. Thereby, the armrest 14 reciprocates in the front-rear direction of the vehicle.

The reciprocating range of the armrest 14 is between a use position indicated by a solid line in FIG. 1B and a retreat position indicated by a chain line.
FIG. 3 is a view as seen from the right side of the vehicle. As shown in FIG. 3, the seat 24 corresponding to the side door 11 includes a seat portion 241 and a backrest portion 242. A side airbag device 25 is built in the backrest 242. The side airbag device 25 includes an inflator 251 as a gas generation source, an airbag 252, and a case 253 that houses the inflator 251 and the airbag 252. The case 253 is attached to a frame (not shown) constituting the backrest part 242. When the inflator 251 is activated, high-pressure gas is sent from the inflator 251 to the airbag 252. As a result, the airbag 252 is inflated and deployed between the occupant M seated on the seat 24 and the side door 11. Specifically, the airbag 252 is inflated between the inner side portion of the side door 11 corresponding to the armrest 14 in the use position indicated by the solid line in FIGS. 1B and 4 and the occupant M seated on the seat 24. expand. The airbag 252 protects mainly the chest of the occupant M from a side collision of the vehicle.

  The region within the chain line E1 shown in FIG. 1A and the region within the chain line E2 shown in FIG. 1B are deployment regions where it is considered that there is a possibility of the airbag 252 inflating and deploying. Hereinafter, the deployment region of the airbag 252 is referred to as a deployment region (E1, E2).

  As shown in FIG. 1A, the side door 11 is provided with a lateral acceleration detector 26 and a side collision predictor 27. The lateral acceleration detector 26 detects an impact (vehicle side impact) applied to the side door 11 from the side of the vehicle as lateral acceleration (acceleration in the vehicle width direction of the vehicle). The side collision predictor 27 transmits ultrasonic waves or radio waves and receives ultrasonic waves or radio waves reflected from objects on the side of the vehicle.

  Lateral acceleration information detected by the lateral acceleration detector 26 and received information detected by the side collision predictor 27 are sent to the control computer 28. The control computer 28 controls the operation of the side airbag device 25 (inflation and deployment of the airbag 252) based on the lateral acceleration information obtained from the lateral acceleration detector 26. Further, the control computer 28 calculates the distance to the object on the side of the vehicle and the relative speed between the object on the side of the vehicle and the vehicle based on the received information obtained from the side collision predictor 27. Based on this calculation result, the operation of the electric motor 18 is controlled.

  FIG. 5 is a flowchart showing an occupant protection control program executed by the control computer 28. Hereinafter, occupant protection control will be described based on a flowchart. In normal times, the armrest 14 is in a use position indicated by a solid line in FIG. A part of the armrest 14 in the use position is in the deployment area (E1, E2).

  The control computer 28 takes in the reception information obtained from the side collision predictor 27 (step S1). The control computer 28 calculates the distance to the object on the side of the vehicle and the relative speed between the object on the side of the vehicle and the vehicle based on the received reception information, and the side based on the calculation result. It is determined whether or not there is a possibility of partial collision (step S2). If there is no possibility of a side collision (NO in step S2), control computer 28 proceeds to step S1. If there is a possibility of a side collision (YES in step S2), the control computer 28 causes the electric motor 18 to rotate forward (the direction in which the output shaft 181 rotates in the direction of the arrow Q1 as shown in FIG. 2) (step S2). S3). The bevel gear 19 rotates clockwise when viewed from above the vehicle, and the bevel gear 17 and the pinion gear 20 rotate counterclockwise when viewed from the left side of the vehicle. Thereby, the rack gear 222 moves from the rear side to the front side of the vehicle, and the armrest 14 moves from the use position indicated by the solid line to the retracted position indicated by the chain line in FIG. The armrest 14 in the retracted position is outside the deployment area (E1, E2).

  After the process of step S3, the control computer 28 takes in the lateral acceleration information obtained from the lateral acceleration detector 26 (step S4). Based on the acquired lateral acceleration information, the control computer 28 determines whether or not a side collision has occurred (step S5). If it is determined that a side collision has occurred (YES in step S5), control computer 28 activates side airbag device 25 (step S6). Thereby, the airbag 252 is inflated and deployed while extending forward. The armrest 14 is retracted from the use position to the retracted position, and the airbag 252 is inflated and deployed between the portion of the door trim 13 corresponding to the use position of the armrest 14 and the occupant M.

  If it is determined that a side collision has not occurred (NO in step S5), control computer 28 has determined whether a predetermined time has elapsed since the determination that no side collision has occurred. Is determined (step S7). If the predetermined time has not elapsed (NO in step S7), control computer 28 proceeds to step S5. If the predetermined time has elapsed (YES in step S7), the control computer 28 rotates the electric motor 18 in the reverse direction (rotation direction opposite to the arrow Q1 shown in FIG. 2) (step S8). As a result, the armrest 14 returns from the retracted position indicated by the chain line to the use position indicated by the solid line in FIG.

After the process of step S8, the control computer 28 proceeds to step S1.
The lateral acceleration detector 26 and the control computer 28 constitute side collision detection means for detecting a side collision in the vehicle. The side collision predictor 27 and the control computer 28 constitute side collision prediction means for predicting a side collision in the vehicle. The electric motor 18, the bevel gears 17 and 19, the pinion gear 20, and the rack gear 222 constitute retraction means for retracting the armrest 14 from the use position to the retreat position so as to be away from the occupant M. This retracting means is a reversible device that can return to the initial state before the operation after the operation.

In the first embodiment, the following effects can be obtained.
(1) When it is predicted that a side collision may occur, the armrest 14 is retracted from the use position to the retracted position by the operation of the electric motor 18. The armrest 14 in the retracted position is outside the deployment area (E1, E2) of the airbag 252 and after the prediction that there is a possibility of a side collision is made, the deployment area (E1, E2) of the airbag 252 is determined. There is no portion occupied by the armrest 14 in E2). Therefore, a space for quickly and reliably deploying the airbag 252 is ensured between the occupant M seated on the seat 24 and the side door 11 (side part of the vehicle).

  (2) If the side collision does not occur even though the control computer 28 determines that there is a possibility of a side collision, the electric motor 18 is reversed and the armrest 14 is It returns from the retracted position to the use position. That is, as long as a side collision does not occur, the armrest 14 can be moved from the use position to the retreat position by the electric motor 18 every time it is predicted that a side collision may occur.

  Next, a second embodiment shown in FIGS. 6A and 6B will be described. The same reference numerals are used for the same components as those in the first embodiment. FIG. 6A is a view as seen from the front side of the vehicle, and FIG. 6B is a view as seen from the lower side of the vehicle.

  In the second embodiment, a disc-shaped gear 29 is used instead of the bevel gear 17 in the first embodiment, and the pinion gear 20A is integrally formed with the gear 29. The pinion gear 20A is meshed with the rack gear 222. An electric motor 18A is attached to a cut-and-raised portion 121A that is formed by being cut and raised in an upright state from the outer panel 16 side toward the inner panel 12 side. An output shaft 181 of the electric motor 18A is directed in a direction from the door trim 13 side toward the inner panel 12 side. A pinion gear 30 is fixed to the output shaft 181, and the pinion gear 30 is engaged with a gear 29. The rotation of the electric motor 18A is transmitted to the rack gear 222 through the pinion gear 30, the gear 29, and the pinion gear 20A.

  When the control computer 28 predicts that a side collision may occur, the electric motor 18A rotates in the forward direction (the direction in which the output shaft 181 is rotated in the direction of the arrow Q2 as shown in FIG. 6A). The pinion gear 30 rotates counterclockwise when viewed from the right side of the vehicle, and the gear 29 and the pinion gear 20A rotate clockwise when viewed from the right side of the vehicle. Thereby, the rack gear 222 moves from the rear side to the front side of the vehicle, and the armrest 14 is moved from the use position shown by the solid line in FIG. 6B to the retreat position shown by the chain line so as to move away from the occupant M. When the electric motor 18A is reversed, the armrest 14 in the retracted position returns to the use position.

Also in the second embodiment, the same effect as in the first embodiment can be obtained.
Next, a third embodiment shown in FIGS. 7A and 7B will be described. The same reference numerals are used for the same components as those in the first embodiment. FIG. 7A is a view as seen from the front side of the vehicle, and FIG. 7B is a view as seen from the upper side of the vehicle.

  In the third embodiment, a vertical portion 223 is formed in the lower portion of the base portion 22B constituting the armrest 14B. A long guide hole 23B is formed in the door trim 13 in the front-rear direction. The guide hole 23B opens downward, and the vertical portion 223 is passed through the guide hole 23B. A rack gear 222B is integrally formed on the upper portion of the vertical portion 223 protruding from the guide hole 23B to the space between the door trim 13 and the inner panel 12. A pinion gear 31 is fixed to the output shaft 181 of the electric motor 18, and a rack gear 222 </ b> B is meshed with the pinion gear 31. The rotation of the electric motor 18 is transmitted to the rack gear 222B via the pinion gear 31.

  When the control computer 28 predicts that a side collision may occur, the electric motor 18 is rotated in the forward direction (the direction in which the output shaft 181 is rotated in the direction of the arrow Q3 as shown in FIG. 7B). The pinion gear 31 rotates clockwise as viewed from above the vehicle. As a result, the rack gear 222B moves from the rear side to the front side of the vehicle, and the armrest 14B moves from the use position indicated by the solid line in FIG. 7B to the retracted position indicated by the chain line. When the electric motor 18 is reversely rotated (rotation direction opposite to the arrow Q3), the armrest 14B in the retracted position returns to the use position.

Also in the third embodiment, the same effect as in the first embodiment can be obtained.
Next, a fourth embodiment shown in FIGS. 8A and 8B will be described. The same reference numerals are used for the same components as those in the first embodiment. FIGS. 8A and 8B are views seen from the front side of the vehicle.

  In the fourth embodiment, the door pocket 32 is integrally formed with the door trim 13, and the armrest 14 </ b> C is provided immediately above the door pocket 32. A cylindrical portion 224 is integrally formed on the base portion 22C constituting the armrest 14C so as to protrude into the space between the door trim 13 and the inner panel 12, and a female screw 225 is formed in the cylinder of the cylindrical portion 224. ing. The cylindrical portion 224 is directed from the inner panel 12 side to the outer panel 16 side (in the vehicle width direction on the vehicle outer side) and in a downward direction (obliquely downward). The inner panel 12 is formed with a cut-and-raised portion 121C toward the outer panel 16, and the electric motor 18 is attached to the cut-and-raised portion 121C. The output shaft of the electric motor 18 is a screw shaft 182, and the screw shaft 182 is screwed into the female screw 225 of the cylindrical portion 224. The rotation of the electric motor 18 is transmitted to the cylindrical portion 224 via the screw shaft 182 and the female screw 225. When the electric motor 18 rotates forward and backward, the cylindrical portion 224 moves up and down diagonally while the female screw 225 meshes with the screw shaft 182.

  When the control computer 28 predicts that a side collision may occur, the electric motor 18 rotates forward (in the direction of rotation in the direction of arrow Q4 as shown in FIG. 8A), and the screw shaft 182 It rotates counterclockwise when viewed from the top of the vehicle. As a result, the armrest 14 </ b> C moves toward the diagonally lower side outside the vehicle along the axial direction of the screw shaft 182 so as to be detached from the door trim 13 fixed to the inner panel 12. That is, the armrest 14C is moved from the use position shown in FIG. 8 (a) to the retracted position shown in FIG. 8 (b). When the electric motor 18 is reversely rotated (rotation direction opposite to the arrow Q4), the armrest 14C in the retracted position returns to the use position. The screw shaft 182 is a right-hand screw type, but a left-hand screw type screw shaft may be used. In this case, if the left-hand screw type screw shaft is rotated clockwise as viewed from the upper side of the vehicle, the armrest 14C moves along the axial direction of the screw shaft 182 obliquely downward on the outer side of the vehicle.

  In the fourth embodiment, even when there is a door pocket 32 immediately below the armrest 14C, the armrest 14C can be retreated to the space between the door trim 13 and the inner panel 12 without being obstructed by the door pocket 32. . Therefore, also in the fourth embodiment, the same effect as in the first embodiment can be obtained.

Next, a fifth embodiment shown in FIGS. 9A and 9B will be described. The same reference numerals are used for the same components as in the first and fourth embodiments. FIGS. 9A and 9B are views seen from the front side of the vehicle.
In the fifth embodiment, the cut-and-raised portion 121D formed by cutting and raising the inner panel 12 is equipped with the electric motor 18, and the pair of links 33 and 34 rotate via the support shafts 35 and 36. Connected as possible. A connecting piece 226 is formed on the base portion 22D constituting the armrest 14D, and links 33 and 34 are rotatably connected to the connecting piece 226 via support shafts 37 and 38, respectively. The pair of links 33 and 34, the cut and raised portion 121D, the base portion 22D, and the support shafts 35, 36, 37, and 38 constitute a parallel four-joint link mechanism R. A sector gear portion 331 is formed at the end portion of the link 33 on the support shaft 35 side. The sector gear portion 331 is meshed with the pinion gear 30 fixed to the output shaft 181 of the electric motor 18. The rotation of the electric motor 18 is transmitted to the parallel four-bar linkage mechanism R through the pinion gear 30 and the sector gear portion 331. Along with the rotation of the electric motor 18, the connecting piece 226 as a translation link constituting the parallel four-bar linkage mechanism R is translated.

  When the control computer 28 predicts that a side collision may occur, the electric motor 18 rotates in the forward direction (the direction of rotation in the direction of the arrow Q5 as shown in FIG. 9A), and the pinion gear 30 is connected to the vehicle. Rotates counterclockwise when viewed from the front. As a result, the links 33 and 34 are rotated about the support shafts 35 and 36 in the directions indicated by the arrows Q6 and Q7 (the clockwise rotation direction when viewed from the front of the vehicle). Accordingly, the armrest 14D moves obliquely downward on the vehicle interior side so as to be detached from the door trim 13 fixed to the inner panel 12. That is, the armrest 14D is translated from the use position shown in FIG. 9A to the retracted position shown in FIG. 9B. When the electric motor 18 is reversely rotated (rotation direction opposite to the arrow Q5), the armrest 14D in the retracted position returns to the use position. The retracted position of the armrest 14D is set at a height position of a waist portion K (see FIGS. 1A and 3) of the occupant seated on the seat 24 (see FIGS. 1A and 3).

  In the fifth embodiment, even when there is a door pocket 32 directly under the armrest 14D, the armrest 14D can be retracted in a direction of moving downward (obliquely downward) while moving from the door trim 13 side to the seat portion 241 side. it can. Therefore, when it is predicted that a side collision may occur, at least a part of the armrest 14D can be moved out of the deployment area (E1, E2) of the airbag 252. The parallel 4-joint link mechanism R has a simple and highly reliable configuration for moving the armrest from the use position to the retracted position.

When a side collision occurs, the armrest 14D moved to the height position of the waist K of the occupant M contributes to the protection of the occupant.
Next, a sixth embodiment shown in FIGS. 10A and 10B will be described. The same reference numerals are used for the same components as those in the fifth embodiment. FIGS. 10A and 10B are views seen from the front side of the vehicle.

  In the sixth embodiment, the door pocket 32 </ b> E is formed separately from the door trim 13. A long connecting piece 321 is formed in the door pocket 32E in the vertical direction, and a cut-and-raised portion 121E is formed in the inner panel 12. The lower part of the connecting piece 321 is rotatably connected to the cut and raised part 121E via a support shaft 39. A link 40 is rotatably connected to the link 33 via a support shaft 41, and a link 40 is rotatably connected to an upper portion of the connecting piece 321 via a support shaft 42. The rotation of the electric motor 18 is transmitted to the parallel four-bar linkage mechanism R through the pinion gear 30 and the sector gear portion 331, and is transmitted to the door pocket 32E through the links 33 and 40 and the connecting piece 321.

  When the control computer 28 predicts that a side collision may occur, the electric motor 18 rotates in the forward direction (the direction of rotation in the direction of the arrow Q5 as shown in FIG. 10A), and the pinion gear 30 is connected to the vehicle. Rotates counterclockwise when viewed from the front. As a result, the links 33 and 34 are rotated about the support shafts 35 and 36 in the directions indicated by the arrows Q6 and Q7 (the clockwise rotation direction when viewed from the front of the vehicle). Accordingly, the armrest 14D moves obliquely downward on the vehicle interior side so as to be detached from the door trim 13 fixed to the inner panel 12. That is, the armrest 14D is moved from the use position shown in FIG. 10 (a) to the retracted position shown in FIG. 10 (b). At the same time, the door pocket 32E is tilted obliquely downward on the inside of the vehicle about the support shaft 39, and the door pocket 32E is moved from the use position shown in FIG. 10 (a) to the retracted position shown in FIG. 10 (b). . When the electric motor 18 is reversely rotated (rotation direction opposite to the arrow Q5), the armrest 14D and the door pocket 32E in the retracted position are returned to the use position. The retracted position of the armrest 14D is set to the height position of the seat portion 241 of the seat 24. The parallel four-joint link mechanism R and the link 40 constitute a moving means for moving the door pocket 32E into the side door 11.

  In the sixth embodiment, the door pocket 32E directly below the armrest 14D moves obliquely downward in conjunction with the parallel four-bar linkage mechanism R and the armrest 14D. Accordingly, the retracted position of the armrest 14D when the armrest 14D is retracted downward (diagonally downward) while moving from the door trim 13 side to the vehicle interior side can be set further lower than in the case of the fifth embodiment. it can. That is, when the armrest 14D is in the retracted position, the occupation ratio of the armrest 14D in the deployment region (E1, E2) of the airbag 252 is further reduced as compared with the case of the fifth embodiment. Therefore, a larger space for quickly and reliably deploying the airbag 252 is ensured than in the case of the fifth embodiment.

  When a side collision occurs such that the side door 11 (vehicle side portion) is deformed toward the vehicle interior side, the armrest 14D moved to the height position of the seat portion 241 of the seat 24 is placed on the side portion of the seat portion 241. It abuts and suppresses deformation of the side door 11 toward the vehicle interior side.

  Next, a seventh embodiment shown in FIGS. 11A and 11B and FIGS. 12A and 12B will be described. The same reference numerals are used for the same components as those in the first embodiment. 11A and 11B are views seen from the left side of the vehicle, FIG. 12A is a view seen from the top of the vehicle, and FIG. 12B is a view seen from the bottom of the vehicle. It is a figure.

  As shown in FIG. 11A, the armrest 14 </ b> F is provided on the pillar garnish 44 that constitutes the center pillar P together with the skeleton 43. The armrest 14F includes a box-shaped arm rest portion 141 having an opening below, and a lid portion 142 that closes the opening.

  As shown in FIG. 12A, a disc-shaped gear 45 is disposed in a space between the inner wall 431 of the skeleton 43 and the inner wall 441 of the pillar garnish 44. The support shaft 451 formed integrally with the gear 45 is rotatably supported by the inner wall 431 of the skeleton 43 and the inner wall 441 of the pillar garnish 44. An electric motor 46 is mounted on the inner side of the inner wall 431 of the skeleton part 43. The output shaft 461 of the electric motor 46 passes through the inner wall 431 and protrudes into the space between the inner wall 431 and the inner wall 441. The pinion gear 47 is fixed to the protruding end of the output shaft 461. Has been. The pinion gear 47 is meshed with the gear 45.

  A guided hole 48 is formed in the outer wall 143 of the armrest 14F facing the inner wall 441 of the pillar garnish 44. As shown in FIG. 11A, the guided hole 48 has a long hole shape of an arc. An annular guided piece 50 is formed on the periphery of the guided hole 48 in the arm placing portion 141, and an arc-shaped rack gear 51 is formed on the guided piece 50.

  As shown in FIG. 12 (b), the support shaft 451 protrudes through the guided hole 48 into the arm rest portion 141 of the armrest 14 </ b> F, and on the projecting end of the support shaft 451 in the arm rest portion 141. The pinion gear 49 is fixed. The pinion gear 49 is meshed with the rack gear 51.

  As shown in FIG. 12A, the support shaft 52 is fixed to the inner wall 441 of the pillar garnish 44. The support shaft 52 protrudes through the guided hole 48 into the arm rest portion 141 of the armrest 14F, and a guide roller 53 is rotatably supported on the projecting end portion of the support shaft 52 in the arm rest portion 141. ing. A guide roller 54 is rotatably supported on a support shaft 451 in the arm rest portion 141. The guide rollers 53 and 54 can relatively roll on the upper and lower inner peripheral surfaces of the guided piece 50.

  The rotation of the electric motor 46 is transmitted to the rack gear 51 through the pinion gear 47, the gear 45, the support shaft 451, and the pinion gear 49. When the electric motor 46 rotates in the forward direction (direction rotating in the direction of the arrow Q8 as shown in FIG. 12A), the pinion gear 47 rotates counterclockwise as viewed from the left side of the vehicle, and the gear 45 and the pinion gear 49 are connected to the vehicle. Rotate clockwise as viewed from the left. Thereby, the rack gear 51 moves from the left side to the right side in FIG. 12B [from the front side to the rear side of the vehicle] while meshing with the pinion gear 49, and the armrest 14F moves from the left side to the right side in FIG. Move from front to back]. When the electric motor 46 reversely rotates (rotation direction opposite to the arrow Q8), the rack gear 51 moves from the right side to the left side in FIG. 12B while meshing with the pinion gear 49, and the armrest 14F is moved from the right side in FIG. Move to the left.

  As shown in FIG. 12A, the side door 11 is provided with an open / close detector 56. The open / close detector 56 detects the open / closed state of the side door 11. The opening / closing information detected by the opening / closing detector 56 is sent to the control computer 28. When the open / close detector 56 detects the closed state of the side door 11, the control computer 28 controls the electric motor 46 so that the armrest 14F is in the use position. When the open / close detector 56 detects the open state of the side door 11, the control computer 28 controls the electric motor 46 so that the armrest 14F is in the retracted position. That is, when the open / close detector 56 detects the transition of the side door 11 from the closed state to the open state, the control computer 28 causes the electric motor 46 to rotate forward, and the armrest 14F is moved from the use position to the retracted position. When the open / close detector 56 detects the transition of the side door 11 from the open state to the closed state, the control computer 28 reverses the electric motor 46 and the armrest 14F moves from the retracted position to the use position.

  The control computer 28, the open / close detector 56, and the electric motor 46 constitute interlocking control means for switching the armrest 14F between the use position and the retracted position so as to interlock with the opening / closing of the side door 11.

  When the control computer 28 predicts that a side collision may occur, the electric motor 46 is rotated forward, and the armrest 14F is retracted from the use position shown in FIG. 11 (a) to the retracted position shown in FIG. 11 (b). Moved to. When the electric motor 46 is reversed, the armrest 14F in the retracted position returns to the use position.

  When the armrest 14F is in the retracted position, the occupation ratio of the armrest 14F in the deployment region (E1, E2) of the airbag 252 is reduced. Accordingly, the airbag 252 deploys quickly and properly. Further, the retracted position of the armrest 14F is set at a position corresponding to the center pillar P, which is a part of the vehicle side portion, so as not to interfere with getting on and off, so that the occupant is not obstructed by the armrest 14F. Easy to get on and off.

  Next, an eighth embodiment shown in FIGS. 13A and 13B will be described. The same reference numerals are used for the same components as those in the fourth embodiment. FIG. 13A is a view as seen from the front side of the vehicle, and FIG. 13B is a view as seen from the left side of the vehicle.

  In the eighth embodiment, a pair of guide grooves 59, 60 are formed in the door trim 13, and guided rollers 61, 62 are attached to the armrest 14G so as to be able to roll in the guide grooves 59, 60. The electric motor 18 is supported by a pair of cut-and-raised portions 121G formed on the inner panel 12 so as to be tiltable via support shafts 57 and 58. The screw shaft 182 of the electric motor 18 is screwed into the female screw 225G of the cylindrical portion 224G. The rotation of the electric motor 18 is transmitted to the cylindrical portion 224G via the screw shaft 182 and the female screw 225G. When the electric motor 18 rotates forward and backward, the female screw 225G moves up and down while meshing with the screw shaft 182G, and the armrest 14G is guided up and down by the guide action between the guided rollers 61 and 62 and the guide grooves 59 and 60. The At this time, the electric motor 18 and the armrest 14G slightly tilt around the support shafts 57 and 58.

  When the control computer 28 predicts that a side collision may occur, the electric motor 18 rotates in the forward direction (the direction of rotation in the direction of the arrow Q9 as shown in FIG. 13A), and the screw shaft 182 is moved to the vehicle. Rotated clockwise as seen from above. As a result, the cylindrical portion 224G moves upward while the screw shaft 182 and the cylindrical portion 224G tilt to the outside of the vehicle about the support shafts 57 and 58. As a result, the armrest 14G is moved from the use position indicated by the solid line in FIG. 13A to the retracted position indicated by the chain line so as to move away from the door pocket 32 upward. When the electric motor 18 is reversely rotated (rotation direction opposite to the arrow Q9), the armrest 14G in the retracted position returns to the use position.

  When the arm of the occupant M is placed on the armrest 14G, when the armrest 14G moves upward, the arm of the occupant M also moves upward. Therefore, a space for quickly and reliably deploying the airbag is ensured.

In the present invention, the following embodiments are also possible.
(1) In the first to eighth embodiments, a push button switch for rotating the electric motor in the forward direction and a push button switch for rotating the electric motor in the reverse direction are provided, and the armrest is moved away from the use position by operating these push button switches. You may enable it to arrange | position in the arbitrary positions between positions.

  (2) In the first to fourth embodiments, instead of the rotary electric motor, a linear actuator (for example, a linear motor, a fluid pressure cylinder, etc.) is used to move the armrest from one of the use position and the retreat position to the other. You may enable it to switch arrangement.

  (3) You may comprise the retraction means provided with the support means which can be switched from the support state which supports an armrest to the unsupported state which cannot support an armrest. When the side collision prediction unit predicts a side collision, the support unit is switched from the support state to the unsupport state, and is switched from the support state to the unsupport state. As the support means, for example, a linear actuator such as a linear solenoid or a fluid pressure cylinder is possible. If the armrest is supported by the output shaft of the linear actuator and the output shaft is retracted from the position where the armrest is supported, the armrest falls.

(4) You may apply this invention to the structure which provided the armrest in the backrest part of the sheet | seat.
(5) In consideration of the movement area of the armrest, the air bag can be used not only to protect the chest of the occupant, but also to select the part to be protected from the shoulder, abdomen, waist or head of the occupant together with the chest It may protect against side collisions.

The technical idea that can be grasped from the embodiment described above will be described below.
[1] The occupant protection device according to any one of claims 1 to 15, wherein a deployment region of the airbag is set so as to overlap with a use position of the armrest.

1 is a front sectional view showing a first embodiment. (B) is a plane sectional view. FIG. The side view which shows a side airbag apparatus. FIG. 3 is a cross-sectional view taken along line AA in FIG. 2. The flowchart showing a passenger | crew protection control program. A 2nd embodiment is shown and (a) is a partial expansion front sectional view. (B) is the BB sectional view taken on the line of Fig.6 (a). A 3rd embodiment is shown and (a) is a partial expansion front sectional view. (B) is CC sectional view taken on the line of Fig.7 (a). A 4th embodiment is shown and (a) and (b) are partial expansion front sectional views. The 5th Embodiment is shown, (a), (b) is a partial enlarged front sectional view. The 6th Embodiment is shown, (a), (b) is a partial enlarged front sectional view. A 7th embodiment is shown and (a) and (b) are side views. (A) is the DD sectional view taken on the line of Fig.11 (a). (B) is the EE sectional view taken on the line of Fig.11 (a). 8th Embodiment is shown, (a) is a partial expanded front sectional view. (B) is a sectional side view.

Explanation of symbols

  11: A side door as a vehicle side portion. 14, 14B, 14C, 14D, 14F, 14G ... armrests. 18, 18A, 46... Electric motor constituting retreating means. 226: A connecting piece as a translation link. 24. Sheet. 241: A seat. 25. Side airbag device. 251: An inflator as a gas generation source. 252 ... Airbag. 27: A side collision predictor that forms side collision prediction means together with the control computer 28. 32, 32E ... Door pocket. 40. A link that constitutes a means for moving the door pocket together with the parallel four-bar linkage mechanism. 46: An electric motor that constitutes interlocking control means together with the control computer 28. 56. An open / close detector which constitutes interlocking control means together with the control computer 28. R: Parallel four-bar linkage mechanism. P ... Center pillar. E1, E2 ... Development area. M ... Crew. K ... waist.

Claims (15)

An airbag device having an airbag inflated and deployed by gas generated from a gas generation source, and side collision prediction means for predicting a side collision in the vehicle are provided, and the airbag is arranged on the vehicle side. In an occupant protection device in a vehicle that expands between a section and an occupant seated on a vehicle seat,
An armrest provided between an occupant seated on the seat and the vehicle side part;
Retreating means for retracting the armrest from the use position of the armrest so that the occupation ratio of the armrest in the deployment region of the airbag is reduced;
The occupant protection device for a vehicle according to claim 1, wherein when the side collision prediction unit predicts a side collision, the retreating unit retreats the armrest from the use position.   The occupant protection device for a vehicle according to claim 1, wherein the retreating unit retreats the armrest from the use position to the outside of the airbag deployment region.   The occupant protection device for a vehicle according to any one of claims 1 and 2, wherein the retreat means moves the armrest downward.   The occupant protection device for a vehicle according to claim 3, wherein the retreating unit moves the armrest to a height position of a waist portion of an occupant seated on the seat.   The occupant protection device for a vehicle according to claim 3, wherein the retracting means moves the armrest to a height position of a seat portion of the seat.   The armrest is provided on a side door of a vehicle, a door pocket is provided below the armrest, and a moving means for moving the door pocket into the side door is provided, The said moving means moves the said door pocket into the said side door when a side part collision prediction means estimates a side part collision, The Claim 1 characterized by the above-mentioned. A passenger protection device for a vehicle.   8. The retreating unit also serves as the moving unit, and the door pocket is moved into the side door in conjunction with the downward movement of the armrest. A passenger protection device for a vehicle.   The occupant protection device for a vehicle according to any one of claims 1 and 2, wherein the retreat means moves the armrest upward.   The occupant protection device for a vehicle according to any one of claims 1 to 8, wherein the retracting means translates the armrest.   The vehicle according to claim 9, wherein the retracting means includes a parallel four-bar link mechanism that supports the arm rest, and the arm rest is connected to a parallel movement link of the parallel four-bar link mechanism. Occupant protection device.   11. The vehicle occupant according to claim 10, wherein the armrest is provided on a side door of the vehicle, and the parallel four-bar linkage mechanism translates the armrest in a direction intersecting the side door. Protective device.   A door pocket is provided below the armrest, and the armrest is moved downward from the side door side toward the vehicle interior side, and the door pocket is interlocked with the downward movement of the armrest. The occupant protection device for a vehicle according to claim 11, wherein the occupant protection device is moved downward.   The armrest is provided in a center pillar that is a part of the side portion of the vehicle, and the retracting means switches the armrest between a use position and a retracted position so as to interlock with opening and closing of the side door of the vehicle. The interlock control means is configured to switch the armrest from the retracted position to the use position in accordance with the transition from the open state to the closed state of the side door, and to open the armrest from the closed state of the side door. The armrest is switched from the use position to the retreat position according to the transition to the state, and when the side collision prediction means predicts a side collision, the interlock control means moves the armrest from the use position to the retreat position. The occupant protection device for a vehicle according to any one of claims 1 and 2, wherein the occupant protection device is switched.   The occupant protection device for a vehicle according to claim 13, wherein the retreat position is a position corresponding to the center pillar.   The retracting means is a reversible device that can return to the initial state before the operation after the operation, and when the retracting means returns to the initial state before the operation after the operation, the armrest is in the use position. The occupant protection device for a vehicle according to any one of claims 1 to 14, wherein the occupant protection device is returned.

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