JP2008247211A - Side airbag device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a side airbag device capable of improving occupant protecting performance regardless of a seating posture of an occupant. <P>SOLUTION: A state in a side part of a vehicle is monitored, and the presence/absence of a part of a body of the occupant in an occupant restraining area (an area between a body side portion of the vehicle and the occupant) of an airbag is detected. When side collision is estimated and it detected that a part of the body of the occupant is in the occupant restraining area of the airbag (timing t2), actuation starting time of an inflator as shown by a specific line L1, is advanced rather than actuation starting time (timing t5) when the inflator is actuated according to the detection (timing t4) of the side collision by an impact sensor as shown by a specific line L2. Furthermore, the airbag is expanded and deployed at deploying speed V1 slower than deploying speed V2 of a case that the actuation of the inflator is started after the side collision (the specific line). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a side airbag device in which an airbag is inflated and deployed between a body side portion of a vehicle and a vehicle seat so as to reduce an impact from the side of the vehicle and protect an occupant.

  A side airbag device is widely known as a device that protects an occupant from a shock when a side impact is applied to the vehicle due to a side collision (see, for example, Patent Document 1). The side airbag device includes an inflator and an airbag, and is stored in a seat back (backrest) of a vehicle seat in a compact state by folding the airbag.

  In the above-described side airbag device, when an impact is applied from the side to the body side portion of the vehicle, the inflator is activated to inject gas into the airbag. The airbag is inflated and deployed by the ejected gas, and the seat back is broken at a specific location. The airbag pops out from the breakage point of the seat back in a state where a part of the airbag is left in the seat back. The airbag is inflated and deployed forward from the seat back in a narrow occupant restraint region between the occupant seated on the vehicle seat and the body side portion. This inflated and deployed air bag is interposed between the occupant and the body side portion that enters the vehicle compartment, restrains the occupant, and mitigates the side impact transmitted to the occupant through the body side portion.

By the way, in the side collision, the occupant restraint area is very narrow compared to other collision modes, for example, a front collision. For this reason, in the case of a side collision, it is required to inflate and deploy the airbag in the occupant restraint area in a very short time after the side collision has occurred, from the viewpoint of reliably protecting the occupant. In order to meet this requirement, when a side collision is detected, the airbag is inflated and deployed at high speed.
JP 2004-276808 A

  However, if the airbag is inflated and deployed at a high speed as described above, the airbag can be inflated and deployed in a short time after the occurrence of a side collision, while the energy that the inflated and deployed airbag gives to the occupant as a reaction force is high. . Therefore, when the occupant is seated in a posture different from the normal seating posture and a part of the body is located in the occupant restraint region of the airbag, it is difficult to restrain the occupant appropriately, and the occupant protection performance is improved. There is still room for improvement.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a side airbag device capable of improving passenger protection performance regardless of the sitting posture of the passenger.

  In order to achieve the above object, an invention according to claim 1 is directed to an inflator, a side collision detection means for detecting a side collision of a vehicle, and the inflator according to detection of a side collision by the side collision detection means. An inflator control means for operating and injecting gas; and an airbag that is housed and fixed in a vehicle seat and that is inflated and deployed in a passenger restraint region between the body side portion of the vehicle and the vehicle seat by the gas from the inflator. In the side airbag device comprising: an occupant detection means for detecting the presence or absence of a part of the occupant's body in the occupant restraint area; a side collision prediction means for predicting a side collision of the vehicle; and a side collision prediction means An execution condition is that a collision is predicted and a part of the body is detected by the occupant detection means. When the execution condition is satisfied, the inflator control means An operation start timing changing means for causing the operation start timing of the inflator to be earlier than an operation start timing corresponding to the detection of a side collision by the side collision detection means; and when the execution condition is satisfied, The gist of the invention is to include a deployment speed lowering unit that lowers the deployment speed of the airbag deployment performed in response to the side collision detection by the side collision detection unit.

  According to the above configuration, the “execution condition” is that a side collision is predicted by the side collision prediction unit, and a part of the occupant's body is detected in the occupant restraint region of the airbag by the occupant detection unit. Then, the operation of the inflator and the deployment speed of the airbag are controlled with different contents according to the state of the execution condition.

<When execution conditions are not satisfied>
In this case, when a side collision of the vehicle is detected by the side collision detection means, the inflator is operated by the inflator control means in response to the detection, and gas is ejected from the inflator. The gas is supplied to an airbag housed and fixed in a vehicle seat. After the airbag is inflated and deployed in the vehicle seat by this gas, the airbag pops out from the vehicle seat and is inflated and deployed at a high deployment speed in the passenger restraint region between the body side portion and the vehicle seat. The inflated airbag is interposed between the occupant and the body side portion that enters the vehicle compartment, restrains the occupant, and mitigates the side impact transmitted to the occupant through the body side portion.

<When execution conditions are met>
Here, in the conventional side airbag device, when a side collision occurs, this is detected by a sensor. In response to the detection, the operation of the inflator is started, and the airbag is inflated and deployed by the gas ejected from the inflator. On the other hand, if a side collision can be predicted, the operation of the inflator can be started before the side collision occurs, so that the airbag can be inflated and deployed, and there is a margin in the time for inflating and deploying the airbag.

  In view of this point, in the first aspect of the invention, the inflator operation start timing by the inflator control means is earlier than the operation start timing according to the side collision detection by the side collision detection means by the operation start timing change means. It is done. Further, in accordance with the change in the operation start timing, the deployment speed of the airbag is lowered by the deployment speed lowering means than the deployment speed of the airbag performed in response to the side collision detection by the side collision detection means. Due to the decrease in the deployment speed, the energy given to the occupant as a reaction force by the airbag that is inflated and deployed decreases, and the occupant is preferably restrained.

  As described above, according to the first aspect of the present invention, when the occupant is seated in the normal seating posture, the airbag can be quickly inflated and deployed to reliably protect the occupant from the impact. Further, when the occupant is seated in a posture in which a part of the body is positioned in the occupant restraint region, the airbag can be slowly inflated and deployed to suitably protect the occupant. The occupant protection performance can be improved regardless of the sitting posture of the occupant.

  The invention according to claim 2 is the invention according to claim 1, further comprising a side collision speed detecting means for detecting a relative speed immediately before a side collision between the vehicle and the side collision object, wherein the operation start time change is performed. When the detection result of the side collision speed detection means is high when the side collision is predicted by the side collision prediction means, the operation start timing of the inflator by the inflator control means is indicated, and the detection result is non-high speed. The gist is to be earlier than the time.

  According to the above configuration, when a side collision is predicted, if the relative speed immediately before the side collision between the vehicle and the side collision object is high, the inflator is more than the case of non-high speed (medium / low speed). The operation start time of is advanced. This change in the operation start time is performed whether or not a part of the occupant's body is in the occupant restraint area.

  As described above, the inflator operation start timing is advanced, so that the inflation and deployment period of the airbag is shifted to an earlier side even when the deployment speed is lowered or not. Along with this, the restraint of the occupant by the air bag is started at an earlier time, and the occupant protection performance is also improved from this point.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, a side collision speed detecting means for detecting a relative speed immediately before a side collision between the vehicle and a side collision object, and the vehicle seat The seating position detecting means for detecting the seating position of the occupant, and the side collision predicting means detects that the occupant is seated at a normal position when the side collision is predicted, and the side collision is detected by the seating position detecting means. The gist of the present invention is to further include change prohibiting means for prohibiting change of the operation start timing of the inflator by the operation start timing changing means when the detection result of the speed detection means is low.

  Here, the internal pressure of the airbag inflated and deployed by the gas changes with time. The internal pressure rises at the initial stage of inflating and deploying the airbag, reaches a maximum when the inflating and deploying is completed, and then starts to descend. It is desirable that the occupant is restrained by the airbag when the internal pressure becomes maximum.

  On the other hand, after the occurrence of a side collision, the desired restraint timing for restraining the occupant differs depending on the relative speed (side collision speed) between the vehicle and the side collision object. This desirable restraint timing is early when the side collision speed is fast (for example, at medium / high speed), and becomes slower as the side collision speed becomes slower.

Further, when the operation start time of the inflator is advanced, the period of inflation and deployment of the airbag is shifted to the earlier side. Along with this, the time when the internal pressure of the airbag becomes maximum also becomes earlier.
Therefore, if the inflator operation start timing is advanced when the side impact speed is low, the timing at which the internal pressure of the airbag becomes maximum may be earlier than the desired restraint timing corresponding to the side impact speed. In this case, the occupant is restrained by the airbag having a low internal pressure, and there is a concern that the protection performance of the occupant is not sufficiently exhibited.

  In this regard, in the invention according to claim 3, when the occupant is seated at the normal position and the relative speed (side impact speed) immediately before the side impact between the vehicle and the side impact target object is low, the inflator is activated. Changing the start time is prohibited. In this case, the operation start time of the inflator is the same as the operation start time of the inflator when the side collision of the vehicle is detected by the side collision detection means. Along with this, the airbag inflating and deploying period is also the same as when the vehicle side collision is detected by the side collision detection means.

  Therefore, the timing at which the internal pressure of the airbag becomes maximum can be brought close to a desirable restraint timing corresponding to a low side impact speed. Even when the side collision speed is low, the occupant can be properly restrained when the internal pressure of the airbag is high.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the airbag is configured to be stored by being folded and stored in the vehicle seat. The deployment speed reducing means is a long member having a redundant portion that is fixed to the vehicle seat or the airbag at one end thereof and that is in a slack state when the airbag is in the storage configuration. A holding part that holds the redundant part in a slack state and releases the holding as the airbag is inflated and deployed, and a connection that directly or indirectly connects the other end of the elongate member to the vehicle seat. Connecting means configured to be able to switch between a state and a connection release state for releasing the connection, and when the airbag is inflated and deployed, when the deployment speed of the airbag is reduced Holding the coupling means in the connecting state, when not to lower the same development speed is summarized in that switching the connecting means to the connecting release state.

  According to said structure, in the side airbag apparatus, the one end part of an elongate member is being fixed to the vehicle seat or the airbag. The other end of the long member is connected to the vehicle seat or released from the connection depending on the state of the connecting means (connected state / disconnected state). In the connected state, the other end is directly or indirectly connected to the vehicle seat via the connecting means. By this connection, the long member is fixed to the vehicle seat at both ends thereof. In the disconnected state, the connection of the other end to the vehicle seat is released. By this release, the long member is fixed to the vehicle seat only at one end thereof. The action by the connecting means is common in the inventions according to claims 4-7.

  When the airbag is inflated and deployed when the coupling means is in the coupled state, the long member is pulled and tensioned along with the inflation and deployment of the airbag, but the holding portion holds the redundant portion in a slack state, It tries to prevent the airbag from being inflated and deployed. If the airbag continues to inflate and deploy from the tension state of the long member, the energy of inflation and deployment of the airbag is consumed to release the holding by the holding portion, and the airbag deployment speed is reduced. . Then, when the holding portion is released, there is no longer an attempt to hold the redundant portion in a slack state, and a slack portion is generated. If the airbag continues to inflate and deploy at this time, the slack state of the redundant portion is eliminated and the airbag is stretched, and the long member is tensioned again.

  On the other hand, when the airbag is inflated and deployed when the connecting means is in the disconnected state, the long member is fixed to the vehicle seat only at one end thereof, preventing the airbag from being inflated and deployed. Therefore, the function of reducing the deployment speed is not exhibited.

Thus, by switching the connection state and the connection release state of the connection means, it is possible to reduce the deployment speed of the airbag or not to decrease the deployment speed.
According to a fifth aspect of the present invention, in the invention according to any one of the first to third aspects, the airbag is configured to be stored by being folded and stored in the vehicle seat. The deployment speed reducing means is a long member having a redundant portion that is fixed to the vehicle seat or the airbag at one end thereof and that is in a slack state when the airbag is in the storage configuration. The redundant portion is held in a slack state by the holding portion, and the holding by the holding portion is released as the airbag is inflated and deployed, and the holding by the holding portion is released A second redundant portion that is stretched along with the inflation and deployment of the airbag before, and a connected state in which the other end portion of the elongate member is directly or indirectly connected to the vehicle seat, and Connection means configured to be able to switch the connection release state for releasing the connection is provided, and when the airbag is inflated and deployed, the connection means is held in the connection state when the deployment speed of the airbag is reduced. The gist is to switch the connecting means to the disconnected state when the expansion speed is not lowered.

According to the above configuration, when the airbag is in the storage configuration, the second redundant portion is in a slack state, and the first redundant portion is held in a slack state by the holding portion.
When the airbag is inflated and deployed when the coupling means is in the coupled state, the elongated member is pulled along with the inflation and deployment of the airbag, but the second redundant portion is merely stretched, and the elongated member is inflated. There is almost no hindrance to the expansion of the bag.

  When the airbag is inflated and deployed, the second redundant portion is stretched and tensioned with the inflation and deployment. The holding part holds the first redundant part in a slack state and tries to prevent the airbag from being inflated and deployed. When the airbag continues to inflate and deploy from a state in which the second redundant portion is in tension, the energy for inflating and deploying the airbag is consumed to eliminate the holding by the holding portion, and the airbag deployment speed is reduced. Be made. When the holding by the holding unit is cancelled, there is no longer anything that tries to hold the first redundant portion in a sagging state, and a sagging portion occurs. If the airbag continues to inflate and deploy at this time, the slack state of the first redundant portion is eliminated and the airbag is stretched, and the long member is tensioned again.

  On the other hand, when the airbag is inflated and deployed when the connecting means is in the disconnected state, the long member is fixed to the vehicle seat only at one end thereof, preventing the airbag from being inflated and deployed. Therefore, the function of reducing the deployment speed is not exhibited.

Thus, by switching the connection state and the connection release state of the connection means, it is possible to reduce the deployment speed of the airbag or not to decrease the deployment speed.
In addition, it is effective to use a plurality of combinations of the first redundant part and the holding part as the developing speed reduction means, and to change the holding strength of the holding part for each first redundant part. In this case, with the inflation of the airbag, it is possible to release the holding by the holding portion in order from the first redundant portion having the holding portion with a low holding strength. Each time the holding by each holding portion is released, the energy for inflating and deploying the airbag is consumed, and the airbag deployment speed can be continuously reduced over a predetermined period (time).

  The first redundant portion may be one in which a part of the long member is folded and held in a folded state by the holding portion. For example, in a long member, a folded portion is held in a folded state by being sewn with a sewing thread or bonded with an adhesive. In this case, the stitched portion by the sewing thread and the glued portion by the adhesive correspond to the holding portion. In these cases, as the airbag is inflated and deployed, the above-mentioned holding is released by breaking or cutting the stitched portion or the bonded portion.

  Further, the holding unit may be configured by a pair of snap-type fastening parts such as a snap fit, a snap button, and a snap hook. In this case, both fastening parts are provided at locations facing each other in the folded portion of the long member. When both the fastening parts are connected to each other, a part of the long member is held in a folded state. Moreover, the above-mentioned holding is released by separating both fastening parts as the airbag is inflated and deployed.

  The invention according to claim 6 is the invention according to any one of claims 1 to 3, wherein the airbag is folded into a storage configuration for storing in the vehicle seat, The deployment speed reduction means is fixed to the vehicle seat or the airbag at one end of the deployment speed reduction means, and is in a slack state when the airbag is in the storage configuration, and is tensioned by the airbag that is inflated and deployed. A long member, a part to be separated provided in the longitudinal direction of the long member and separated along with the inflation and deployment of the airbag, and the other end of the long member as the vehicle seat And a connecting means configured to be able to switch between a connected state for connecting directly or indirectly and a released state for releasing the connection. Tsu when reducing the deployment speed of the grayed retain the connecting means to the connecting state, when not to lower the same development speed is summarized in that switching the connecting means to the connecting release state.

  According to the above configuration, when the airbag is inflated and deployed while the coupling means is in the coupled state, the elongated member is pulled and tensioned as the airbag is inflated and deployed. Trying to prevent the bag from expanding and deploying. Here, in the long member, the strength is lower than the other parts in the separation planned portion, and when the external force such as the tension of the airbag is applied to the long member, the long member is separated in the separation planned portion. It is easy to be separated.

  For this reason, if the airbag continues to inflate and deploy from a state in which the long member is in tension, the energy for inflating and deploying the airbag is consumed for separation of the scheduled separation portion, and the deployment speed of the airbag is reduced. And if a long member is isolate | separated in a separation scheduled part as mentioned above, the force which tries to prevent the expansion | deployment of the airbag by the long member will lose | eliminate.

  On the other hand, when the airbag is inflated and deployed when the connecting means is in the disconnected state, the long member is fixed to the vehicle seat only at one end thereof, and the airbag is inflated and deployed. Prevents the function of reducing the deployment speed from being hindered.

Thus, by switching the connection state and the connection release state of the connection means, it is possible to reduce the deployment speed of the airbag or not to decrease the deployment speed.
In addition, it is effective to use a plurality of long members having the planned separation portion and having different lengths as the development speed reducing means as described above. In this case, if the strength of the planned separation portion is constant, the long member can be separated in the planned separation portion in order from the short long member as the airbag is inflated. It is possible to continuously reduce the airbag deployment speed over a predetermined period (time) by consuming the energy of inflation and deployment of the airbag every time the separation-scheduled portion is separated in each long member.

  Moreover, the scheduled separation part may be constituted by, for example, a perforation put in a long member. In this case, the perforation is formed by putting a plurality of cuts each having a predetermined length into the long member at predetermined intervals. And a long member is isolate | separated in a scheduled separation part by the part between adjacent notches being fractured | ruptured.

  The invention according to claim 7 is the invention according to any one of claims 1 to 3, wherein the expansion speed reducing means is formed of a stretchable material and has one end portion thereof for the vehicle. A long member fixed to the seat or the airbag and extended by an inflating and deploying airbag; a connection state in which the other end of the long member is directly or indirectly connected to the vehicle seat; A connection means configured to be able to switch a connection release state to be released, and when the airbag is inflated and deployed, the connection means is held in the connection state when the deployment speed of the airbag is reduced, and the deployment speed is The gist of the invention is to switch the connecting means to the disconnected state when it is not reduced.

  According to the above configuration, when the airbag is inflated and deployed while the coupling means is in the coupled state, the long member is pulled by the airbag that is inflated and deployed to be in a tension state. Since the long member is formed of a stretchable material, when the airbag is further inflated and deployed, the inflation and deployment is performed by extending the long member. The long member has an elastic restoring force, and this elastic restoring force increases as the long member expands. Therefore, the energy for inflating and deploying the airbag is consumed for the extension of the long member, and the deployment speed of the airbag is reduced.

  On the other hand, when the airbag is inflated and deployed when the connecting means is in the disconnected state, the long member is fixed to the vehicle seat only at one end thereof, and the airbag is inflated and deployed. Prevents the function of reducing the deployment speed from being hindered.

Thus, by switching the connection state and the connection release state of the connection means, it is possible to reduce the deployment speed of the airbag or not to decrease the deployment speed.
In addition, the said elongate member in the invention as described in any one of the said Claims 4-7 may be arrange | positioned outside the said airbag like the invention of Claim 8, and, According to a ninth aspect of the present invention, the airbag may be disposed inside the airbag.

  In particular, as in the invention described in claim 8, when the long member is disposed outside the airbag, the long member exhibits a function of regulating the inflation form of the airbag. Therefore, it is also possible to restrict the phenomenon that the airbag is inflated excessively in the vehicle width direction.

  According to a tenth aspect of the present invention, in the invention according to any one of the first to third aspects, the deployment speed reducing means does not limit a supply amount of the gas ejected from the inflator to the airbag. A movable member that moves between an unrestricted position and a restricted position that restricts the supply amount, and when the airbag is not inflated and deployed, the movable member is unrestricted when the deployment speed of the airbag is not reduced. When maintaining the position and lowering the deployment speed, the gist is to move the movable member to the limit position.

  According to the above configuration, the movable member is movable between the non-restricted position and the restricted position. When the movable member is in the unrestricted position, the amount of gas ejected from the inflator to the airbag is not limited by the movable member. In this case, a large amount of gas is supplied to the airbag, and the airbag is inflated and deployed at a high deployment speed. On the other hand, when the movable member is in the restriction position, the amount of gas ejected from the inflator to the airbag is restricted by the movable member. In this case, a small amount of gas is supplied to the airbag, and the airbag is inflated and deployed at a slow deployment speed.

  In this way, by switching the position of the movable member between the non-restricted position and the restricted position, it is possible to reduce the deployment speed of the airbag or not to reduce the deployment speed.

  According to the side airbag device of the present invention, when a side collision of the vehicle is predicted when a part of the occupant's body is in the occupant restraining region of the airbag, the inflator is activated prior to the actual side collision. At the same time, the deployment speed of the airbag is reduced. Therefore, by reducing the energy given to the occupant as a reaction force by the airbag that is inflated and deployed, the occupant seated in a posture in which a part of the body is positioned in the occupant restraint region can be suitably restrained. The occupant protection performance can be improved regardless of the sitting posture of the vehicle.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.
In the following description, the forward direction of the vehicle will be described as the front (front of the vehicle), and the reverse direction of the vehicle will be described as the rear (rear of the vehicle). Further, in the following description, the vertical direction means the vertical direction of the vehicle, and the horizontal direction is the vehicle width direction of the vehicle and coincides with the horizontal direction when the vehicle moves forward.

  As shown in at least one of FIGS. 1 and 2, a vehicle seat 22 is disposed in the vicinity of the vehicle inner side (upper side in FIG. 2) of the body side portion 21 in the vehicle. Here, the body side portion 21 refers to a member disposed on the side portion of the vehicle, and mainly includes a door, a pillar, and the like. For example, the body side part 21 corresponding to the front seat is a front door, a center pillar (B pillar), or the like. The body side portion 21 corresponding to the rear seat is a rear portion of a side door (rear door), a C pillar, a front portion of a tire house, a rear quarter, and the like.

The vehicle seat 22 includes a seat cushion (seat portion) 23 and a seat back (backrest portion) 24.
As shown in at least one of FIGS. 2 and 3, the seat back 24 has a side support portion 25 on each of the side portions 26 at the front portion thereof in the vehicle width direction. Both side support portions 25, 25 are for supporting the occupant P so as to regulate the movement of the occupant P seated on the vehicle seat 22 and leaning against the seat back 24 in the vehicle width direction.

Next, in the seat back 24, the internal structure of the side part 26 outside the vehicle including the side support part 25 will be described.
In the seat back 24, a seat frame forming the skeleton is disposed. As shown in FIG. 3, a seat pad 27 made of an elastic material such as urethane foam is disposed around the seat frame. A part of the seat frame is disposed in the side portion 26 of the seat back 24, and this portion (hereinafter referred to as “side frame portion 28”) is formed by bending a metal plate.

  The seat pad 27 is covered with a plurality of skins 31 to 33. The skins 32 and 33 are overlapped and stitched at the front side of the side support portion 25. The stitched portion 34 is accommodated in a groove 35 provided in the seat pad 27. Since the stitched portion 34 is lower in strength than the non-stitched portions of the both epidermis 32 and 33, it constitutes a part of a planned fracture portion that is broken by an airbag 44 described later.

  Moreover, in the skins 31 and 32, the location corresponding to the base portion of the side support portion 25 is folded back and stitched. The stitched portion 36 is accommodated in a groove portion 37 provided in the front portion of the seat pad 27 in a state of being pulled rearward.

  Further, two webbings 38 and 39 are wound around portions between the outer skins 32 and 33 and the seat pad 27 and corresponding to the periphery of the side frame portion 28 and an airbag module 43 described later. Both the force cloths 38 and 39 are each formed in a belt-like shape from a material with little elongation for the purpose of improving the deployability of the airbag 44. One end of each force cloth 38, 39 is sewn together with the skins 32, 33 at the stitched portion 34. Further, the other end of each of the webbings 38 and 39 is locked to the side frame portion 28. Both the force cloths 38 and 39 are in an expanded state in the initial stage of inflation and deployment of the airbag 44, thereby suppressing the inflation of the airbag 44 in a direction different from a predetermined deployment direction. In addition, both the force cloths 38 and 39 suppress the deformation of the seat pad 27 and the elongation of the skins 32 and 33 and cause the breakage of the planned breakage portion.

A storage space 41 for incorporating the airbag module 43 is provided in the vicinity of the side frame portion 28 of the seat pad 27.
A slit 42 extends from the corner on the vehicle outer side and the front side of the storage space 41 toward the stitched portion 34 of the skins 32 and 33. A portion of the seat pad 27 between the slit 42 and the stitched portion 34 has a thin shape, and together with the stitched portion 34 constitutes the above-described planned fracture portion.

  The airbag module 43 incorporated in the storage space 41 includes an airbag 44 and an inflator assembly 47 as main components. Next, each of these structural members will be described. 6 and 7 schematically show the airbag module 43 in a state where the airbag 44 is deployed without being filled with gas.

<Airbag 44>
As shown in FIG. 6, the airbag 44 is made of a material having high strength and flexibility, and can be easily folded, for example, a woven fabric formed using polyester yarn, polyamide yarn, or the like. It is formed in a bag shape with a single base fabric.

  In this formation, a base fabric having a predetermined shape is folded in half at the central portion. Along with the folding, a pair of front and back overlapping portions 44A and 44B having the same shape are formed. Both overlapping portions 44A and 44B are arranged and used such that the side 45 that is folded in half is on the vehicle rear side. Further, both overlapping portions 44A and 44B are wide areas from the waist portion Pp of the occupant P seated on the vehicle seat 22 (see FIGS. 1 and 2) to the chest portion Pt when the airbag 44 has been inflated and deployed. It has the size and shape that can cover. This size / shape is merely an example, and the airbag 44 may have a size / shape different from this. For example, the airbag 44 may have a size and shape that can cover a region from the waist portion Pp to the shoulder portion of the occupant P.

The pair of overlapping portions 44A and 44B may be formed by overlapping two base fabrics. In this case, each base fabric constitutes each overlapping portion 44A, 44B.
Both overlapping portions 44A and 44B are coupled at a peripheral coupling portion 46 provided at the peripheral portion thereof. In the first embodiment, the peripheral joint portion 46 is provided by sewing the peripheral portions of the overlapping portions 44A and 44B with sewing threads. The peripheral joint 46 may be provided by means different from the sewing using the sewing thread, for example, bonding using an adhesive.

<Inflator assembly 47>
The inflator assembly 47 includes an inflator 48 as a gas generation source, and a retainer 49 attached to the inflator 48. The inflator 48 and the retainer 49 are disposed in a rear portion in the front-rear direction in the internal space of the airbag 44 and in a substantially intermediate portion in the vertical direction in the airbag 44.

  The inflator 48 has a substantially cylindrical shape elongated in the substantially vertical direction, and a gas generating agent (not shown) is accommodated therein. In this type of inflator 48, gas is generated by the combustion reaction of the gas generating agent. A plurality of gas ejection ports 51 for ejecting the generated gas radially outward are provided at one end (here, the lower end) of the inflator 48.

  As the inflator 48, a type in which a partition of a high-pressure gas cylinder filled with a high-pressure gas is broken with an explosive or the like to eject gas may be used instead of the type using the gas generating agent.

  On the other hand, the retainer 49 is a member that functions as a diffuser and has a function of fixing the inflator 48 together with the airbag 44 to the side frame portion 28 (see FIG. 3). Most of the retainer 49 is formed in a substantially cylindrical shape elongated in the vertical direction by bending a plate material such as a metal plate. On the front side of the lower end portion of the retainer 49, a window portion 52 that exposes a part of the gas outlet 51 of the inflator 48 from the retainer 49 is provided, and the gas from the gas outlet 51 passes through the window portion 52 to the vehicle. Erupted almost to the front. As shown in FIG. 4, a bolt 53 is implanted in a place different from the window portion 52 of the retainer 49, and the bolt 53 is inserted into the airbag 44 and exposed to the outside of the airbag 44. ing.

  By the way, in the side airbag device, the airbag 44 is made into a compact form (hereinafter referred to as “storage form”) suitable for incorporation into the storage space 41 (see FIG. 3) through the following steps. . First, as shown in FIG. 7, the airbag 44 in a state of being deployed without being filled with gas is folded in a bellows. The bellows fold here is one of the folding modes of the airbag 44, and the airbag 44 is directed from the front side of the vehicle toward the rear side of the vehicle along a plurality of fold lines 54 extending substantially in the vertical direction. Fold back while changing the folding direction alternately by a constant width. By performing this bellows folding, as shown in FIG. 8 (A), the airbag 44 has an elongated shape in a substantially vertical direction as an intermediate form for the storage form.

  Next, the upper portion and the lower portion of the airbag 44 that is elongated as described above are moved in the direction indicated by the arrows in FIG. 8A, that is, the upper portion is rotated clockwise and the lower portion is counterclockwise. Each is folded in the clockwise direction. In the first embodiment, each of the upper part and the lower part of the airbag 44 is folded once, but this is only an example, and the number of times of folding can be changed as appropriate. As a result of these turns, the length of the airbag 44 in the substantially vertical direction is shortened as shown in FIG.

  And the airbag 44 folded as mentioned above is bundled with the binding tape 55 in a plurality of places (two places in FIG. 8B). The airbag 44 is held in a folded state by these binding tapes 55.

  As shown in FIG. 3, the airbag module 43 configured as described above is configured such that the inflator assembly 47 is positioned on the rear side and the bellows-folded portion of the airbag 44 is positioned on the front side. It is accommodated in the storage space 41 of the back 24. As described above, the bolt 53 inserted through the airbag 44 is fastened to the side frame portion 28 by the nut 63. By this fastening, the inflator assembly 47 is fixed to the side frame portion 28 together with the airbag 44.

  In the airbag module 43, the airbag 44 is inflated by the gas from the inflator 48 as follows. Details will be described later. First, the airbag 44 is inflated and deployed in the storage space 41 immediately after the start of gas supply. As this inflation and deployment proceeds, the airbag 44 begins to inflate by pressing the side support portion 25 forward. When the side support portion 25 swells forward, the back of the occupant P seated on the vehicle seat 22 and leaning against the seat back 24 is pushed forward. The airbag 44 that inflates and deploys pushes the occupant P through the side support portion 25, that is, indirectly. When the inflation and deployment further proceeds, the airbag 44 breaks the side support portion 25 and jumps out of the vehicle seat 22 with a part left in the storage space 41. The airbag 44 is inflated and deployed forward from the vehicle seat 22 in an occupant restraint region Z1 (see FIG. 2) between the body side portion 21 and the vehicle seat 22. This inflated and deployed airbag 44 directly pushes and restrains the occupant P.

  Here, the entire period from the start to the completion of the inflation and deployment of the airbag 44 is referred to as an “inflation and deployment period”. This inflating and deploying period can be divided into a period in which the airbag 44 directly or indirectly pushes and restrains the occupant P and a period in which the airbag 44 is not restrained. As described above, the airbag 44 presses and restrains the occupant P indirectly or directly after the timing when the airbag 44 starts to inflate by pressing the seat pad 27 forward. The timing at which the seat pad 27 starts to be inflated is in the middle of the inflating and expanding period. Therefore, here, for the sake of convenience, based on the timing at which the seat pad 27 starts to inflate, the period before that is referred to as “the first period of the inflating and expanding period”, and the period after that timing is referred to as “the latter period of the inflating and expanding period”. To do. When defined in this way, “the first period of the inflating and deploying period” corresponds to a period in which the occupant P is not restrained, and “the latter part of the inflating and deploying period” corresponds to a period in which the occupant P is restrained directly or indirectly.

  In the first half of the inflating and deploying period, the airbag 44 is inflated and deployed at a deployment speed V2 that is as fast as the conventional side airbag apparatus, while in the latter part of the inflating and deploying period, the airbag 44 is installed in the conventional side airbag apparatus. In order to inflate and deploy at a slower deployment speed V1, the following configuration is newly adopted.

  As shown in FIG. 4, the airbag module 43 includes a belt 56 formed of a cloth, a tape, or the like as a long member in addition to the basic configuration described above. The belt 56 has a length that can surround the airbag 44 that has been inflated and deployed. More specifically, the belt 56 is slightly longer than the circumferential length of the airbag 44 that has been inflated and deployed in a state where a redundant portion 57 described later is stretched. Has a short length. This length is longer than the length required to enclose the airbag 44 in the storage configuration. And the belt 56 is arrange | positioned in the state which enclosed the airbag 44 in the substantially horizontal direction in the exterior of the airbag 44 made into the accommodation form. The length of the belt 56 may be the same as or longer than the circumferential length of the airbag 44 that has been inflated and deployed.

  The bolts 53 of the retainer 49 described above are inserted into one end (downward in FIG. 4) of the belt 56, and the end 56 </ b> A is fixed to the side frame portion 28 by the bolts 53 and nuts 63. In this way, the end portion 56 </ b> A of the belt 56 is fixed to the vehicle seat 22.

  As shown in FIGS. 4 and 5A, the other end 56B of the belt 56 (upper side in FIG. 4) is indirectly connected to the vehicle seat 22 by a connecting means. The connecting means includes an anchor member 71 and a restraining member 72. The anchor member 71 is formed by a pin or the like, and is fixed to the end portion 56B. The restraining member 72 is formed of a shape memory alloy that deforms when energized, and is fixed to the end portion 56 </ b> A of the belt 56.

  When the restraint member 72 is not energized, the restraint member 72 has a substantially annular shape around the anchor member 71 and holds the anchor member 71 as shown in FIG. By this gripping, the connecting means is in a state where the end portion 56B is connected to the side frame portion 28 via the anchor member 71, the restraining member 72, the end portion 56A, the bolt 53, and the nut 63 (connected state). Since the end portion 56A of the belt 56 is always fixed to the vehicle seat (side frame portion 28), the belt 56 is fixed to the vehicle seat 22 at both ends 56A and 56B in this connected state. It becomes the state.

  When energized, the restraining member 72 is deformed into a substantially arc shape around the anchor member 71 as shown in FIG. Due to this deformation, the force of gripping the anchor member 71 of the restraining member 72 is weakened, and the connecting means is in a disconnected state where the connecting state (restraint) of the anchor member 71 by the restraining member 72 is released. In this disconnected state, the belt 56 is fixed to the vehicle seat 22 only at one end portion 56A.

And in the said connection means, when the electricity supply with respect to the restraint member 72 is controlled by the control apparatus 84 mentioned later, the said connection state and a connection cancellation | release state are switched.
With respect to the belt 56, a surplus portion (hereinafter referred to as “redundant portion 57”) that is not related to the surrounding of the airbag 44 in the storage form is slackened. The redundant part 57 includes a first redundant part 58 and a second redundant part 60. Here, a plurality of first redundant portions 58 and a plurality of second redundant portions 60 are provided.

  As shown in at least one of FIGS. 4 and 9A, each first redundant portion 58 is for regulating and lowering the deployment speed of the airbag 44 in the latter stage of the inflation and deployment period. It has the same configuration. As shown in at least one of FIG. 9B and FIG. 10, each first redundant portion 58 is a fold line 59 extending in a direction (vertical direction in FIG. 10) substantially perpendicular to the length direction of the belt 56. Are evenly set, and the belt 56 is folded along the folding line 59 thereof. In the first embodiment, two fold lines 59, 59 are set for each first redundant portion 58, and the belt 56 is folded along the fold lines 59, 59 while alternately changing the folding direction. Yes. Since there are two fold lines 59, in each first redundant portion 58, three fold pieces 61 in contact with each fold line 59 are formed, and these fold pieces 61 are overlapped.

  Each first redundant portion 58 is provided with a holding portion 62 that holds this in a sagging state and releases the holding as the airbag 44 is inflated. In the first embodiment in which the first redundant portion 58 is configured by folding a part of the belt 56, each first redundant portion 58 is provided with a holding portion 62 that holds the three folded pieces 61 in an overlapped state. ing. Here, each holding part 62 is formed by stitching three folding pieces 61 in a direction (vertical direction in FIG. 10) substantially perpendicular to the length direction of the belt 56 with a sewing thread. In this configuration, the holding portion 62 is released by breaking the stitched portion of the sewing thread as the airbag 44 is inflated and deployed.

  Further, if the holding unit 62 for each first redundant unit 58 defines the strength that holds the three folded pieces 61 in the first redundant unit 58 in an overlapped state, the holding unit 62 defines 3 as the holding strength. One folded piece 61 is sewn with a holding strength different from that of the other first redundant portion 58. Due to such stitching, the holding strength differs for each first redundant portion 58.

(I) The folded piece 61 is stitched using a plurality of types of sewing threads having different strengths for each first redundant portion 58.
(Ii) The folded piece 61 is stitched using a plurality of sewing threads having different thicknesses for each first redundant portion 58. In this case, the holding strength increases as the sewing thread becomes thicker.

(Iii) The length of stitching is made different for each first redundant portion 58. In this case, the holding strength increases as the length of the suture increases.
(Iv) Different sewing intervals are used for each first redundant portion 58. In general, the holding strength increases as the sewing interval decreases.

(V) The number of holding units 62 is made different for each first redundant unit 58. In this case, the holding strength for each first redundant unit 58 increases as the number of holding units 62 increases.
On the other hand, each second redundant portion 60 is for allowing the airbag 44 to be inflated and deployed at a high deployment speed in the first half of the inflating and deploying period, and the belt 56 is released from being held by the holding portion 62. This is a portion that is stretched along with the inflation and deployment of the airbag 44.

  The plurality of first redundant portions 58, the holding portions 62 for each first redundant portion 58, and the plurality of second redundant portions 60 constitute a deployment speed reduction means. In this developing speed reduction means, the material, length, and width of the belt 56, the number of first redundant portions 58, the holding strength, and the like are set so as to satisfy the following conditions.

Condition 1: The holding portion 62 does not hinder the inflation and deployment of the airbag 44 in the first period of the inflation and deployment period of the airbag 44.
Condition 2: In the latter stage of the inflation and deployment period of the airbag 44, the holding portion 62 hinders the inflation and deployment of the airbag 44 and reduces the deployment speed, which is about the same as the airbag in the conventional side airbag device. Complete inflation and deployment at the timing. The same timing refers to the time when a predetermined time has elapsed since the occurrence of the side collision (see timing t6 in FIG. 12).

  As shown in FIG. 3, the side airbag device includes an impact sensor 81, a side collision prediction sensor 82, an occupant detection camera 83, and a control device 84 in addition to the airbag module 43 described above.

  The impact sensor 81 is used as a side collision detection means, and is provided on the body side portion 21 of the vehicle. The impact sensor 81 detects this when an impact of a predetermined value or more is applied to the vehicle from the side (when a side collision occurs).

  The side collision prediction sensor 82 is used as a part of the side collision prediction means and the side collision speed detection means, and is configured by a millimeter wave radar or the like. Millimeter wave radar emits radio waves (millimeter waves) having a wavelength of several millimeters to the side of the vehicle (own vehicle), and reflects the object located in the same direction, mainly from other vehicles (other vehicles). Radio waves are received, and the position of the side collision object and the relative speed with the vehicle (own vehicle) are measured based on the propagation time, the frequency difference caused by the Doppler effect, and the like.

  The occupant detection camera 83 is used as occupant detection means for detecting the presence or absence of a part of the body of the occupant P in the occupant restraint area Z1, and as a sitting position detection means for detecting the seating position of the occupant P in the vehicle seat 22. It is constituted by a CCD camera or the like. The occupant restraint region Z1 is a region where the airbag 44 is inflated and deployed between the vehicle body side portion 21 and the vehicle seat 22 as described above. The occupant detection camera 83 images the occupant restraint area Z1 and an area where the occupant P is seated in the vehicle seat 22.

  The control device 84 functions as a part of the inflator control means, a part of the side collision prediction means, the operation start timing change means, and the deployment speed reduction means, and is configured around a microcomputer. Various arithmetic processes are performed based on signals from the sensors 81-83. For example, image processing of imaging data by the occupant detection camera 83 is performed to detect whether a part of the body of the occupant P is in the occupant restraint region Z1 by the airbag 44, and the occupant P Detect if you are seated in position. The normal position is the position of the occupant P when the occupant P is seated on the central portion of the seat cushion 23 and leans against the central portion of the seat back 24.

  The control device 84 predicts a side collision of the vehicle based on these detection results and the detection results by the impact sensor 81 and the side collision prediction sensor 82, and each of the inflator 48 and the restraining member 72 according to the prediction result. Control the operation. FIG. 11 shows an outline of the contents of control by the control device 84. The “sitting posture” in FIG. 11 means the posture of the occupant P seated on the vehicle seat 22.

  The “specific posture” in the “sitting posture” is the sitting posture of the occupant P when the occupant P is seated with a part of the body positioned in the occupant restraint area Z1. Specifically, when it is detected as a result of the image processing of the imaging data by the occupant detection camera 83 that a part of the body of the occupant P is in the occupant restraint region Z1, the occupant P Regardless of whether or not the user is seated at the normal position, the seating posture of the occupant P is set to the “specific posture”.

  The “regular posture” in the “sitting posture” is the sitting posture of the occupant P when the occupant P is seated without positioning a part of the body in the occupant restraint area Z1. Specifically, as a result of the image processing of the imaging data by the occupant detection camera 83, it is detected that a part of the body of the occupant P is not in the occupant restraint area Z1, and the occupant P is in the normal position of the vehicle seat 22. When it is detected that the user is seated on the vehicle, the seating posture of the occupant P is set to the “normal posture”.

  The “side collision speed” in FIG. 11 is the relative speed immediately before the side collision between the vehicle (own vehicle) and the side collision object (particularly another vehicle) as described above. Here, the possible range of the side impact speed is divided into three, low speed, medium speed, and high speed.

  The operation start timing in FIG. 11 is a timing at which the inflator 48 starts to operate (ignites and starts to eject gas) in response to an ignition command signal from the control device 84. Here, “normal” and “early” are set as the operation start timing. Based on the detection result of the impact sensor 81, the operation start timing when the inflator 48 starts operating immediately after the occurrence of the actual side collision becomes “normal”. On the other hand, when the side collision is predicted based on the detection result of the side collision prediction sensor 82 and the inflator 48 starts operation prior to the actual side collision, the operation start timing becomes “early”.

  Furthermore, the deployment speed in FIG. 11 is a speed when the airbag 44 is inflated and deployed by the gas. Here, “normal” and “low speed” are set as the deployment speed. When the belt 56 does not prevent the airbag 44 from being inflated and deployed, the deployment speed becomes “normal”. On the other hand, when the airbag 56 prevents the airbag 44 from being inflated and deployed, the deployment speed becomes “low speed”. This “low speed” is not a low speed in the sense that the absolute value of the development speed is low, but a low speed in the sense that it is slower than the “normal”.

  In FIG. 11, (I) when the sitting posture is “specific posture”, (II) when the sitting posture is “regular posture”, and when the side collision speed is “medium / high speed”, (III) the sitting posture Is different from the control mode of the operation start timing and the deployment speed in the case where is a “normal posture” and the side impact speed is “low speed”.

Next, the contents of the control by the control device 84 will be described separately for the three situations (I) to (III) with reference to FIGS.
12, 19, and 20 schematically show the change over time in the degree of inflation of the airbag 44 at the initial stage of inflation. Here, the degree of inflation is an index indicating how much the airbag 44 is inflated. The degree of expansion is “0%” when the airbag 44 is not inflated, that is, in the storage configuration. The degree of inflation becomes “100%” when the airbag 44 is inflated to the maximum size that can be taken, that is, when inflation is completed and the occupant P is restrained. Furthermore, the amount of change in the degree of expansion per unit time corresponds to the deployment speed.

Situation (I): When the sitting posture is a “specific posture” The control device 84 is configured to detect the side of the vehicle based on the position and relative speed detected by the side collision prediction sensor 82 while the vehicle is running or stopped. The situation (especially the possibility of a side impact) is monitored.

  When the seating posture is “specific posture”, as a result of this monitoring, if a side collision is predicted at the timing t1 prior to the side collision at the timing t4 in FIG. 12, the inflator 48 is controlled regardless of the side collision speed. The operation start time is set to “early”, and the deployment speed of the airbag 44 is set to “low speed”.

  More specifically, in order to make the operation start timing of the inflator 48 “early”, an ignition command signal is output to the inflator 48 at a timing t2 before the actual side collision occurs (timing t4). By this ignition command signal, ignition is performed by the inflator 48, and high-temperature and high-pressure gas is generated by the combustion reaction of the gas generating agent. This gas is ejected from the gas ejection port 51 through the window 52 of the retainer 49 (see FIG. 6). The airbag 44 starts to be inflated by this gas.

  Further, the energization of the restraining member 72 is continuously stopped in order to make the deployment speed of the airbag 44 “low speed”. At this time, as shown in FIG. 5A, the restraining member 72 has a substantially annular shape surrounding the anchor member 71 and continues to hold the anchor member 71. By this gripping, the connecting means maintains the connected state, and the anchor member 71 continues to be restrained.

  When the airbag 44 starts to be inflated while the connecting means is in the connected state, the belt 56 is pulled as the airbag 44 is inflated and deployed. The belt 56 affects the inflation and deployment of the airbag 44, and the airbag 44 is inflated and deployed in different manners in the first and second periods of the inflation and deployment period. Therefore, here, the mode of inflation and deployment of the airbag 44 will be described separately for the first and second periods.

<First half of expansion period>
As shown in FIG. 13, in the first half of the inflating and deploying period, the airbag 44 starts to inflate by the gas, and the binding tape 55 (FIG. 8B) that bound the airbag 44 is broken. The airbag 44 is inflated and deployed forward in the storage space 41 while eliminating the folded state.

  The belt 56 disposed outside the airbag 44 is pulled forward by the airbag 44 that is inflated and deployed as described above. As described above, the redundant portion 57 having the first redundant portion 58 and the second redundant portion 60 is set in the belt 56. From this, when the airbag 44 is inflated and deployed, the three folded pieces 61 of each first redundant portion 58 are pulled forward while being held in a state of being overlapped by the holding portion 62. At this stage, each of the second redundant portions 60 is stretched, but is still in a state where it is not strained. Therefore, the belt 56 hardly hinders the inflation and deployment of the airbag 44. As a result, the airbag 44 is inflated and deployed at a deployment speed V2 similar to that of the conventional side airbag device after the timing t2. The development speed V2 represents the development speed between the respective timings as an average speed.

<Late stage of expansion and expansion period>
In the process of inflating and deploying the airbag 44 in the storage space 41, the airbag 44 presses the side support portion 25 forward. Thereafter, as the expansion and deployment progresses, the side support portion 25 starts to swell forward due to the above-mentioned pressing at timing t3 (see FIG. 14).

  At this time (timing t3), the belt 56 is pulled by the airbag 44 that is inflated and deployed, and all the second redundant portions 60 are all strained (there is no slack). On the other hand, in each first redundant portion 58, each folded piece 61 is held in a folded state by the holding portion 62. Therefore, the belt 56 is in a tension state as a whole. The force to be held by the holding portion 62 becomes the resistance for inflation and deployment of the airbag 44. Due to this resistance, a part of the energy for inflating and deploying the airbag 44 is consumed, and after the timing t3, the deployment speed of the airbag 44 starts to decrease.

  On the other hand, as the inflation proceeds, a part of the airbag 44 enters the slit 42. The airbag 44 tends to continue to be inflated and deployed even after entering the slit 42. Therefore, as the airbag 44 is inflated, the side support portion 25 is broken at the planned breaking portion as shown in FIG. That is, the thin portion of the seat pad 27 between the slit 42 and the stitched portion 34 is broken, and the stitched state in the stitched portion 34 is released to form the opening 64. The airbag 44 jumps out of the seat back 24 through the opening 64 while expanding the opening 64 caused by the breakage. At this time, a portion of the side support portion 25 on the vehicle inner side than the opening 64 opens forward with the stitched portion 36 as a fulcrum. Further, a portion of the side support portion 25 behind the opening 64 opens rearward with a notch 65 provided in the side portion of the seat pad 27 as a fulcrum.

  The airbag 44 that has jumped out of the opening 64 that is generated when the stitched portion 34 and the like are broken is inflated and deployed forward from the seat back 24 as shown in FIG. Thereafter, the inflation and deployment of the airbag 44 continues.

  Here, since a plurality of first redundant portions 58 and holding portions 62 are provided on the belt 56, and the holding strength of the holding portions 62 is different for each first redundant portion 58, the timings t3 to t6 are different. In the period, the holding part 62 having the lowest holding strength is first broken. The energy for inflating and deploying the airbag 44 is consumed for breaking the holding portion 62, and the deployment speed of the airbag 44 decreases.

  As described above, in the first redundant portion 58 in which the holding portion 62 is broken, there is no one that holds the three folded pieces 61 in a folded state, and a new slack portion is generated. However, since the airbag 44 is continuously inflated and deployed, the folded state of each folded piece 61 is canceled, the first redundant portion 58 is stretched, and the belt 56 is tensioned again. In the belt 56, the remaining holding part 62 tries to hold each first redundant part 58 in a folded state. Due to the breaking of the holding portion 62 having the second lowest holding strength, the energy for inflation and deployment of the airbag 44 is consumed, and the deployment speed of the airbag 44 is reduced.

  Thereafter, the holding portion 62 is broken in order from the one having the lower holding strength, and the energy for inflating and deploying the airbag 44 is consumed each time the fracture occurs, and the deployment speed of the airbag 44 is reduced. As a result, during the period from timing t3 to t6, the airbag 44 is inflated and deployed at a deployment speed V1 that is slower than the conventional side airbag device described above. In addition, this unfolding speed V1 represents the unfolding speed between each timing as an average speed like the unfolding speed V2.

  The airbag 44 completes inflating as shown in FIG. 17 at timing t6. The inflated airbag 44 is interposed between the occupant P, in particular, a wide portion from the waist Pp to the chest Pt, and the body side portion 21 entering the vehicle interior, and passes through the body side portion 21 to the occupant P. Mitigates the impact from the transmitted side. At this time, the holding portions 62 in all the first redundant portions 58 are broken, and the belt 56 is put in a tension state by the airbag 44.

  As described above, the inflation of the airbag 44 is completed at the same timing t6 as that of the conventional side airbag device, although the deployment speed is decreased after the timing t3. This is possible because the start time of inflation of the airbag 44 is made earlier than the start time of inflation in the conventional side airbag device.

  That is, under the condition that the inflation and deployment of the airbag 44 is terminated at a specific timing t6, the time (deployment time) that can be involved in the inflation and deployment of the airbag 44 varies depending on the start timing of the inflation and deployment. Come. If the start time is advanced, the expansion and deployment time becomes longer accordingly. As shown in FIG. 12, when the timing t5 immediately after the actual side collision occurs is set as the expansion and deployment start timing, the period from timing t5 to t6 becomes the deployment time T2. On the other hand, if a side collision is predicted and the timing t2 before the actual side collision is set as the expansion and deployment start timing, the period from timing t2 to t6 becomes the deployment time T1. Only the difference (= T1−T2) between the two expansion times T1 and T2 provides a margin for the time required for the expansion and expansion, and the expansion speed can be reduced.

  Considering this point, in the first embodiment, after the airbag 44 starts to inflate the side support portion 25 forward, it is inflated and deployed outside the vehicle seat 22 to complete the inflation (timing t3 to t6). ), The deployment speed of the airbag 44 is reduced below the deployment speed V2 when the operation of the inflator 48 is started after a side collision. Due to the decrease in the deployment speed, the energy given to the occupant P as the reaction force by the airbag 44 that is inflated and deployed decreases.

  When the airbag 44 is inflated and deployed inside the vehicle seat 22, more specifically, during the period (timing t2 to t3) until the side support portion 25 starts to be inflated forward, the above-described reduction in the deployment speed is reduced. Not done. During this period, the airbag 44 is inflated and deployed quickly at the same deployment speed V2 as when the operation of the inflator 48 is started after a side collision, and is prepared for the inflation and deployment at the timings t3 to t6. During this period (timing t2 to t3), since the side support portion 25 is not inflated as described above, the occupant is not pushed by the side support portion 25 even if the airbag 44 is rapidly inflated and deployed as described above.

  In FIG. 12, the case where the deployment speed of the airbag 44 is switched from V2 to V1 at the timing t3 before the actual side collision occurs (timing t4) has been described as an example. The deployment speed may be switched later. However, when a part of the body of the occupant P is located in a region where the airbag 44 is inflated and deployed, this switching is performed from the viewpoint of reducing the energy that the airbag 44 inflated and deployed gives to the occupant P as a reaction force. The timing should be earlier than the timing t6 and as early as possible. Specifically, the switching timing is preferably before timing t5, and more preferably before timing t4. As in the first embodiment, it is most preferable to start inflating and deploying the airbag 44 at the slow deployment speed V1 from the timing t3 before the side collision occurs. Before the airbag 44 restrains the occupant P, the deployment speed of the airbag 44 can be reliably reduced.

Situation (II): When the sitting posture is “regular posture” and the side collision speed is “medium / high speed” In this case, a side collision is predicted at timing t1 prior to the side collision at timing t4 in FIG. Then, the operation start timing of the inflator 48 is set to “early”, and the deployment speed of the airbag 44 is set to “normal”.

  More specifically, in order to make the operation start timing of the inflator 48 “early”, the ignition command is issued to the inflator 48 at timing t2 before the actual side collision (timing t4), as in the situation (I) described above. Output a signal. By this ignition command signal, ignition is performed by the inflator 48, and high-temperature and high-pressure gas is generated and ejected. The airbag 44 starts to be inflated by this gas.

  In addition, energization of the restraining member 72 is executed in order to set the deployment speed of the airbag 44 to “normal”. By this energization, the restraining member 72 is deformed into a substantially arc shape around the anchor member 71 as shown in FIG. Due to this deformation, the force of gripping the anchor member 71 of the restraining member 72 is weakened, and the connecting means is in a disconnected state where the connecting state (restraint) of the anchor member 71 by the restraining member 72 is released. In this disengaged state, the anchor member 71 is released from gripping by the restraining member 72, so that the belt 56 is fixed to the vehicle seat 22 only at one end portion 56A, and the airbag 44 is inflated and deployed. Prevents the function of reducing the deployment speed from being hindered.

  For this reason, the airbag 44 is inflated and deployed in the storage space 41 immediately after the start of gas supply. The airbag 44 ruptures the vehicle seat 22 and jumps out of the vehicle seat 22 with a part left in the storage space 41. The airbag 44 is inflated and deployed forward from the vehicle seat 22 in the occupant restraint region Z1 (see FIG. 2). This inflated and deployed airbag 44 directly pushes and restrains the occupant P.

  As a result, as shown by the characteristic line L1 in FIG. 19, the airbag 44 is inflated and deployed at a rapid deployment speed V2 similar to that of the conventional side airbag device after the timing t2. The airbag 44 ends the inflation and deployment at a timing t6A earlier than when the inflator 48 is activated to start the inflation and deployment of the airbag 44 after detecting a side collision.

Situation (III): When the sitting posture is “normal posture” and the side impact speed is “low speed” In this case, the operation start timing of the inflator 48 is set to “normal”, and the deployment speed of the airbag 44 is set to “normal”. "

  More specifically, in order to set the operation start timing of the inflator 48 to “normal”, the occurrence of a side collision is detected by the impact sensor 81 at the timing t4 as shown in FIG. Then, an ignition command signal is output to the inflator 48 at the timing t5 immediately after that. By this ignition command signal, ignition is performed by the inflator 48, and high-temperature and high-pressure gas is generated and ejected. The airbag 44 starts to be inflated by this gas.

  Further, in order to set the deployment speed of the airbag 44 to “normal”, the energization to the restraining member 72 is executed as in the situation (II) described above. By this energization, the restraining member 72 is deformed, and the connecting means is in a disconnected state where the connecting state (restraint) of the anchor member 71 by the restraining member 72 is released. The belt 56 is in a state of being fixed to the vehicle seat 22 only at one end portion 56A, preventing the airbag 44 from being inflated and deployed, and does not exhibit the function of reducing the deployment speed.

  For this reason, the airbag 44 is inflated and deployed in the storage space 41 immediately after the start of gas supply. The airbag 44 ruptures the vehicle seat 22 and jumps out of the vehicle seat 22 with a part left in the storage space 41. The airbag 44 is inflated and deployed forward from the vehicle seat 22 in the occupant restraint region Z1 (see FIG. 2). This inflated and deployed airbag 44 directly pushes and restrains the occupant P.

  As a result, as shown by the characteristic line L1 in FIG. 20, the airbag 44 is inflated and deployed at a deployment speed V2 as fast as the conventional side airbag device after timing t5, and is the same as the conventional side airbag device. At the timing t6, the expansion and deployment are finished.

  As described above, when the occupant P is seated in the “normal position” and the side collision speed is “low speed”, the operation start timing of the inflator 48 is set to “normal” in consideration of the following points. Is.

  The internal pressure of the airbag 44 that is inflated and deployed by gas changes with time. The internal pressure rises at the initial stage of inflation and deployment of the airbag 44, reaches a maximum when the inflation and deployment is completed, and then starts to fall. It is desirable that the occupant be restrained by the airbag 44 when the internal pressure becomes maximum.

  On the other hand, the desired restraint timing for restraining the occupant P by the air bag 44 after the occurrence of a side collision differs according to the relative speed (side collision speed) between the vehicle and the side collision object as shown in FIG. This desirable restraint timing is an early timing t11 when the side collision speed is fast (for example, at high speed), and a late timing t12 when the side collision speed is slow.

  Further, when the operation start timing of the inflator 48 is advanced, as shown by the characteristic line L3 in FIG. 21, the period of inflation and deployment of the airbag 44 is shifted to the earlier side. Accordingly, the time when the internal pressure PI of the airbag 44 reaches the maximum value PImax is also advanced.

  Therefore, if the operation start timing of the inflator 48 is advanced when the side impact speed is low, the internal pressure PI of the airbag 44 reaches the maximum value PImax earlier than the restraint timing (timing t12) corresponding to the side impact speed. There is a risk. In this case, the occupant P is restrained by the airbag 44 whose internal pressure PI is lower than the maximum value PImax, and there is a concern that the protection performance of the occupant P is not sufficiently exhibited.

  Therefore, in the first embodiment, as described above, when the occupant P is seated in a normal posture and the side collision speed immediately before the side collision between the vehicle and the side collision target object is low, the operation start timing of the inflator 48 is low. Changes are prohibited. As described above, the normal posture here is the seating posture of the occupant P when a part of the body of the occupant P is not in the occupant restraining region Z1 and the occupant P is seated at the normal position of the vehicle seat 22. It is. In this case, the operation start timing of the inflator 48 is the same as the operation start timing (timing t5) of the inflator 48 when a side collision of the vehicle is detected by the impact sensor 81. Accordingly, the period of inflation and deployment of the airbag 44 is the same as when the impact sensor 81 detects a side collision of the vehicle. As a result, the internal pressure PI of the airbag 44 changes in the same manner as when the side collision of the vehicle is detected by the impact sensor 81, as indicated by the characteristic line L4 in FIG. As a result, the timing at which the internal pressure PI of the airbag 44 reaches the maximum value PImax approaches the ideal restraint timing (timing t12) at low speed.

According to the first embodiment described in detail above, the following effects can be obtained.
(1) While monitoring the situation on the side of the vehicle, the presence or absence of a part of the body of the passenger P in the passenger restraint area Z1 of the airbag 44 is detected. It is assumed that a side collision is predicted and that a part of the body of the occupant P is detected in the occupant restraint region Z1 of the airbag 44 (situation (I)). When the execution condition is satisfied (I), the operation start timing of the inflator 48 is advanced from the operation start timing according to the side collision detected by the impact sensor 81. Further, outside the vehicle seat 22, the airbag 44 is inflated and deployed at a deployment speed V1 lower than the deployment speed V2 when the operation of the inflator 48 is started after a side collision. Therefore, the energy given to the occupant P as a reaction force by the airbag 44 inflated and deployed can be reduced, and the occupant P can be appropriately restrained to improve the occupant protection performance.

  Further, when the occupant P is seated in the normal posture (situations (II) and (III)), the airbag 44 is set at the high deployment speed V2 as in the case where the operation of the inflator 48 is started after the side collision. Is inflated and deployed. Therefore, the occupant P seated in a normal posture can be reliably protected from impact by the airbag 44 that inflates and deploys quickly.

  (2) The effect in the situation (I) can be sufficiently obtained even when the period after the airbag 44 jumps out of the vehicle seat 22 is the latter period of the inflating and deploying period. In the first embodiment, the air bag 44 is further inflated in the vehicle seat 22, and the period from when the vehicle seat 22 starts to be inflated forward to the outside of the vehicle seat 22 is also the above inflated and deployed period. It is included in later stages. Therefore, even when the airbag 44 indirectly presses the occupant P via the vehicle seat 22, the energy applied to the occupant P via the side support portion 25 is reduced, and the occupant P is more preferably restrained. Further improvement in passenger protection performance can be achieved.

  (3) In the first half of the inflating and deploying period in the above situation (I), the air bag 44 is inflated and deployed at the same deployment speed V2 as when the operation of the inflator 48 is started after the side collision. . Therefore, the airbag 44 can be quickly inflated and deployed inside the vehicle seat 22 to prepare for the inflation and deployment of the airbag 44 outside the vehicle seat 22 described above. Note that the vehicle seat 22 is not inflated forward by the airbag 44 in the first half of the inflating and deploying period. For this reason, the phenomenon in which the airbag 44 indirectly pushes the occupant P through the vehicle seat 22 does not occur, and even if the airbag 44 is rapidly inflated and deployed as described above, the problem of reducing the occupant protection performance Does not occur.

  (4) The relative speed (side collision speed) immediately before the side collision between the vehicle (own vehicle) and the side collision object is detected. When a side collision is predicted while the occupant P is seated in a normal posture and the detected side collision speed is medium or high (situation (II)), the operation start time of the inflator 48 is This is earlier than the operation start timing of the inflator 48 in the side airbag apparatus (see FIG. 19). Therefore, the restraint of the occupant P by the airbag 44 can be started from an earlier time, and the occupant protection performance can be improved.

  (5) The relative speed (side collision speed) immediately before the side collision between the vehicle (own vehicle) and the side collision object is detected, and the seating position of the occupant P in the vehicle seat 22 is detected. When a side collision is predicted, if it is detected that the occupant P is seated in a normal posture and the side collision speed is low, the change of the operation start timing of the inflator 48 is prohibited, and the vehicle By making it the same as when the side collision is detected by the impact sensor 81, the period of inflation and deployment of the airbag 44 is made the same as when the side collision of the vehicle is detected (see FIGS. 20 and 21). .

  Therefore, it is possible to bring the time when the internal pressure PI of the airbag 44 reaches the maximum value PImax to a desirable restraint timing (timing t12) corresponding to the low side impact speed. Even when the side collision speed is low, the occupant P can be restrained appropriately when the internal pressure PI of the airbag 44 is high.

  (6) A belt 56 having a redundant portion 57 that is in a slack state when the airbag 44 is in the stowed configuration is used as a long member, and one end portion 56A thereof is fixed to the vehicle seat (side frame portion 28). is doing. Further, a connecting means including an anchor member 71 and a restraining member 72 is provided, and by this connecting means, the connection state in which the other end portion 56B of the belt 56 is connected to the vehicle seat (side frame portion 28), and the connection is released. The connection release state to be switched is configured to be switchable. Furthermore, a holding portion 62 is provided for each first redundant portion 58 of the redundant portion 57, and the holding portion 62 holds the first redundant portion 58 in a folded state. Is configured to cancel. Therefore, in the situation (I), by holding the connecting means in the connected state, a part of the energy for inflating and deploying the airbag 44 is consumed for releasing (breaking) the holding by the holding portion 62, and the airbag 44. The deployment speed can be reduced (development speed V1). In the above situations (II) and (III), the connecting means is switched to the disengaged state so that the belt 56 does not hinder the inflation and deployment of the airbag 44, and the deployment speed of the airbag 44 is normal (deployment). Speed V2).

  (7) A plurality of combinations of the first redundant unit 58 and the holding unit 62 are used, and the holding strength of the holding unit 62 is varied for each first redundant unit 58. Therefore, as the airbag 44 is inflated, the holding by the first redundant portion 58 can be released sequentially from the first redundant portion 58 having the holding portion 62 having a low holding strength. It is possible to consume the energy for inflating and deploying the airbag 44 every time the first redundant portion 58 releases the holding by the holding portion 62, and to continuously reduce the deployment speed of the airbag 44 over a predetermined period (time). It becomes.

  (8) The belt 56 is disposed outside the airbag 44. Therefore, the belt 56 can restrict the expansion of the airbag 44 in the vehicle width direction and suppress excessive expansion in the same direction.

The first embodiment may be modified and implemented as follows.
(A) The deployment speed may be decreased only during a period in which the airbag 44 is inflated and deployed outside the vehicle seat 22. In this case, the second redundant portion 60 may still be slack even immediately before the airbag 44 exits from the storage space 41 to the outside of the vehicle seat 22.

  Further, the deployment speed may be reduced during a period in which the airbag 44 is inflated and deployed inside the vehicle seat 22 (storage space 41). In this case, you may omit the 2nd redundant part 60 for implement | achieving expansion | deployment with the quick expansion | deployment speed V2 inside the vehicle seat 22. FIG.

  (B) You may form the holding | maintenance part in each 1st redundancy part 58 by means different from a sewing thread | yarn. For example, an adhesive may be used, and the adjacent folded pieces 61 in the first redundant portions 58 may be bonded to each other by the adhesive. Even in this case, each first redundant portion 58 can be held in a folded state.

  (C) You may comprise the holding | maintenance part 62 with a pair of snap type fastening components, such as a snap fit, a snap button, and a snap hook. In this case, both fastening parts are provided in the fold pieces 61 facing each other in the first redundant portion 58. If it does in this way, the 1st redundant part 58 is hold | maintained in the folded state by couple | bonding both fastening components mutually. Further, as the airbag 44 is inflated and deployed, both the fastening parts are separated to release the holding.

(D) The number of redundant portions 57 in the belt 56 and the number of first redundant portions 58 in each redundant portion 57 may be changed.
(E) For all the first redundant portions 58, the holding strength of the holding portions 62 may not be different from each other. The plurality of first redundant portions 58 may be divided into a plurality of groups, and the holding strength of the holding portion 62 may be varied for each group. Further, the holding strength of the holding unit 62 may be the same for all the first redundant units 58.

  (F) When the holding strength of the holding portion 62 is made different between the first redundant portions 58, there is no particular relationship required between the holding strength level and the position of the first redundant portion 58. Accordingly, the holding strength of the holding portion 62 in the first redundant portion 58 at which position and the holding strength of the holding portion 62 in the first redundant portion 58 at which position may be arbitrarily set.

  (G) The connecting means for connecting the end portion 56B of the belt 56 to the vehicle seat 22 may be realized by a configuration different from that of the first embodiment. An example is shown in FIGS. 22 (A) and 22 (B). In this modification, the connecting means includes an anchor member 71 and a restraining member 72. The anchor member 71 has a substantially square box shape and is fixed to the end portion 56 </ b> B of the belt 56. Locking holes 91 are provided in opposite side walls of the anchor member 71, and a communication hole 92 is provided in the bottom wall of the anchor member 71. The restraining member 72 is made of a shape memory alloy that deforms with energization. Most of the restraining member 72 is disposed in the anchor member 71, and a part thereof penetrates the bottom wall in the communication hole 92 and is fixed to the end portion 56 </ b> A of the belt 56. The restraining member 72 is divided into two locking pieces 93 within the anchor member 71.

  When the energizing member 72 is not energized, as shown in FIG. 22 (A), each locking piece 93 is bent and enters the opposing locking hole 91. The anchor member 71 is connected to the restraining member 72 by the locking piece 93 that has entered the locking hole 91. The connecting means is in a state where the end portion 56B is connected to the side frame portion 28 via the anchor member 71, the restraining member 72, the end portion 56A, the bolt 53, and the nut 63 (connected state). Since the end portion 56A of the belt 56 is always fixed to the vehicle seat (side frame portion 28), the belt 56 is fixed to the vehicle seat 22 at both ends 56A and 56B in this connected state. It becomes a state.

  Further, when the restraining member 72 is energized, as shown in FIG. 22 (B), each locking piece 93 bends inside the anchor member 71 and comes out of the locking hole 91 that has entered so far. Due to this deformation, the force of the restraining member 72 that is locked to the anchor member 71 disappears, and the connecting means is in a disconnected state where the connecting state (restraint) of the anchor member 71 by the restraining member 72 is released. In this disconnected state, the belt 56 is fixed to the vehicle seat 22 only at one end portion 56A.

And in the said connection means, the energization with respect to the restraint member 72 is controlled by the control apparatus 84, and the said connection state and a connection cancellation | release state are switched.
(H) The connecting means may be realized by a configuration different from the first embodiment and the above (g). An example is shown in FIGS. 23 (A) and 23 (B). In this modification, the connecting means includes a pin 94 and an actuator. A winding portion 96 that is loosely wound around the pin 94 is formed at the end portion 56 </ b> B of the belt 56. A thick broken line in FIG. 23A indicates a stitched portion 97 using a sewing thread for forming the winding portion 96. Both end portions of the pin 94 are exposed from the winding portion 96. On the other hand, a pair of bearings 98 are provided on the vehicle seat 22, for example, the side frame portion 28. Both ends of the pin 94 are supported by these bearings 98 and 98 so as to be movable in the axial direction.

  The actuator is for extruding the pin 94 from the winding part 96, and here, a micro gas generator (hereinafter referred to as "MGG") 95 is used. The MGG 95 includes a cylinder 95A and a piston 95B that is slidably accommodated in the cylinder 95A. The MGG 95 is an actuator that ignites in response to an input of a predetermined drive signal to generate gas, and projects the piston 95B from the cylinder 95A. is there. In the MGG 95, a piston 95B protruding from the cylinder 95A is used, the pin 94 is pressed by the piston 95B, and the pin 94 is pushed out from the winding portion 96.

  In the connecting means having the above-described configuration, when the MGG 95 is not operating (when the piston 95B is retracted), most of the pin 94 is located in the winding portion 96, and at both ends. It is supported by both bearings 98. By this support, the end portion 56B is connected to the vehicle seat 22 (side frame portion 28) via the pin 94 and the bearing 98 (connected state). Since the end portion 56A of the belt 56 is always fixed to the vehicle seat (side frame portion 28), the belt 56 is fixed to the vehicle seat 22 at both ends 56A and 56B in this connected state. It becomes a state.

  Further, when the MGG 95 is ignited in response to the input of the drive signal to generate gas, the piston 95B protrudes from the cylinder 95A to strike the pin 94 and push it out from the winding portion 96. By this extrusion, the force for supporting the end portion 56B of the pin 94 on the bearing 98 disappears, and the connecting means is in a disconnected state in which the connecting state (restraint) of the end portion 56B by the pin 94 is released. In this disconnected state, the belt 56 is fixed to the vehicle seat 22 only at one end portion 56A.

And in the said connection means, the output of the drive signal with respect to MGG95 is controlled by the control apparatus 84, The said connection state and a connection cancellation | release state are switched.
In addition, as the MGG 95, one having a configuration in which the piston 95B is ejected from the cylinder 95A by gas may be used, and the MGG 95 may be used as a connecting means. In this case, an elongate piston 95B, that is, a pin 94 in FIG. 23A integrated with the piston 95B is used. The piston 95B is inserted into the winding portion 96 and supported by the bearing 98 so as to be movable in the axial direction. In this case, the bearings 98 may be disposed on both sides of the winding portion 96, or may be disposed only on the opposite side of the MGG 95 (right side in FIG. 23A) with the winding portion 96 interposed therebetween.

  In the connecting means configured as described above, when the MGG 95 is not operating, a part of the piston 95B is located in the winding portion 96 and supported by the bearing 98. With this support, the end portion 56B is connected to the vehicle seat 22 (side frame portion 28) via the piston 95B and the bearing 98. That is, the connecting means is in the connected state, and the belt 56 is fixed to the vehicle seat 22 at both ends 56A and 56B.

  When the MGG 95 is ignited in response to the input of the drive signal to generate gas, the piston 95B jumps out of the cylinder 95A by the gas and comes out of the winding portion 96 and the bearing 98. The force for supporting the end portion 56B of the piston 95B on the bearing 98 disappears. The connection means is in a connection release state in which the connection state (restraint) of the end portion 56B by the pin 94 is released, and the belt 56 is fixed to the vehicle seat 22 only at one end portion 56A.

And in the said connection means, the output of the drive signal with respect to MGG95 is controlled by the control apparatus 84, The said connection state and a connection cancellation | release state are switched.
(I) The extending direction of the holding portion 62 in each first redundant portion 58 may be changed. 24 and 25 show an example thereof. In this modification, the holding portion 62 is formed by stitching the three folded pieces 61 in each first redundant portion 58 in the length direction of the belt 56 (the left-right direction in FIGS. 24 and 25). In the later stage of the inflation and deployment period of the airbag 44, each holding portion 62 is broken from the rear side of the vehicle toward the front side as the airbag 44 is inflated and deployed. The energy for inflating and deploying the airbag 44 is consumed for breaking the holding portion 62, and the deployment speed is reduced.

  In addition, although not shown, the extending direction of the holding portion 62 may be a direction that obliquely intersects the length direction of the belt 56. Even if it does in this way, the effect similar to 1st Embodiment can be anticipated.

Although not shown, in FIGS. 24 and 25, the holding portions 62 adjacent in the length direction of the belt 56 may be connected to each other.
(J) One end portion 56 </ b> A of the belt 56 may be fixed to the rear portion of the airbag 44 instead of the side frame portion 28. Further, the other end portion 56B of the belt 56 may be directly fixed to the side frame portion 28 without passing through the one end portion 56A.

  (K) When the occupant P is seated at the normal position of the vehicle seat 22, but the arm is placed on the armrest of the door, in the first embodiment, a part of the occupant P's body is in the occupant restraint region Z1. It is judged that there is, and is treated as situation (I). In the situation (I), as described above, regardless of the side collision speed, the operation start timing of the inflator 48 is “early” and the deployment speed of the airbag 44 is “low speed”.

  However, in this case, there is almost no problem even if the airbag 44 that is inflated and deployed gives high energy to the arm of the occupant P as a reaction force. Rather, it is better to push the arm out of the occupant restraining region Z1 faster by the airbag 44. This is effective in smoothly inflating and deploying the airbag 44.

  Therefore, when it is detected that only the arm is in the occupant restraint area Z1 as described above, the detection is invalidated, that is, it is treated that a part of the body of the occupant P is not detected in the occupant restraint area Z1. The passenger P may be determined to be seated in a normal posture.

  (L) In the first embodiment, the occupant detection camera 83 is used as the occupant detection means and the seating position detection means, but other detection means may be used instead of or in addition to this. For example, using an infrared sensor, a load distribution sensor, a weight sensor, etc., the weight of the occupant P sitting on the vehicle seat 22, the load distribution of the occupant P on the seat back 24, and for the vehicle when seated on the vehicle seat 22 Information such as the position of each part of the body of the occupant P relative to the seat 22 may be detected.

  In addition, in order to distinguish whether there is a part of the body of the occupant P in the occupant restraint area Z1 or whether there is a simple interfering object other than the occupant P, the thermographic device detects the surface temperature of the object using infrared rays. May be. For the same purpose, the odor in the passenger restraint area Z1 may be detected by an odor sensor.

(M) When the occupant P is seated in a normal posture, the operation start timing of the airbag 44 may be advanced even if the side collision speed is low, as in the case of medium / high speed.
(N) A belt 56 having a length slightly shorter than the circumferential length of the airbag 44 that has been inflated and deployed is used. Then, the belt 56 may be separated when the airbag 44 has been inflated and deployed. For example, perforations are made in the belt 56 along the width direction thereof. Then, when the airbag 44 is inflated and deployed and the belt 56 is in a tension state, the belt 56 is cut at the perforation.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIGS.

  As described above, when the predetermined execution condition is satisfied, the operation start time of the inflator 48 is made earlier than the operation start time according to the detection of the side collision by the impact sensor 81. In the second embodiment, this operation start time In addition to the time in the first embodiment, a time earlier than that is set. Here, in order to distinguish between the two periods after the change, the former is called “early” and the latter is called “early”. Incidentally, in the second embodiment, “early” is assumed to be about 2 milliseconds before the side impact occurrence timing, and “early” is about 3 to 4 milliseconds before the side impact occurrence timing. Assume timing. However, these numerical values are merely examples, and can be changed as appropriate.

  When the side collision speed is high when a side collision is predicted, the control device 84 is irrelevant to the seating posture of the occupant P, that is, whether the inflator 48 is activated regardless of whether it is a specific posture or a normal posture. Is the "earliest".

  FIG. 26 is a diagram showing an outline of control contents by the control device 84, and corresponds to FIG. 11 in the first embodiment. The difference between FIG. 26 and FIG. 11 is the following two points (see the shaded portion). One is that in the situation (I) in the first embodiment, when the side collision speed is high, the operation start timing of the inflator 48 is set to “early”. The other is that in the situation (II), when the side impact speed is high, the operation start timing of the inflator 48 is set to “early”. Here, the former is referred to as situation (IV), and the latter is referred to as situation (V).

Next, the contents of control by the control device 84 in the situations (IV) and (V) will be described with reference to FIGS.
Situation (IV): When the sitting posture is “specific posture” and the side collision speed is “high speed” In this case, if a side collision is predicted at timing t1 prior to the side collision at timing t4 in FIG. The operation start time of the inflator 48 is set to “earliest”, and the deployment speed of the airbag 44 is set to “low speed”.

  More specifically, in order to make the operation start time of the inflator 48 "early", it is before the actual side collision (timing t4) and moreover than when the operation start time is "early". An ignition command signal is output to the inflator 48 at the previous timing t10.

  Further, the energization of the restraining member 72 is continuously stopped in order to make the deployment speed of the airbag 44 “low speed”. At this time, the restraining member 72 continues to grip the anchor member 71, and the connected state of the connecting means is maintained.

  Therefore, the degree of expansion changes as shown by a solid characteristic line L1 in FIG. In FIG. 27, the two-dot chain line characteristic line L1 is the time variation of the degree of expansion in the situation (I) described above. As can be seen from both characteristic lines L1, in the situation (IV), the degree of expansion changes with the same tendency as in the situation (I), but the entire characteristic is shifted to the early side. Specifically, the inflation and deployment of the airbag 44 is started at timing t10. After the timing t10, the airbag 44 is inflated and deployed at a fast deployment speed V2 during a period until the timing t30 when the airbag 44 starts to inflate the side support portion 25 forward. This timing t30 is before timing t3 when the airbag 44 begins to inflate the side support portion 25 forward in the situation (I).

  After the timing t30, the airbag 44 is inflated and deployed at the slow deployment speed V1 until the timing t60 when the airbag 44 completes the inflation and deployment. This timing t60 is before timing t6 when the airbag 44 completes inflating and deploying in the situation (I).

Situation (V): When the sitting posture is “regular posture” and the side collision speed is “high speed” In this case, if a side collision is predicted at timing t1 prior to the side collision at timing t4 in FIG. The operation start timing of the inflator 48 is set to “early”, and the deployment speed of the airbag 44 is set to “normal”.

  More specifically, in order to make the operation start time of the inflator 48 "early", it is before the actual side collision (timing t4) and moreover than when the operation start time is "early". An ignition command signal is output to the inflator 48 at the previous timing t10.

  Further, the restraint member 72 is energized in order to set the deployment speed of the airbag 44 to “normal”. By this energization, the restraining member 72 is deformed, and the connecting means is in a disconnected state where the connecting state (restraint) of the anchor member 71 by the restraining member 72 is released.

  Therefore, the degree of expansion changes as shown by a solid characteristic line L1 in FIG. In FIG. 28, the two-dot chain line characteristic line L1 is the time variation of the degree of expansion in the situation (II) described above. As can be seen from the two characteristic lines L1, in the situation (V), the expansion degree changes with the same tendency as in the situation (II), but the entire characteristic is shifted to the early side. Specifically, the inflation and deployment of the airbag 44 is started at timing t10. After the timing t10, the airbag 44 is inflated and deployed at a fast deployment speed V2 during a period from the timing t10 to the timing t60A when the airbag 44 completes the inflation and deployment. This timing t60A is before timing t6A in which the airbag 44 completes inflating and deploying in the situation (II).

Other configurations are the same as those in the first embodiment.
Therefore, according to the second embodiment, the same effects as the above (1) to (8) in the first embodiment can be obtained, and the following effects can also be obtained.

  (9) When a side collision is predicted, if the relative speed immediately before the side collision between the vehicle and the side collision object is high, the operation of the inflator 48 starts more than when it is non-high speed (medium / low speed) The time is advanced. This change in the operation start time is performed regardless of whether a part of the body of the occupant P is in the occupant restraint area Z1.

  As the operation start time of the inflator 48 is advanced as described above, the period of inflation and deployment of the airbag 44 is shifted to an earlier side, even when the deployment speed is lowered or not lowered. To do. Along with this, the restraint of the occupant P by the airbag 44 is started at an earlier time, and the occupant protection performance is also improved from this point.

In addition, 2nd Embodiment may be changed and implemented similarly to (a)-(n) mentioned above.
(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIGS. 29 (A) and 29 (B).

The third embodiment is different from the first embodiment in which the belt 56 is disposed outside the airbag 44 in that the belt 56 is disposed inside the airbag 44.
The belt 56 has a length approximately equal to the length connecting the rear end portion and the front end portion of the airbag 44 that has been inflated and deployed. The rear of the belt 56 is wrapped around the inflator assembly 47 in the airbag 44. A bolt 53 of a retainer 49 is inserted into the rear end portion of the belt 56, and the rear end portion is fixed to the side frame portion 28 with a bolt 53 and a nut 63. The front end portion of the belt 56 is connected to the front end portion in the airbag 44 by means such as sewing and adhesion.

  A redundant portion 57 that is in a slack state when the airbag 44 is in the stowed configuration is formed at an intermediate portion in the longitudinal direction of the belt 56. The redundant portion 57 includes one or more first redundant portions 58 (three in FIG. 29B). Each first redundant portion 58 is formed by folding the belt 56 along a fold line extending in a direction substantially perpendicular to the length direction of the belt 56 (direction substantially perpendicular to the paper surface in FIG. 29B). ing. Each first redundant portion 58 is held in a folded state by the holding portion 62. Here, each holding part 62 is formed by sewing three folded pieces 61 in a direction substantially perpendicular to the length direction of the belt 56 with a sewing thread. In each first redundant portion 58, the three folded pieces 61 are sewn with a holding strength different from that of the other first redundant portions 58. Due to such stitching, the holding strength differs for each first redundant portion 58.

  The plurality of first redundant portions 58 and the holding portion 62 provided for each of the first redundant portions 58 constitute a deployment speed reducing means. In this developing speed reducing means, the material, length, and width of the belt 56, the number of first redundant portions 58, the holding strength, and the like are set so as to satisfy the above-described conditions (i) and (ii).

Other configurations (including the connecting means) are the same as those in the first embodiment. For this reason, the same members and portions as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.
In the third embodiment, although the arrangement location of the belt 56 is different from that of the first embodiment, a part of the energy of inflation and deployment of the airbag 44 is consumed for breaking the holding portion 62 in the latter stage of the inflation and deployment period. The deployment speed of the airbag 44 is reduced below the deployment speed V2.

Therefore, according to the third embodiment, the same effects as (1) to (7) in the first embodiment can be obtained.
In addition, 3rd Embodiment may be changed and implemented similarly to (a)-(n) mentioned above.

(Fourth embodiment)
Next, a fourth embodiment embodying the present invention will be described with reference to FIG.
In the fourth embodiment, the deployment speed lowering means is realized by a configuration different from that of the first embodiment.

  The developing speed reduction means includes a plurality of belts 56 formed of cloth, tape, or the like as a long member. Each belt 56 is formed slightly shorter than the length that can surround the airbag 44 that has been inflated and deployed. This length is longer than the length required to enclose the airbag 44 in the storage configuration. However, the length of each belt 56 differs between the belts 56. And each belt 56 is arrange | positioned in the state which enclosed the airbag 44 in the substantially horizontal direction in the exterior of the airbag 44 made into the accommodation form. Both end portions of each belt 56 are fixed to the side frame portion 28 described above.

  About each belt 56, the surplus part which is not related to surrounding of the said airbag 44 of a storage form is slackened. The length of this surplus portion differs for each belt 56. In FIG. 30A, for convenience of explanation, the surplus portion of each belt 56 is shown in a stretched state.

  Each belt 56 is provided with a planned separation portion 101 that has lower strength than other portions of the belt 56 and is more likely to break than the other portions. The strength here refers to strength that can withstand breaking. The scheduled separation portion 101 is constituted by perforations that are inserted along a direction (vertical direction in FIG. 30A) that is substantially orthogonal to the length direction of the belt 56. That is, the scheduled separation portion 101 is formed by putting a plurality of cuts each having a predetermined length into the belt 56 at predetermined intervals. The separation-scheduled portion 101 is formed by repeating this unit several times, with a cut-in place and an adjacent cut-out place as one unit. Each belt 56 is perforated so that the strength of the scheduled separation portion 101 is the same between the belts 56.

In the developing speed reducing means, the length of each belt 56, the number of separation scheduled portions 101, the strength, and the like are set so as to satisfy the following conditions.
Condition 3: All belts 56 are not in a tension state in the first half of the above-described inflation and deployment period of the airbag 44, and do not hinder the inflation and deployment of the airbag 44.

  Condition 4: In the latter stage of the inflation and deployment period of the airbag 44, at least one belt 56 is in a tensioned state, hinders inflation and deployment of the airbag 44, and reduces the deployment speed. In the conventional side airbag device, Complete inflation and deployment at the same timing as the airbag.

In the fourth embodiment, unlike the first embodiment, the belt 56 is not provided with the first redundant portion 58 and the holding portion 62.
Other configurations are the same as those in the first embodiment. For this reason, the same members and portions as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

In the fourth embodiment, when the airbag 44 is in the stowed configuration, the surplus portions of all the belts 56 are slack.
In the later stage of the inflation and deployment period of the airbag 44, all the belts 56 are pulled along with the inflation and deployment of the airbag 44. By this pulling, the belt 56 having the shortest length is first tensioned and tries to prevent the airbag 44 from being inflated and deployed. Here, the strength of each belt 56 is lower than that of other portions in the planned separation portion 101, and the belt 56 is separated in the planned separation portion 101 when an external force such as the tension of the airbag 44 is applied to the belt 56. It is easy to break.

  For this reason, if the airbag 44 continues to inflate and deploy from a state in which the belt 56 is in tension, the energy of inflation and deployment of the airbag 44 is consumed for the breakage of the separation planned portion 101, and the deployment speed of the airbag 44 is increased. Reduced. Then, when the belt 56 is broken and separated at the planned separation portion 101 as described above, there is no force to prevent the airbag 44 from being inflated and deployed by the belt 56.

  In particular, in the fourth embodiment, a plurality of belts 56 having the planned separation portion 101 and having different lengths as described above are used as the deployment speed reduction means. Therefore, as the airbag 44 is inflated, the belt 56 is broken at the scheduled separation portion 101 in order from the belt 56 having a shorter length. In the latter part of the inflating and deploying period, a part of the energy for inflating and deploying the airbag 44 is consumed every time the planned separation portion 101 is broken, and the deploying speed of the airbag 44 is lowered below the deploying speed V2.

  Therefore, according to the fourth embodiment, the same effects as the above (1) to (5), (7), and (8) in the first embodiment can be obtained. Note that the following effect (6A) corresponding to the above (6) can be obtained.

  (6A) The belt 56 is used as a long member, and both ends thereof are fixed to the vehicle seat 22. Further, a scheduled separation portion 101 that is separated as the airbag 44 is inflated and deployed is set in the middle of the belt 56. Therefore, a part of the energy for inflating and deploying the airbag 44 can be consumed for the separation (breaking) of the planned separation portion 101, and the deployment speed of the airbag 44 can be reliably reduced.

  The fourth embodiment may be modified and implemented in the same manner as (a), (g), (h), and (j) to (m) described above. In addition, the fourth embodiment may be implemented with the following modifications.

  (O) The scheduled separation portion 101 may be configured by means different from the perforation. For example, the belt 56 may be constituted by a plurality of belt pieces, and the adjacent belt pieces may be detachably connected by a pair of snap-type fastening parts as described in (c) above. In this case, both fastening parts are separated as the airbag 44 is inflated and deployed. Part of the energy for inflating and deploying the airbag 44 is consumed for this separation, and the deployment speed of the airbag 44 is reduced.

(P) The number of scheduled separation portions 101 in each belt 56 may be changed.
(Q) When the lengths of the belts 56 are different among the belts 56, there is no particular relationship required between the length of the belts 56 and the position of the belts 56. Accordingly, it is possible to arbitrarily set which position of the airbag module 43 the belt 56 of which length is arranged.

  (R) The intensity | strength of each isolation | separation plan part 101 changes with the ratio for which the part which is not cut is occupied about the length of 1 unit. The strength increases as the proportion of the portions that are not cut increases.

  By utilizing this fact, as shown in FIG. 30 (B), the ratio of the portions not cut is made different for each belt 56, so that the strength of the separation scheduled portion 101 varies among the belts 56. May be.

  In this case, the strengths of the scheduled separation portions 101 may be different from each other for all the belts 56, or may not be so. In the latter case, the plurality of belts 56 may be divided into a plurality of groups, and the strength of the separation planned portion 101 may be varied for each group.

  The strength of the planned separation portion 101 is desirably set so as to increase as the length of the belt 56 increases. In this way, as the airbag 44 is inflated and deployed, the belt 56 can be easily separated in the planned separation portion 101 in order from the belt 56 having the shorter length.

(S) The direction in which the separation planned portion 101 extends in each belt 56 may be changed. For example, although not shown, the belt 56 may be crossed obliquely.
(T) The belt 56 having the same configuration as described above may be disposed inside the airbag 44 as in the third embodiment.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIG.
In the fifth embodiment, the deployment speed lowering means is realized by a configuration different from the first and second embodiments.

  That is, the developing speed reduction means is constituted by at least one belt 56 (illustrated by a two-dot chain line in FIG. 6) formed of a stretchable fabric, tape or the like as a long member. The length of the belt 56 in a natural state (a state where the belt 56 is not stretched) is longer than a length necessary for surrounding the airbag 44 in the storage form. Further, the length of the belt 56 in the extended state is a length that can surround the airbag 44 that has been inflated and deployed. In the fifth embodiment, the belt 56 has a length that maintains the natural state in the first half of the inflation and deployment period of the airbag 44 and is extended in the second half.

  The belt 56 is disposed outside the airbag 44 in the storage form and surrounds the airbag 44 in a substantially horizontal direction. Both end portions of the belt 56 are fixed to the side frame portion 28. About the belt 56, the surplus part which is not concerned with surrounding of the said airbag 44 of a storage form is slackened.

Other configurations are the same as those in the first embodiment. For this reason, the same members and portions as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.
In the fifth embodiment, the belt 56 is in a slack state in the first half of the inflation and deployment period of the airbag 44. Therefore, the belt 56 hardly hinders the inflation and deployment of the airbag 44.

  In the latter stage of the inflating and deploying period of the airbag 44, the belt 56 that has been slack until then is pulled by the inflating and deploying airbag 44 so that there is no slack (tensed state). Since the belt 56 is formed of a stretchable material, when the airbag 44 is further inflated and deployed, the inflation and deployment is performed by extending the belt 56. The belt 56 has an elastic restoring force, and this elastic restoring force increases as the belt 56 extends. The energy for inflating and deploying the airbag 44 is consumed for the extension of the belt 56, and the deployment speed of the airbag 44 is reduced.

  Therefore, according to the fifth embodiment, the same effects as in the above (1) to (5), (8), and (9) in the first and second embodiments can be obtained. Note that the following effect (6B) corresponding to the above (6) can be obtained.

  (6B) A belt 56 formed of a stretchable material is used as the long member, and both ends thereof are fixed to the vehicle seat 22 (side frame portion 28). Therefore, a part of the energy for inflating and deploying the airbag 44 can be consumed for the extension of the belt 56, and the deployment speed of the airbag 44 can be reliably reduced.

  The fifth embodiment may be modified and implemented in the same manner as (a), (g), (h), (j) to (m), and (t) described above. In addition, the fourth embodiment may be implemented with the following modifications.

(U) The number of belts 56 is not limited to one, and a plurality of belts 56 may be used.
(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described with reference to FIGS. 31 (A) and 31 (B).

  In general, in the side airbag device, the airbag 44 is inflated and deployed when the gas from the inflator 48 is filled into the airbag 44 and the internal pressure increases. As the internal pressure rises quickly, the deployment speed of the airbag 44 increases. The internal pressure increases rapidly as the amount of gas supplied from the inflator 48 and supplied into the airbag 44 increases.

  Therefore, in the sixth embodiment, the supply amount of the gas ejected from the inflator 48 and supplied into the airbag 44 is variable. For this purpose, the following configuration is adopted as a deployment speed reduction means.

  A plurality of through holes 102 are provided in the lower end portion of the retainer 49 instead of the window portion 52 in the first embodiment. The through-hole 102 functions as a passage for the gas ejected from the gas ejection port 51 (see FIG. 6) of the inflator 48. These through-holes 102 are provided at least on the vehicle front side in the circumferential direction of the retainer 49. The plurality of through holes 102 are located at a plurality of different locations (two locations in FIGS. 31A and 31B) at least in the longitudinal direction of the retainer 49. Here, in order to distinguish the plurality of through holes 102, the upper one is referred to as a through hole 102U, and the lower one is referred to as a through hole 102L.

  A movable member 103 having a bottomed cylindrical shape is attached to the lower end portion of the retainer 49 so as to be movable in the length direction of the retainer 49. In the initial state, the movable member 103 is held at the position (unrestricted position) shown in FIG. In this non-restricted position, the movable member 103 does not block any of the through holes 102U and 102L. Therefore, the movable member 103 does not limit the amount of gas that is ejected from the inflator 48 and supplied to the airbag 44. The amount of gas supplied here means the amount of gas supplied from the inflator 48 to the airbag 44 per unit time.

  The movable member 103 is connected to an actuator 104 that is actuated by energization and moves the movable member 103 to the position (restricted position) shown in FIG. In this restricting position, the movable member 103 blocks only the lower through hole 102 </ b> L, and restricts the amount of gas that is ejected from the inflator 48 and supplied to the airbag 44.

  The control device 84 described above does not operate the actuator 104 in the first period of the inflation and deployment period of the airbag 44 and holds the movable member 103 in the non-restricted position shown in FIG. In this case, the actuator 104 is operated to move (advance) the movable member 103 to the limit position shown in FIG.

The movable member 103, the actuator 104, and the control device 84 constitute a deployment speed reduction means.
According to the above configuration, the supply amount of the gas ejected from the inflator 48 and supplied into the airbag 44 varies depending on the position of the movable member 103. Accordingly, the deployment speed of the airbag 44 also varies. If a large amount of gas is supplied from the inflator 48 to the airbag 44, the airbag 44 is inflated and deployed at a high deployment speed. On the contrary, if a small amount of gas is supplied from the inflator 48 to the airbag 44, the airbag 44 is inflated and deployed at a slow deployment speed.

  In the sixth embodiment, the movable member 103 is held at the unrestricted position shown in FIG. The gas ejected from the inflator 48 is supplied to the airbag 44 without being restricted by the movable member 103. Therefore, the air bag 44 is quickly filled with gas and the internal pressure rises quickly. The airbag 44 is inflated and deployed at a fast deployment speed V2.

  On the other hand, the movable member 103 is moved to the limit position shown in FIG. The gas ejected from the inflator 48 is limited by the movable member 103, and the amount of gas supplied to the airbag 44 is reduced. As the internal pressure of the airbag 44 increases slowly, the airbag 44 is inflated and deployed at a slow deployment speed V1.

Therefore, according to the sixth embodiment, the same effects as the above (1) to (5) and (9) in the first and second embodiments can be obtained, and the following effects can also be obtained.
(10) The movable member 103 that varies the supply amount of the gas that is ejected from the inflator 48 and supplied to the airbag 44 is used. Therefore, the gas supply amount is changed by moving the movable member 103 between the non-restricted position and the restricted position by the actuator 104, and the airbag 44 is inflated at a slow deployment speed V1 or inflated and deployed at a fast deployment speed V2. Can be.

In addition, 6th Embodiment may be changed and implemented similarly to (a) and (k)-(m) mentioned above. In addition, the sixth embodiment may be implemented with the following modifications.
(V) The inflator assembly 47 may be changed to a structure that does not use the retainer 49. In this case, the movable member 103 having a bottomed cylindrical shape is attached to the lower end portion of the inflator 48 so as to be movable in the length direction of the inflator 48. In the initial state, the movable member 103 is held at a position where the gas outlet 51 of the inflator 48 is not blocked. Therefore, the movable member 103 does not limit the amount of gas that is ejected from the inflator 48 and supplied to the airbag 44. In the later stage of the inflation and deployment period of the airbag 44, the movable member 103 is moved to a position where a part of the gas ejection port 51 is blocked by the actuator 104. At this position, the supply amount of gas that is ejected from the inflator 48 and supplied to the airbag 44 is limited. For this reason, the effect similar to the said 6th Embodiment is acquired.

  In addition, the expansion | deployment speed reduction means shown in the 1st-6th embodiment mentioned above may be used in combination as appropriate.

1 is a schematic side view of a vehicle seat to which a side airbag device is applied in a first embodiment embodying the present invention. The schematic plan view explaining the positional relationship of a vehicle seat and a body side part. The partial plane sectional view which shows the internal structure of the side part of the vehicle outer side in a seat back. FIG. 4 is a partial plan sectional view showing a side frame portion and an airbag module in FIG. 3. It is a figure for demonstrating the connection means which connects the edge part of a belt to a side frame part, (A) is a fragmentary sectional view which shows the connection means made into the connection state, (B) is the connection made into the connection cancellation | release state The fragmentary sectional view which shows a means. The side view which shows the positional relationship of the airbag module and passenger | crew of the state by which the airbag was expand | deployed. The side view which shows the relationship between the airbag of a deployment state, and the fold line set in the case of the bellows fold. FIG. 8A is a side view showing a state in which the airbag is bellows folded from the state of FIG. 7, and FIG. 8B is a side view showing an airbag module in which the airbag is stored. FIG. 5A is an enlarged plan sectional view showing an X portion in FIG. 4, and FIG. 5B is an enlarged partial plan sectional view showing a predetermined first redundant portion in FIG. Sectional drawing which shows the cross-sectional structure along line 10-10 in FIG. The control structure figure which shows the relationship between the situation (sitting posture and side collision speed) of a side collision, and the control content for every situation by a control apparatus. The characteristic view which shows the time change of the inflation degree of the airbag in a situation (I). The partial plane sectional view which shows the state of the expansion | swelling initial stage of the airbag in the situation (I) about the vehicle outer side part in a seat back. FIG. 14 is a partial plan sectional view showing a state in which the side support portion is inflated forward by an airbag that inflates and deploys from the state of FIG. FIG. 15 is a partial plan cross-sectional view showing a state in which the seat back is further broken at the portion to be broken from the state of FIG. 14. The fragmentary top view which shows the state in the middle of the airbag expansion | swelling expansion | deployment outside the vehicle seat about the A section in FIG. FIG. 17 is a partial plan view showing a state in which the airbag has been inflated and deployed from the state of FIG. 16. It is a figure corresponding to FIG. 14, and the partial plane sectional view which shows the state of the expansion | swelling initial stage of the airbag in condition (II), (III). It is a figure corresponding to FIG. 12, and is a characteristic view showing the time change of the inflation degree of the airbag in the situation (II). FIG. 13 is a diagram corresponding to FIG. 12, and is a characteristic diagram showing a change over time in the degree of inflation of the airbag in the situation (III). The characteristic view which shows the time change of the internal pressure of an airbag. FIGS. 6A and 6B are views showing a modification of the connecting means of FIG. 5, in which FIG. 6A is a partial cross-sectional view showing the connecting means brought into a connected state, and FIG. It is a figure which shows the modification of a connection means, (A) is a fragmentary sectional view which shows the connection means made into the connection state, (B) is a sectional side view of (A). It is a figure which shows the modification of the holding part in a belt, and is sectional drawing which shows the cross-section of the belt corresponding to the said FIG. FIG. 25 is a cross-sectional view showing a cross-sectional structure taken along line 25-25 in FIG. 24. In 2nd Embodiment which actualized this invention, the control structure figure which shows the relationship between the situation (sitting posture and side collision speed) of a side collision, and the control content for every situation by a control apparatus. In 2nd Embodiment, the characteristic view which shows the time change of the expansion degree of the airbag in a condition (IV). The characteristic diagram which shows the time change of the expansion degree of the airbag in a condition (V) in 2nd Embodiment. It is a figure which shows 3rd Embodiment which actualized this invention, (A) is a plane sectional view which shows the airbag module integrated in the storage space of the seat back, (B) is Y part in said (A). The plane sectional view expanding and showing. It is a figure which shows 4th Embodiment which actualized this invention, (A) is a side view which shows the airbag module integrated in the storage space of a seat back, (B) is a modification of the Z section in said (A) The partial side view which expands and shows. It is a figure which shows 6th Embodiment which actualized this invention, (A) is a partially broken side view which shows the state with which the movable member was hold | maintained at the non-restricted position, (B) is a movable member moved to a restricted position The partially broken side view which shows the state made to do.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 21 ... Body side part, 22 ... Vehicle seat, 44 ... Air bag, 48 ... Inflator, 56 ... Belt (long member), 56A, 56B ... End part, 57 ... Redundant part, 58 ... First redundant part, 60 ... 2nd redundant part, 62 ... Holding part, 71 ... Anchor member (part of connecting means), 72 ... Restraining member (part of connecting means), 81 ... Impact sensor (side collision detecting means), 82 ... Side collision Prediction sensor (part of side collision prediction means, side collision speed detection means), 83 ... Occupant detection camera (occupant detection means, seating position detection means), 84 ... Control device (inflator control means, side collision prediction means) Part, operation start time changing means, part of deployment speed reducing means, change prohibiting means), 94... Pin (part of connecting means), 95... Actuator (part of connecting means), 101. 103 ... movable member, P ... occupant, V1, V ... deployment speed, Z1 ... occupant restraint area.

Claims (10)

An inflator, a side collision detection means for detecting a side collision of the vehicle, an inflator control means for operating the inflator in response to detection of a side collision by the side collision detection means, and ejecting gas, and housed in a vehicle seat And a side airbag device comprising an airbag that is fixed and inflated and deployed in a passenger restraint region between a vehicle body side portion and a vehicle seat by gas from the inflator,
Occupant detection means for detecting the presence or absence of a part of the occupant's body in the occupant restraint area;
A side collision prediction means for predicting a side collision of the vehicle;
An execution condition is that a side collision is predicted by the side collision prediction means and a part of the body is detected by the occupant detection means, and when the execution condition is satisfied, the operation start timing of the inflator by the inflator control means The operation start time changing means for accelerating the operation start time according to the side collision detection by the side collision detection means,
And a deployment speed lowering unit that lowers the deployment speed of the airbag when the execution condition is satisfied, compared to a deployment speed of airbag deployment performed in response to a side collision detection by the side collision detection unit. Side airbag device. The vehicle further comprises a side collision speed detecting means for detecting a relative speed immediately before the side collision between the vehicle and the side collision object,
The operation start time changing means determines the operation start time of the inflator by the inflator control means when the detection result of the side collision speed detection means is high when the side collision prediction means predicts a side collision. The side airbag device according to claim 1, wherein the side airbag device is faster than when the vehicle is non-high speed. A side collision speed detecting means for detecting a relative speed immediately before a side collision between the vehicle and the side collision object;
Seating position detecting means for detecting the seating position of the occupant in the vehicle seat;
When the side collision prediction means predicts a side collision, the seating position detection means detects that an occupant is seated at a normal position, and the detection result of the side collision speed detection means is low. The side airbag device according to claim 1, further comprising a change prohibiting unit that prohibits a change of the operation start timing of the inflator by the start timing changing unit. The airbag is stored in the vehicle seat by being folded, and is stored in the vehicle seat,
The deployment speed reduction means is
A long member having a redundant portion which is fixed to the vehicle seat or the airbag at one end thereof and which is in a slack state when the airbag is in the storage configuration;
Holding the redundant portion in a slack state, and releasing the holding as the airbag is inflated and deployed; and
A connecting means configured to be able to switch between a connected state in which the other end portion of the elongate member is directly or indirectly connected to the vehicle seat and a released state in which the connection is released, and inflating the airbag 4. When deploying, when the deployment speed of the airbag is reduced, the connecting means is held in the connected state, and when the deployment speed is not reduced, the connecting means is switched to the disconnected state. Side airbag apparatus as described in one. The airbag is stored in the vehicle seat by being folded, and is stored in the vehicle seat,
The deployment speed reducing means includes a long member having a redundant portion that is fixed to the vehicle seat or the airbag at one end thereof and that is in a slack state when the airbag is in the storage configuration. ,
The redundant portion is held in a slack state by a holding portion, and the first redundant portion that is released by the holding portion as the airbag is inflated and deployed, and before the holding by the holding portion is released A second redundant portion that is stretched along with the inflation and deployment of the airbag,
Furthermore, a connection means configured to be able to switch between a connected state in which the other end portion of the elongate member is directly or indirectly connected to the vehicle seat and a connection released state in which the connection is released is provided, 4. When inflating and deploying, the connecting means is held in the connected state when the deployment speed of the airbag is lowered, and the connecting means is switched to the disconnected state when the deploying speed is not lowered. The side airbag apparatus as described in one. The airbag is folded into a storage form for storing in the vehicle seat,
The deployment speed reduction means is
A long member that is fixed to the vehicle seat or the airbag at one end of itself and is in a slack state when the airbag is in the storage configuration, and is tensioned by an inflating and deploying airbag;
A part to be separated that is provided in the middle of the longitudinal direction of the elongated member and separated along with the inflation and deployment of the airbag;
A connecting means configured to be able to switch between a connected state in which the other end portion of the elongate member is directly or indirectly connected to the vehicle seat and a released state in which the connection is released, and inflating the airbag 4. When deploying, when the deployment speed of the airbag is reduced, the connecting means is held in the connected state, and when the deployment speed is not reduced, the connecting means is switched to the disconnected state. Side airbag apparatus as described in one. The deployment speed reduction means is
A long member formed of a stretchable material and fixed to the vehicle seat or the airbag at one end of the stretchable member, and stretched by an inflating and deploying airbag;
A connecting means configured to be able to switch between a connected state in which the other end portion of the elongate member is directly or indirectly connected to the vehicle seat and a released state in which the connection is released, and inflating the airbag 4. When deploying, when the deployment speed of the airbag is reduced, the connecting means is held in the connected state, and when the deployment speed is not reduced, the connecting means is switched to the disconnected state. Side airbag apparatus as described in one. The side airbag device according to any one of claims 4 to 7, wherein the elongated member is disposed outside the airbag. The side airbag device according to any one of claims 4 to 7, wherein the elongate member is disposed inside the airbag. The deployment speed reduction means includes a movable member that moves between an unrestricted position that does not limit the supply amount of the gas ejected from the inflator to the airbag and a limit position that restricts the supply amount.
When the airbag is inflated and deployed, when the deployment speed of the airbag is not reduced, the movable member is held at the unrestricted position, and when the deployment speed is lowered, the movable member is moved to the restricted position. Item 4. The side airbag device according to any one of Items 1 to 3.

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