JP2012051553A - Curtain airbag - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a curtain airbag having high performance of preventing an occupant from being thrown out outside of a car near the aftermost part seat by suppressing the output required for an inflator.SOLUTION: The curtain airbag is provided with: an expansion region 130 expanding on a front side pillar and in front of the front side pillar in the front side of the aftermost part window positioned in the side of the aftermost part seat by receiving a gas for expansion and development; and a wide part 140 which is cloth like, attached to the rear end part of the expansion region and having a shape over a collision assumption region where the collision of the occupant is assumed in the aftermost part window. The wide part include a non-hard region 143 being in contact with the rear edge part of the expansion region and having relatively low hardness and a hard region 144 being in contact with only the non-hard region and having relatively high hardness and is attached to the vehicle in the rear side of the front side pillar by at least one attaching point 146 provided in the hard region.

Description

  The present invention relates to a curtain airbag that inflates and deploys along a side surface in a vehicle compartment for the purpose of protecting an occupant during a vehicle side collision or rollover (rollover).

  In recent years, high safety is required for vehicles. This tendency is common in all countries of the world, and at present, airbags are almost standard equipment as vehicle safety devices in all over the world. Further, in business operators related to vehicle development, further improvement of safety is listed as an important development theme, and new airbags are being developed every day accordingly.

  Vehicle safety assessment standards vary from country to country, and each company is developing products to meet multi-country assessment standards. For example, in the United States, which has the largest number of automobiles in the world, FMTSS (Federal Automobile Safety Standards) has been established by NHTSA (National Highway Traffic Safety Administration). And now, NHTSA's schedule notification (NPRM) of the FMVSS rule that will be set forth in the future says “In the event of a side impact or rollover, the release mitigation system will reduce the likelihood of passengers getting out of the vehicle through the side windows. Has been proposed (FMVSS 226). This requirement can be achieved by providing a curtain airbag as an off-vehicle emission reduction countermeasure device that forms an emission reduction system.

  The curtain airbag is an airbag that is installed above the door and protects the occupant by inflating and deploying along the side window of the vehicle when an impact occurs. A normal curtain airbag has a longer duration of pressure when inflated and deployed than a front airbag or the like. This is because when a rollover occurs following a side collision, the time during which an impact can occur is long. Thus, the curtain airbag maintains the inflated state until the rollover, thereby restraining the occupant and preventing release from the vehicle.

  In order to reliably achieve the above-described prevention of occupant release from the vehicle, the curtain airbag needs to be inflated and deployed covering all of the side windows present on the side surface of the vehicle. For example, the curtain airbag described in Patent Document 1 is installed in a three-row seat vehicle, and can also cover a fixed side window (so-called quarter window) on the side of the third-row seat. .

JP 2007-237864 A

  However, in order to inflate a large-capacity curtain airbag that covers up to the side of the third row seat, like the curtain airbag described in Patent Document 1, a high-output gas generator (inflator) is required. Usually, as represented by the above-mentioned third row seat and quarter window, the side window on the side of the rear seat has a different shape and a smaller area than the other side windows in front of it. There are many cases. If the expansion region is enlarged so as to reach such a side window, the output of the inflator needs to be increased, which may increase the manufacturing cost.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a curtain airbag having a high out-of-vehicle release prevention performance particularly in the vicinity of the rearmost seat while suppressing the output required for the inflator.

  In order to solve the above-mentioned problems, the inventors diligently studied and focused on the fact that the occupant can be restrained as long as it is tensioned even in a non-inflatable region where gas does not flow. And a relatively small side window such as a side window on the side of the rear seat can be prevented from being released from the vehicle by covering it with a tensioned cloth-like non-inflated area, regardless of the inflated area. I found out. However, in order to achieve a reliable off-vehicle release prevention function using a cloth-like non-inflatable region, there are few portions that sag, tension as wide as possible, and load received from the occupant can be dispersed as much as possible. Thus, it was necessary to devise and configure the non-inflatable region.

  In order to solve the above problems, a typical configuration of a curtain airbag according to the present invention is a curtain airbag that is accommodated above a side surface in a vehicle compartment and inflated and deployed along the side surface. An inflatable region that is inflated on and in front of the front pillar on the front pillar projecting inward of the rear window on the front side of the rearmost window that is located on the side of the rear seat. A wide portion that is attached to the rear edge of the inflatable region without being inflated, and has a shape that extends over the anticipated collision region of the rearmost window, and the wide portion is formed at the rear edge of the inflatable region. A non-hard region that is in contact with the relatively low hardness and a hard region that is in contact with only the non-hard region and has a relatively high hardness, and the front pillar is formed by at least one attachment point provided in the hard region. Characterized in that attached to the vehicle rear side of the.

  The wide portion is attached to the vehicle by an attachment point in the hard region, and when the expansion region is inflated and deployed, a tension (tension) applied to the front of the vehicle is applied to develop and tension. If it is attached to the vehicle only at the attachment point without providing a hard region in the wide part, the range where the tension is received from the expansion region is a substantially triangular range connecting the attachment point and the rear edge of the expansion region. It becomes. However, if it is the structure of this invention, it is possible to make a non-hard area | region especially tension | tensile in a wide range among wide parts. In addition, by providing the hard region, when a load is received from the occupant, the load applied to the attachment point can be dispersed to suppress the elongation of the non-hard region. As a result, a high occupant discharge prevention performance can be exhibited even in a cloth-like wide part that does not expand, and it is possible to achieve reliable occupant release prevention from the rear window without depending on the expansion region. Furthermore, since it is not necessary to provide an expansion region in the rearmost window, it is not necessary to increase the capacity of the expansion region, and the output required for the inflator can be suppressed.

  Further, the rear edge portion of the inflated region to which the front side of the wide portion is attached projects further to the vehicle inner side than the rearmost window when the curtain airbag is inflated. Therefore, the wide part can be tensioned at a position away from the rear window, that is, a position closer to the occupant to cover the rear window. Thereby, the wide part can receive the passenger | crew of a back part seat quickly, and can reduce the movement amount from a seating position. Therefore, when the rollover occurs, it is possible to improve the performance of preventing the passenger from releasing outside the vehicle.

  The non-hard region may be located between the rear edge of the expansion region and the hard region, and may have a shape that is tensioned in a substantially planar shape over the assumed collision region by the expansion and expansion of the expansion region. . As a result, it is possible to exhibit high out-of-vehicle release prevention performance regardless of the expansion region.

  Said hard area | region is an elongate area | region, Comprising: You may have an attachment point near the both ends of the longitudinal direction, respectively. If it is this structure, a hard area | region can be supported more firmly at the both ends of two points. Therefore, the wide portion can be tensioned over a wide range, and the outside release prevention performance can be improved.

  The wide portion may further include a linear body that connects the attachment point and the vehicle, and may be attached to the vehicle via the linear body. If it is this structure, it is not necessary to extend the wide part itself to the attachment position to a vehicle, and the length of the wide part in the vehicle front-back direction can be shortened. Therefore, the curtain airbag can be easily stored in a limited storage space.

  When the number of attachment points is one, the vehicle connection point that is the attachment position of the linear body to the vehicle is preferably located on a straight line formed by the attachment point and the center point of the assumed collision area. According to this configuration, the load received from the occupant is easily absorbed, and the occupant can be received and restrained more efficiently. Therefore, it is possible to improve the release performance outside the vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the curtain airbag which has the high vehicle outside discharge | release prevention performance especially in the rear seat vicinity, suppressing the output required for an inflator.

It is a figure which illustrates the curtain airbag concerning this invention. It is a figure which illustrates the curtain airbag of the deployment state of Drawing 1 (b). FIG. 3 is a partially enlarged view of FIG. 2. FIG. 2 is a schematic cross-sectional view of FIG. FIG. 5 is a schematic cross-sectional view of FIG. 4. FIG. 6 is a diagram illustrating an out-of-vehicle emission prevention performance evaluation test at the position of FIG. 5. It is a figure which illustrates the 1st example of a change of a wide part. It is a figure which illustrates the 2nd example of a change of a wide part.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a diagram illustrating a curtain airbag according to the present invention. FIG. 1A illustrates the curtain airbag (hereinafter referred to as “airbag 100”) when not deployed, and FIG. 1B illustrates the airbag 100 deployed. Hereinafter, description will be made with reference to the curtain airbag for the right side surface of the vehicle 102 illustrated in FIG. 1A and FIG. 1B, but the curtain airbag for the left side surface has a similar symmetrical structure. .

  As illustrated in FIG. 1A, the airbag 100 includes an inflator 104 that is a gas generator. Then, an inflating and deploying gas supplied from the inflator 104 (hereinafter simply referred to as “gas”) is received and inflated to protect the occupant. In particular, the airbag 100 according to the present invention is capable of exhibiting high out-of-vehicle release prevention performance in the vicinity of the rear seat while suppressing output required for the inflator 104.

  The airbag 100 is in a state of being wound as shown in FIG. 1A or in a folded state (not shown), and the roof side rail 106 above the side surface portion in the vehicle compartment (illustrated by an imaginary line in the figure). Attached) and stored. Usually, the roof side rail 106 is covered with a roof trim and cannot be visually recognized from inside the vehicle interior.

  The airbag 100 is formed into a bag shape by, for example, sewing a base fabric that constitutes the surface of the airbag 100 on the front and back sides or by using OPW (One-Piece Woven).

  In the present embodiment, as a vehicle in which the airbag 100 is implemented, a vehicle 102 having three rows of seats (front seat 108, rear seat 110, and rear seat 112 from the front of the vehicle) is illustrated. A plurality of side windows (side windows 114 and 116 and a rearmost window 118 from the front of the vehicle) are installed on the side surface of the vehicle 102. In the vehicle compartment, the rearmost window 118 is located on the side of the rearmost seat 112.

  A plurality of pillars (columns) that support the roof (ceiling) are connected to the front and rear direction of each side window. These are called A pillar 120, B pillar 122, C pillar (front pillar 124 described later), and D pillar (rear pillar 126 described later) from the front of the vehicle 102.

  When a side collision or rollover (rollover) occurs in the vehicle 102, first, an ignition signal is transmitted to the inflator 104 due to an impact detected by a sensor (not shown) provided in the vehicle 102. Then, the explosive in the inflator 104 burns and the generated gas is supplied to the airbag 100. When the airbag 100 receives the gas from the inflator 104, as shown in FIG. 1B, the airbag 100 is inflated and deployed downward along the side surface portion (side window 114, etc.) of the passenger compartment to protect the passenger. Do.

  FIG. 2A is a diagram illustrating the curtain airbag in the deployed state of FIG. 2 (a) and 2 (a) illustrate the airbag 100 in a partially transparent state.

  As illustrated in FIG. 2A, the airbag 100 is inflated when the vehicle 102 collides or rolls over, and a non-inflated region 132 (indicated by hatching in the drawing) that partitions the inflated region 130 without being inflated. ) And. The expansion region 130 is divided into a plurality of chambers by a non-expansion region 132. The chamber is a portion that comes into direct contact with an occupant during an emergency such as a collision. The expansion region 130 is partitioned into a plurality of chambers.

  A rear chamber 134 is installed at the rear end of the airbag 100 in the vehicle longitudinal direction among the plurality of chambers. As illustrated in FIG. 1B, the rear chamber 134 is inflated and deployed substantially beside the rear seat 110. Since the rear chamber 134 is inflated and deployed at a position closest to the occupant of the rear seat 110, the rear chamber 134 prevents the occupant of the rear seat 110 from releasing outside the vehicle. Needless to say, the chamber (reference number omitted) in front of the rear chamber 134 is also effective for preventing the passenger of the rear seat 110 from being released from the vehicle.

  On the upper edge of the airbag 100, a plurality of tabs (tabs 136 and the like) are provided as attachment members. The tab 136 is a band-shaped member used when the airbag 100 is attached to the vehicle 102. The tab 136 is provided with a bolt hole 138 through which a bolt for fastening to the vehicle 102 is passed.

  As illustrated in FIG. 1B, in the airbag 100, the chamber is not inflated and deployed on the side of the rearmost seat 112, but the wide portion 140 is deployed. The wide part 140 is a part for preventing the passenger of the rear seat 112 from releasing from the rear window 118 from the vehicle. As illustrated in FIG. 2A, the wide portion 140 is attached to the rear edge portion 142 of the rear chamber 134 (or the expansion region 130). The wide portion 140 is a wide cloth shape and does not inflate, and is tensioned in a substantially flat shape so as to be pulled by the inflating expansion region 130 to restrain the occupant.

  The wide portion 140 includes a non-hard region 143 having a relatively low hardness and a hard region 144 having a relatively high hardness as two regions having different hardnesses. The non-hard region 143 is a softer region than the hard region 144, and is in contact with the rear edge 142 of the expansion region 130. The hard region 144 is a region harder than the non-hard region 143, and in the present embodiment, constitutes an edge on the vehicle rear side of the wide portion 140 and contacts only the non-hard region 143.

  FIG.2 (b) is AA sectional drawing of Fig.2 (a). As illustrated in FIG. 2B, in the present embodiment, the hard region 144 is configured by strip-shaped cloth members 144 a and 144 b that are attached from the front and back of the wide portion 140. As these cloth members 144a and 144b, for example, the same material as the webbing used for the seat belt or the same material as the base fabric used for the airbag can be applied.

  The wide portion 140 is attached to the vehicle 102 behind the front pillar 124 by at least one attachment point 146 in the hard region. Thereby, the non-hard area | region 143 between the rear edge part 142 and the hard area | region 144 of a wide part can be widely tensioned planarly at the time of expansion | deployment expansion | deployment. In the present embodiment, a linear body (wire 148) is installed at the attachment point 146, and the attachment point 146 is connected to the rear pillar 126 via the wire 148 (see FIG. 1B). A fastener 150 is installed at the attachment position (vehicle connection point) to the rear pillar 126 of the wire 148. In addition, as a linear body, you may utilize a strip | belt-shaped strap etc. besides a wire.

  In the present embodiment, since the wide portion 140 is attached to the vehicle 102 using the wire 148, it is not necessary to extend the wide portion 140 itself to the attachment position to the vehicle 102. Therefore, the airbag 100 can be shortened at the rear end side, and can be easily accommodated in a limited storage space near the upper portion of the rear pillar 126.

  Note that a linear body represented by the wire 148 is not necessarily used. For example, bolting or the like may be performed directly as a predetermined attachment point within a hard region superimposed on the rear pillar 126. In this case, by appropriately changing the position of the attachment point, the airbag 100 can be sufficiently stored even in a limited storage space.

  FIG. 3 is a partially enlarged view of FIG. As illustrated in FIG. 3, the wide portion 140 has a shape that extends over the assumed collision area E, which is an area where the occupant is expected to collide, in the rearmost window 118. In particular, the non-hard region 143 is located between the rear edge portion 142 and the hard region 144, and is in a shape that is tensioned in a substantially planar shape over the assumed collision region E as the expansion region 130 expands and deploys. The assumed collision area E means an area that is defined by FMVSS (Federal Automobile Safety Standards) and is assumed to be a collision of a passenger's head during a side collision. More specifically, using the impactor described and defined in FMVSS 226 section 7: Ejection mitigation test device specification, FMVSS 226 section 5.2: Determination of impact target location. When an out-of-vehicle release test is performed toward a target location (Target locations) determined by (Determination of impact target locations), an area where the impactor may pass is set as an assumed collision area. In the case of the present application, reference is made in particular to the target position determination method for the rear window. Usually, at the time of a side collision test based on FMVSS, an impactor, which is a test apparatus, is caused to collide with the assumed collision area E to evaluate the safety of a safety device such as a curtain airbag (external release prevention performance evaluation test). For example, the assumed collision area on the third relatively small window from the front in a three-row seat vehicle such as the side window 118 is referred to as a C1 hit point as the impact target position of the impactor.

  In the present embodiment, in order to more effectively prevent the vehicle from being released outside, the vehicle connection point (fastener 150) for attaching the wire 148 to the vehicle 102 is connected to the attachment point 146 on the wide portion and the center point M of the assumed collision area E. It is installed on a straight line L1 formed by. If it is this structure, it will become easy to support the wide part 140 which the wire 148 received the load. That is, the load received from the occupant is easily absorbed, and the occupant can be received and restrained more efficiently. In particular, in the present embodiment, the attachment point 146 and the fastener 150 are installed so that the straight line L1 coincides with the longitudinal direction of the vehicle, that is, the longitudinal direction of the airbag 100. This is because the expansion region 130 is greatly contracted in the longitudinal direction due to expansion and expansion, and the tension generated in the wide portion 140 due to the contraction is applied to the center point M of the assumed collision region E. As a result, the out-of-vehicle release performance of the wide portion 140 is greatly improved.

  FIG. 4 is a schematic BB cross-sectional view of FIG. As illustrated in FIG. 4, in the airbag 100, the wide portion 140 is attached to the rear edge portion 142 of the rear chamber 134. The wide portion 140 is attached to the vehicle 102 by an attachment point 146 in the hard region, and when the expansion region 130 is inflated and deployed, tension (tension) to the front of the vehicle is applied. In the wide portion 140, the non-hard region 143 between the rear edge portion 142 and the hard region 144 is strained in a substantially planar shape over the assumed collision region E (see FIG. 3).

  The behavior of the airbag 100 during deployment varies depending on the dimensions and the position of the airbag 100 attached to the roof side rail 106. However, when the airbag 100 is inflated and deployed from the state in which it is wound, the rear edge portion 142 is moved from the initial position. Assume that it moves forward. In that case, the length of the wide portion 140 from the fastener 150 to the rear edge portion 142 is set to be shorter than the dimension from the fastener 150 to the position where the rear edge portion 142 is about to move due to the expansion and deployment of the expansion region 130. It is preferable.

  At the time of inflating and deploying, the rear edge portion 142 and the rear chamber 134 to which the front side of the wide portion 140 is attached are inflated and deployed on the front pillar 124. The front pillar 124 is located on the front side of the rearmost window 118 and protrudes further toward the vehicle interior than the rearmost window 118. As a result, the rear chamber 134 (expansion region 130) expands on and in front of the front pillar 124, and the vicinity of the rear edge 142 overlaps the front pillar 124. Then, after the airbag 100 is inflated and deployed, the wide portion 140 is tensioned between the rear edge 142 and the rear pillar 126, and assumes a substantially planar posture (see FIG. 5).

  FIG. 5 is a schematic CC cross-sectional view of FIG. The CC cross section assumes a cross section passing through the center point M of the assumed collision area E of FIG. As illustrated in FIG. 5, the vicinity of the rear edge portion 142, which is the attachment position on the front side of the wide portion 140, protrudes toward the vehicle inner side by rising to the front pillar 124. As a result, the wide portion 140 covers the rear window 118 at a position away from the rear window 118 toward the inside of the vehicle, that is, at a position closer to the passenger. Thereby, the wide part 140 can receive the passenger | crew of the rearmost seat 112 rapidly, for example, and can reduce the movement amount from a seating position. Therefore, when the rollover occurs, it is possible to improve the performance of preventing the passenger from releasing outside the vehicle.

  FIG. 6 is a diagram illustrating an out-of-vehicle release prevention performance evaluation test at the position of FIG. In FIG. 6, the rear chamber 134 and the like are omitted for easy understanding. If it is the wide part 140 demonstrated above, even if it does not expand | swell, it can exhibit the high vehicle outside discharge | release prevention performance. In FMVSS (Federal Automobile Safety Standards), as illustrated in FIG. 6, an impactor 160 simulating an occupant is collided with each part of an airbag to evaluate its performance. At that time, the movement distance of the apex outside the impactor 160 (corresponding to the center point M of the assumed collision area E) is within 100 mm from the contact surface (straight line L2 in FIG. 6) with the side window 118 (see FIG. 5) ( It is a requirement to fit in the straight line L3). If it is the wide part 140 with which the said airbag 100 is provided, this requirement can be achieved.

  In the description with reference to FIG. 3 above, the attachment point 146 on the wide portion and the vehicle connection are arranged on a straight line L1 that indicates the longitudinal direction of the airbag 100 and passes through the center point M of the assumed collision area E. It has been described that it is preferable to install a point (fastener 150). However, the attachment point 146 does not necessarily have to be positioned on the straight line L1 immediately after expansion and deployment. For example, in the state in which the wide portion 140 is in a posture in which the occupant is received like the wide portion 140 in the posture of FIG. 6, the attachment point 146 is on the straight line L1 (see FIG. 3) when viewed from the inside of the vehicle. It only has to be located. With this configuration, the load is easily absorbed when the load from the occupant is most intense, and the occupant can be efficiently received and restrained. Accordingly, the wire 148 may be in a relaxed state without being strained immediately after the airbag 100 is inflated and deployed. In other words, the load can be absorbed suitably as long as the occupant is nervous when colliding with the wide portion 140.

  As described above, the wide portion 140 is attached to the vehicle 102 with the attachment point 146 in the hard region. If the wide region 140 is not provided with the hard region 144 and the attachment point 146 is provided in the non-hard region and attached to the vehicle 102, the range of the non-hard region 143 that is tensioned by the tension from the expansion region 130 is attached. This is a substantially triangular range connecting the point 146 and the rear edge 142 of the expansion region 130. However, with the above configuration, the non-hard region 143 between the hard region 144 and the rear edge 142 of the expansion region 130 can be tensioned in a wide range. Further, by providing the hard region 144, when a load is received from the occupant, the load applied to the attachment point 146 can be dispersed to suppress the elongation of the non-hard region 143. As a result, it is possible to reliably prevent the passenger from being released from the rearmost window 118 without depending on the expansion region.

  Further, according to the airbag 100, since it is not necessary to provide the chamber (inflatable region 130) in the rearmost window 118, it is not necessary to increase the capacity of the inflated region 130 until the rearmost window 118 is reached. It is possible to suppress the output required in

(First change example)
FIG. 7 is a diagram illustrating a first modification of the wide portion 140. FIG. 7 corresponds to FIG. The first modification illustrated in FIG. 7 differs from the example of FIG. 3 in the installation positions of the attachment point 146 on the wide portion and the vehicle connection point on the vehicle.

  As illustrated in FIG. 7, when the front pillar 125 is inclined, a wide portion is formed on a straight line L5 that is orthogonal to the straight line L4 formed by the front pillar 125 or its edge and passes through the center point M of the assumed collision area E. The upper attachment point 146 and fastener 150 may be installed. In this configuration, the expansion zone 130 (or rear chamber 134) contacts the front pillar 125 along a straight line L4. At this time, a line segment connecting the center point M of the assumed collision area E and the straight line L4 in the shortest is a straight line L5. Therefore, by installing the attachment point 146 and the fastener 150 on the straight line L5, it becomes easy to absorb the load applied to the wide portion 140, and the occupant can be received and restrained more efficiently. Even in this installation configuration, the attachment point 146 is installed on the straight line formed by the center point M of the assumed collision area E and the fastener 150, so that the occupant is efficiently received and restrained via the wire 148. Yes.

(Second modification)
FIG. 8 is a diagram illustrating a second modification of the wide portion 140. FIG. 8 corresponds to FIG. 3 and is different from the example of FIG. 3 in the number of installation points on the wide portion.

  As illustrated in FIG. 8, the hard region 144 is a long region, and has attachment points 200 a and 200 b in the vicinity of both ends in the longitudinal direction. Wires 148a and 148b are installed at the attachment points 200a and 200b, respectively, and attached to the vehicle attachment part 150. With this configuration, the hard region 144 can be more firmly supported at the two ends thereof. Therefore, the wide portion 140 (non-hard region 143) can be tensioned over a wide range, and the out-of-vehicle release prevention performance can be improved.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the embodiments described above are preferred examples of the present invention, and other embodiments can be implemented or performed in various ways. Can be carried out. The invention is not limited to the detailed shape, size, configuration, and the like of the components shown in the accompanying drawings unless otherwise specified in the present specification. In addition, expressions and terms used in the present specification are for the purpose of explanation, and are not limited thereto unless otherwise specified.

  Therefore, it is obvious for those skilled in the art that various changes and modifications can be conceived within the scope of the claims, and these naturally belong to the technical scope of the present invention. It is understood.

  In the above embodiment, the airbag 100 is implemented in the vehicle 102 having three rows of seats. However, the vehicle in which the airbag 100 can be implemented is not limited to this. The technique according to the present invention is also applicable to a vehicle having another window behind the window located on the side of the rear seat. Further, the shape of the side window to which the wide portion 140 is intended to prevent the passenger from releasing outside the vehicle is not limited.

  Moreover, in the said embodiment, although the example which applied the curtain airbag concerning this invention to the motor vehicle was demonstrated, it is also possible to apply to an aircraft, a ship, etc. besides a motor vehicle, and can obtain the same effect. it can.

  INDUSTRIAL APPLICABILITY The present invention can be used for a curtain airbag that inflates and deploys along a side surface in a vehicle compartment for the purpose of protecting an occupant during a vehicle side collision or rollover (rollover).

E ... Assumed collision area, M ... Center point, L1 to L5 ... Straight line, 100 ... Air bag, 102 ... Vehicle, 104 ... Inflator, 106 ... Roof side rail, 108 ... Front seat, 110 ... Rear seat, 112 ... Last Part seat 114, side window 118 118 rear window 120 A pillar 122 B pillar 124 front pillar 126 rear pillar 130 expansion area 132 non-expansion area 134 rear chamber DESCRIPTION OF SYMBOLS 136 ... Tab, 138 ... Bolt hole, 140 ... Wide part, 142 ... Rear edge part, 143 ... Non-hard region, 144 ... Hard region, 144a, 144b ... Cloth member, 146 ... Attachment point, 148, 144a, 148b ... Wire, 150 ... Fastener, 160 ... Impactor

Claims (5)

A curtain airbag that is stored above a side surface in a vehicle compartment and inflates and deploys along the side surface,
An inflatable region that receives the inflating and deploying gas and inflates on and in front of the front pillar on the front side of the rearmost window located on the side of the rear seat and projecting inward from the rearmost window;
A wide portion of a cloth shape that does not inflate, is attached to a rear edge of the inflatable region, and has a shape over a collision assumed region in which the occupant is expected to collide among the rearmost windows;
With
The wide portion includes a non-hard region having a relatively low hardness in contact with a rear edge portion of the expansion region, and a hard region having a relatively high hardness in contact with only the non-hard region, and is provided in the hard region. The curtain airbag is attached to the vehicle on the rear side of the front pillar by at least one attachment point.   The non-hard region is located between a rear edge of the expansion region and the hard region, and has a shape that is tensioned in a substantially planar manner over the assumed collision region as the expansion region expands and deploys. The curtain airbag according to claim 1, wherein the curtain airbag is provided.   The curtain airbag according to claim 1 or 2, wherein the hard region is a long region and has the attachment points in the vicinity of both ends in the longitudinal direction.   4. The vehicle according to claim 1, wherein the wide portion further includes a linear body that connects the attachment point and the vehicle, and is attached to the vehicle via the linear body. 5. The curtain airbag described.   When the number of the attachment points is one, the vehicle connection point which is the attachment position of the linear body to the vehicle is located on a straight line formed by the attachment point and the center point of the assumed collision area. The curtain airbag according to claim 4.

Images