JP2012062042A - Curtain airbag - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a curtain airbag which can remarkably improve vehicle outside ejection preventive performance, by attaining restraint of deformation when contacting with an occupant at low manufacturing cost.SOLUTION: The curtain airbag (airbag 100) is stored above a side surface part in a vehicle room, and inflates-deploys along the side surface part. The curtain airbag includes an end part chamber (front chamber 120b) arranged in an end part in the vehicle longitudinal direction of the curtain airbag and inflating by receiving inflating-deploying gas, and a reinforcing belt 140 being a belt shape and stuck to pass through a collision supposed area E by passing through an A1 hitting point being the center of the collision supposed area E to the collision supposed area E colliding with an impactor 160 of imitating the occupant among the end part chamber in a vehicle outside ejection preventive performance evaluation test.

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). Currently, NHTSA's notification of the formulation of FMVSS rules (NPRM: Notice of Proposed Rule Making: Docket Number; NHTSA-2009-0183) states that “relaxation will be mitigated in the event of a side impact or rollover. A requirement has been proposed that the system reduces the likelihood of occupant emissions through the side windows. 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.

  When an occupant collides with the inflated curtain airbag, the curtain airbag is deformed so as to bend outwardly from the vehicle. In order for the curtain airbag to enhance the effect of preventing the occupant from releasing outside the vehicle, it is desirable to suppress such deformation at the time of contact with the occupant and to keep the shape as much as possible before the passenger collides. For example, a protective bag (curtain airbag) described in Patent Document 1 includes a skin base cloth that covers an outer surface of the vehicle inner side or the vehicle outer side. This outer skin base fabric is provided to protect the occupant in the recessed portion of the curtain airbag (the portion that does not inflate because the base fabric on the front and back sides is joined). If it is the structure of patent document 1, it will be thought that it is also possible to suppress a deformation | transformation at the time of a contact with a passenger | crew by attaching a cover base fabric, a base fabric will be multiplexed and rigidity will increase.

JP 2003-72500 A

  However, the skin base fabric provided in the curtain airbag of Patent Document 1 is intended to protect the occupant in the recessed portion, and is too large to suppress deformation of the curtain airbag. As described above, if a large cloth material is attached unnecessarily, even if the deformation can be suppressed, the manufacturing cost increases and the merchantability is lowered.

  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 that can suppress deformation at the time of contact with an occupant at a low manufacturing cost and can remarkably improve the out-of-vehicle release prevention performance.

  In order to solve the above-described problems, a typical configuration of a curtain airbag according to the present invention is a curtain airbag that is housed above a side surface portion of a vehicle compartment and inflates and deploys along the side surface portion. An end chamber installed at the end of the bag in the longitudinal direction of the vehicle and inflated by receiving the inflating and deploying gas, and a band-shaped impactor that simulates an occupant in the end chamber in an out-of-vehicle release prevention performance evaluation test And a reinforcement band that is pasted so as to pass through the collision assumption area through the hit point that is the center of the collision assumption area.

  The portion to which the reinforcing band is affixed is thickened and cured while being suppressed in elongation. Therefore, the deformation | transformation at the time of a passenger | crew's contact is suppressed, and the release prevention performance outside a vehicle improves. In particular, the end chambers are supported by other chambers only on either the left or right side. Therefore, compared with the other chambers on the center side of the curtain airbag, the curtain airbag is easily bent and deformed by contact with the occupant. Therefore, if it is an end chamber, a reinforcement band can be utilized more effectively. Moreover, if it is the said structure, it can focus on the part which passes a hit point among the collision assumption area | regions of an edge part chamber, and can suppress a deformation | transformation efficiently. Therefore, a relatively small reinforcing band is sufficient as a member to be attached. Thereby, it is possible to prevent an increase in manufacturing cost.

  The reinforcing band has a length such that the upper end reaches the upper edge of the end chamber, and the reinforcing band may further include a tab attached to the vehicle at the upper end. By attaching the reinforcing band to the vehicle, tension is efficiently generated in the reinforcing band when the curtain airbag is inflated and deployed. Therefore, the end chamber becomes harder along the reinforcing band, and deformation can be suppressed even if the occupant comes into contact. Therefore, the passenger's ability to prevent the vehicle from being released outside the vehicle is improved.

  In the end chamber, the lower edge portion may overlap the door belt line of the side door, and the reinforcing band may have a length such that the lower end reaches the lower edge portion of the end chamber. With this configuration, when the end chamber is pushed to the outside of the vehicle by contact with the occupant, even if the side window is open, the portion hardened by the reinforcing band interferes with and resists the upper and lower sides of the opening. Therefore, it is possible to efficiently prevent the passenger from being released from the vehicle.

  The reinforcing band may be attached to be inclined with respect to a winding or folding direction when the curtain airbag is stored. If it is this structure, when a curtain airbag is wound etc., the overlap of a reinforcement belt | band | zone can be shifted. Accordingly, an increase in the volume of the wound curtain airbag is suppressed, and the curtain airbag can be easily stored in a limited storage space.

  The end chamber has a gas inlet that restricts the amount of gas received per unit time from the adjacent chamber, and the expansion and deployment may be completed later than the other chambers. This allows the end chamber to be inflated in the event of a rollover that occurs following a side impact. Therefore, the reinforcement band can be used more effectively to prevent the passenger from being released from the vehicle.

  Here, the hit point (Target) is defined in NPRM (Docket number: NHTSA-2009-0183; published on December 2, 2009). The determination method is stipulated in NPRM V. “Proposed Ejection Mitigation Requirements and Test Procedures”, d. “Locations Where the Device Would Impact the Ejection Mitigation Countermeasure To Asses Efficacy”, 4. “Method for Determining Impactor Target Locations” It has been. For example, the A1 hit point is defined as a hit point located on the vehicle front side of the primary target position (Primary target) in the front window.

  In addition, the assumed impact area is an off-vehicle emission test described in the NPRM, using the impactor specified in V. “Proposed Ejection Mitigation Requirements and Test Procedures” of the NPRM. This is a region where the impactor may pass when performing. For these reasons, it can be said that the center of the assumed collision area is the hit point.

  The rule formulation notice (NPRM: Docket No. NHTSA-2009-0183) shown in the present specification is the basis of the officially established FMVSS226.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the curtain airbag which can achieve the suppression of a deformation | transformation at the time of contact with a passenger | crew at low manufacturing cost, and can improve a vehicle outside discharge | release performance remarkably.

It is a figure which illustrates the curtain airbag concerning 1st Embodiment. It is a figure which illustrates the curtain airbag of the deployment state of Drawing 1 (b) from each direction. FIG. 3 is a partially enlarged view of FIG. It is a figure which compares the curtain airbag concerning 1st Embodiment with the conventional curtain airbag. It is a figure which illustrates the 1st modification of the curtain airbag concerning 1st Embodiment. It is a figure which illustrates the 2nd modification of the curtain airbag concerning 1st Embodiment. It is a figure which illustrates the curtain airbag concerning 2nd Embodiment. It is a figure which illustrates the curtain airbag concerning 3rd Embodiment.

  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.

(First embodiment)
FIG. 1 is a diagram illustrating a curtain airbag according to the first embodiment. 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. .

  The airbag 100 is in a state of being wound as shown in FIG. 1A or in a folded state (not shown), and a roof side rail 104 (illustrated by an imaginary line in the figure) above the side surface in the vehicle compartment. Attached) and stored. Usually, the roof side rail 104 is covered with a roof trim and cannot be visually recognized from inside the vehicle interior. A plurality of pillars that support the roof (roof) are connected to the roof side rail 104. These are called A pillar 106, B pillar 108, and C pillar 110 from the front of the vehicle 102.

  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).

  The airbag 100 is provided with an inflator 112 that is a gas generator. When a side collision or rollover (rollover) occurs in the vehicle 102, first, an ignition signal is transmitted to the inflator 112 due to the impact detected by a sensor (not shown) provided in the vehicle 102. Then, the explosive in the inflator 112 burns, and the generated inflation and deployment gas (hereinafter simply referred to as “gas”) is supplied to the airbag 100.

  When the airbag 100 receives the gas from the inflator 112, the airbag 100 is inflated and deployed downward along the side surface (side window 114a, etc.) of the passenger compartment as illustrated in FIG. Do. According to the airbag 100, the passengers in the front seat 116 and the rear seat 118 can be protected at the same time.

  FIG. 2 is a diagram illustrating the curtain airbag in the deployed state of FIG. 1B from each direction. FIG. 2A illustrates a state in which a part of the passenger compartment side of the airbag 100 is permeated, and FIG. 2B illustrates the vicinity of the vehicle front side of the airbag 100 in FIG. See and illustrate.

  As illustrated in FIG. 2A, the airbag 100 is inflated by receiving gas when a vehicle 102 collides or rolls over, and a non-inflated region 122 (see FIG. (Shown by middle hatching). The expansion area 120 covers the side windows 114a and 114b (see FIG. 1A) of the vehicle, so that the passenger is prevented from being released from the vehicle.

  The airbag 100 includes a tab 126 as an attachment member to the vehicle 102 on the upper edge. The tab 126 is provided with a bolt hole 128 through which a bolt for fastening to the vehicle 102 is passed. A strap 130 is provided at the front end of the airbag 100. The strap 130 is a string-like member that connects the front end of the airbag 100 and the A pillar 106. The strap 130 holds the airbag 100 in an inflated and deployed state so that it follows the side windows 114a and 114b (FIG. 1A).

  The expansion region 120 is partitioned into a plurality of chambers by a non-expansion region 122. A main chamber 120a is installed slightly in front of the center of the airbag 100 in the front-rear direction. The main chamber 120a is inflated and deployed substantially beside the front seat 116 (see FIG. 1B). An end chamber is installed at an end of the airbag 100 in the front-rear direction. For example, a front chamber 120b is installed as an end chamber on the front end side of the airbag 100, and a rear chamber 120c is installed as an end chamber on the rear end side.

  The above-described end chamber (front chamber 120b or the like) is located at the end, and is supported by other chambers only on either the left or right side. Therefore, when a load is received, the end chamber is more flexible and more easily deformed than the central chamber such as the main chamber 120a. Therefore, in the airbag 100, the reinforcing band 140 is installed in the end chamber to suppress deformation. Hereinafter, the end chamber will be described as a representative with reference to the front chamber 120b.

  The reinforcing band 140 is a band-shaped member for reinforcing the end chamber. As illustrated in FIG. 2B, in this embodiment, the reinforcing band 140 is attached to the outer surface of the front chamber 120b on the vehicle outer side. The entire surface of the reinforcing band 140 may be sewn to the front chamber 120b, or may be fixed to the front chamber 120b by adhesion or welding. By sticking the reinforcing band 140, the thickness of the base fabric of the front chamber 120b can be increased and the base fabric can be prevented from being stretched and cured.

  FIG. 3 is a partially enlarged view of FIG. As illustrated in FIG. 3, the reinforcing band 140 is attached so as to pass through at least the collision assumed region E of the front chamber 120b. A collision assumed region E is a region where a passenger's collision is assumed, and an impactor 160 that simulates a passenger in an out-of-vehicle emission prevention performance evaluation test defined by FMVSS (Federal Automobile Safety Standards) (see FIG. 4A). Is a collision area.

  In the out-of-vehicle emission prevention performance evaluation test based on FMVSS, the impactor, which is a test apparatus, is caused to collide with a predetermined spot set on the curtain airbag to evaluate the safety of the curtain airbag. In particular, the foremost hit point (center of the assumed collision area E) of the side window 114a set on the front chamber 120b is referred to as an A1 hit point. In this embodiment, in order to make the reinforcing band 140 function more effectively, the reinforcing band 140 is pasted so as to pass through the A1 hit point. At that time, it is preferable that the reinforcing band 140 is attached so that the center in the width direction coincides with the A1 hit point.

  The length of the reinforcing band 140 is set so that the upper end 142 reaches the upper edge 121 of the front chamber 120b. The upper end 142 constitutes a tab 144 attached to the vehicle, and a bolt hole 146 through which a bolt for fastening to the vehicle 102 is passed is provided. By attaching the reinforcement band 140 to the vehicle, tension is efficiently generated in the reinforcement band 140 when the airbag 100 is inflated and deployed. Therefore, the front chamber 120b becomes harder along the reinforcing band 140, and deformation can be suppressed even when the occupant comes into contact.

  When the airbag 100 is inflated and deployed, if a load is applied to the front chamber 120b due to the collision of an occupant, the tension line (from the position where the collision occurs to the position where the front chamber 120b is fixed to the vehicle, that is, the position of each tab) Tension line) is formed. Since tension higher than the surroundings is generated in the tension line, deformation such as elongation is likely to occur in the base fabric. Therefore, in the present embodiment, the tab 144 is attached to the vehicle 102 so that a tension line is generated along the reinforcing band 140 when the airbag 100 is inflated and deployed. In other words, the front chamber 120b is provided with a reinforcing band 140 along a tension line that is likely to be deformed and has increased rigidity, so that deformation when the occupant comes into contact can be efficiently suppressed. .

  The length of the reinforcing band 140 is set such that the lower end 148 reaches the lower edge 123 of the front chamber 120b. Here, the lower edge 123 of the front chamber 120 b overlaps the door belt line 117 of the side door 115. When the lower edge 121 interferes with the door belt line 117, even if the side window 114a is damaged and becomes an opening, it is possible to prevent the front chamber 120b and passengers from being released from the opening. Furthermore, since the vicinity of the lower edge portion 121 is hardened by the reinforcing band 140, the out-of-vehicle discharge prevention performance is improved.

  FIG. 4 is a diagram comparing the curtain airbag according to the first embodiment and a conventional curtain airbag. FIG. 4 illustrates an out-of-vehicle emission prevention performance evaluation test corresponding to the BB cross section of FIG. 3. FIG. 4 assumes a case where the side window 114a is an opening.

  In the vehicle release prevention performance evaluation test based on FMVSS (Federal Automobile Safety Standards), as illustrated in FIG. 4, impactors 160 and 12 simulating an occupant collide with the hit points on the airbag from the outside of the vehicle, and the impactor 160 , 12 to measure the amount of movement of the apex outside the vehicle. The front chamber 120b of the airbag 100 is cured because the reinforcing band 140 is pasted so as to pass through the assumed collision area E through the A1 hit point. Therefore, as illustrated as the distance D, the amount of movement of the impactor in the vehicle exterior direction can be reduced as compared with the front chamber 14 of the conventional curtain airbag (airbag 10).

  Further, in the airbag 100, the portion hardened by the reinforcing band 140 interferes with the upper and lower sides of the opening (window frame 119). Therefore, when the front chamber 120b is pushed to the outside of the vehicle by contact with the occupant, the hardened portion is resisted by the reinforcing band 140, and the occupant can be prevented from being released from the vehicle efficiently.

  Reference is again made to FIG. In the airbag 100, the reinforcing band 140 is attached to an end chamber (front chamber 120b in the present embodiment) located at the end of the curtain airbag. If the end chamber is a so-called delay chamber that completes expansion and deployment later than the other chambers, the reinforcing band 140 can be used more effectively.

  For example, the front chamber 120b has a gas inlet 134 on the lower side, and receives gas from the adjacent main chamber 120a through the gas inlet 134. Since the gas flow path to the front chamber 120b is limited only to the gas inlet 134, the front chamber 120b has a limited amount of gas received per unit time. Therefore, the expansion and deployment of the front chamber 120b is completed behind the other chambers. That is, the front chamber 120c can be in an expanded state in accordance with a rollover that occurs following a side collision. Therefore, it is possible to more effectively utilize the reinforcing band 140 to prevent the passenger from being released from the vehicle.

  As described above, with the airbag 100, it is possible to improve the out-of-vehicle release prevention performance by suppressing deformation at the end portion particularly when the passenger contacts. In the airbag 100, the deformation is efficiently suppressed by focusing on a portion passing through the hit point in the assumed collision region of the end chamber. Therefore, a relatively small reinforcing band 140 is sufficient as a member to be attached. Thereby, it is possible to prevent an increase in manufacturing cost.

  In the outside emission prevention performance evaluation test, a plurality of hit points are set on the curtain airbag. For example, the hit points are also set on the rear chamber 120c on the side of the rear seat 118 illustrated in FIG. However, the reinforcing band 140 can be affixed to the rear chamber 120c as well, thereby improving the out-of-vehicle release prevention performance. Moreover, you may affix not only to edge parts chambers, such as the front chamber 120b and the rear chamber 120c, but to the other chamber in which a predetermined hit point is set. It is preferable to attach the reinforcing band 140 so that the center in the width direction coincides with the hit point on any chamber.

(First Modification of First Embodiment)
FIG. 5 is a diagram illustrating a first modification of the curtain airbag according to the first embodiment. The airbag 100 illustrated in FIG. 5 is different from the configuration illustrated in FIG.

  FIG. 5A is a diagram corresponding to FIG. 2A, and FIG. 5B is a diagram corresponding to FIG. 4A. As illustrated in FIG. 5A and FIG. 5B, the reinforcing band 140 may be attached to the inner surface of the front chamber 120b. Also with this configuration, it is possible to increase the rigidity of the front chamber 120b, suppress deformation at the time of occupant contact, and improve the out-of-vehicle release prevention performance.

(Second modification of the first embodiment)
FIG. 6 is a diagram illustrating a second modification of the curtain airbag according to the first embodiment. The airbag 100 illustrated in FIG. 6 is different from each configuration described above in that the airbag 100 includes two reinforcing bands 140a and 140b.

  As illustrated in FIG. 6, the reinforcing band 140a and the reinforcing band 140b may be attached to the vehicle exterior side and the vehicle interior side of the front chamber 120b, respectively. According to this configuration, deformation of the front chamber 120b can be suppressed from the front and back. Therefore, the rigidity of the front chamber 120b is further increased, and the vehicle outside release prevention performance can be further improved.

(Second Embodiment)
FIG. 7 is a diagram illustrating a curtain airbag (airbag 200) according to the second embodiment. FIG. 7 is a view corresponding to FIG. 3, and the airbag 200 illustrated in FIG. 7 is different from the airbag 100 of the first embodiment in the length of the reinforcing band 240. In addition, about the element similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As illustrated in FIG. 7, the upper end 242 and the lower end 248 of the reinforcing band 240 do not necessarily need to reach the upper edge 121 and the lower edge 123 of the front chamber 120b, respectively. As exemplified as the reinforcing band 240, the technical idea of the curtain airbag according to the present invention can be realized by pasting the reinforcing band so as to pass at least the hit point and pass through the assumed collision area. This also enhances the rigidity of the end chamber, suppresses deformation at the time of occupant contact, and improves the out-of-vehicle release prevention performance.

(Third Modification)
FIG. 8 is a diagram illustrating a curtain airbag (airbag 300) according to the third embodiment. FIG. 8A is a diagram corresponding to FIG. 3, and an airbag 300 illustrated in FIG. 8A is different from each embodiment in the posture of the attached reinforcing band 340. In addition, FIG.8 (b) has illustrated the state which wound Fig.8 (a). Moreover, the same code | symbol is attached | subjected about the element similar to each embodiment, and description is abbreviate | omitted.

  As illustrated in FIG. 8A, the reinforcing band 340 may be attached in a posture inclined with respect to the winding or folding direction (arrow W) when the airbag 300 is stored. If it is this attitude | position, when the airbag 300 is wound etc. so that it may illustrate in FIG.8 (b), the overlap of the reinforcement belt | band | zone 340 can be shifted. Therefore, the volume of the wound airbag 300 is suppressed, and the airbag 300 can be easily stored in a limited storage space.

  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.

  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).

DESCRIPTION OF SYMBOLS 100, 200, 300 ... Airbag, 102 ... Vehicle, 104 ... Roof side rail, 106 ... A pillar, 108 ... B pillar, 110 ... C pillar, 112 ... Inflator, 114a, 114b ... Side window, 115 ... Side door, 116 ... front seat, 117 ... door belt line, 118 ... rear seat, 119 ... window frame, 120 ... expansion region, 120a ... main chamber, 120b ... front chamber, 120c ... rear chamber, 121 ... upper edge, 122 ... Non-inflatable region, 123 ... lower edge, 126 ... tab, 128 ... bolt hole, 130 ... strap, 134 ... gas inlet, 140, 140a, 140b, 240, 340 ... reinforcement band, 142, 242 ... upper end, 146 ... Bolt hole, 148, 248 ... lower end, A1 ... RBI, E ... Anticipated collision area, W ... Arrow

Claims (5)

A curtain airbag that is housed above a side surface in a vehicle compartment and inflates and deploys along the side surface,
An end chamber installed at an end of the curtain airbag in the vehicle front-rear direction and inflated by receiving an inflating and deploying gas;
It is a belt-like shape, and it passes through the assumed collision area through the hit point that is the center of the assumed collision area with respect to the assumed collision area where the impactor simulating an occupant of the end chamber collides in the outside release prevention performance evaluation test. A reinforcing band that is pasted to
A curtain airbag comprising: The reinforcing band has a length such that the upper end reaches the upper edge of the end chamber,
The curtain airbag according to claim 1, wherein the reinforcing band further includes a tab attached to the vehicle at the upper end. The end chamber has a lower edge overlapping the door belt line of the side door,
3. The curtain airbag according to claim 1, wherein the reinforcing band has a length such that a lower end thereof reaches a lower edge portion of the end chamber.   The curtain airbag according to any one of claims 1 to 3, wherein the reinforcing band is attached while being inclined with respect to a winding or folding direction when the curtain airbag is stored.   5. The end chamber has a gas inlet that restricts the amount of gas received per unit time from an adjacent chamber, and the expansion and deployment is completed later than the other chambers. The curtain airbag according to any one of the above.

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