JP2015013558A - Curtain airbag device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a curtain airbag device for a vehicle which can appropriately protect a passenger rushing toward a front pillar with respect to a small overlap mode, has a simple constitution of a curtain airbag itself and a device thereof and also has preferable attachment operability to the vehicle.SOLUTION: A curtain airbag device for a vehicle includes: such a main chamber 12 that a front edge part can be developed and inflated toward the under side in the vicinity of a front pillar of the vehicle; an addition chamber 13 which is located on the vehicle front side rather than the front edge part of the main chamber, is separated by a division part 19 from the main chamber, is folded back to the vehicle outer side and to the vehicle rear side near the division part, is superimposed on the main chamber and can be developed and inflated; and a chamber connection part 33 which is disposed near the upper edge part 12a of the main chamber and connects at least a part of the neighborhood of the upper edge part 13b of the addition chamber. Therein, the curtain airbag device is configured such that the whole of the upper edge part of the addition chamber is superimposed on the neighborhood of the upper edge part of the main chamber.

Description

  The present invention can appropriately protect an occupant entering the front pillar with respect to the small overlap mode, and the configuration of the curtain airbag itself and its device is simple, and The present invention relates to a curtain airbag device for a vehicle that has good mounting workability.

  As a vehicle collision mode, there is a small overlap mode, and an improvement in passenger protection performance for this mode is being studied. The small overlap mode refers to a collision mode in which the collision object overlaps only from the end in the vehicle width direction to a portion corresponding to 25% of the vehicle width in the offset frontal collision mode. In this collision mode, a rotational moment is applied to the vehicle, and the occupant enters the vehicle diagonally between the front window glass and the side window glass.

  The “occupant protection device” of Patent Document 1 includes a curtain chamber airbag body suspended from a front pillar and a roof panel, a first chamber that is deployed in a space between a side window and a center pillar, and a driver's head, A second chamber and a third chamber that develops in a space between the side window, the front pillar, and the instrument panel and the head of the driver are formed. At the time of a micro lap collision, the deployed third chamber receives the reaction force from the instrument panel, thereby receiving the head of the driver moving toward the front pillar.

  In the “side curtain airbag” of Patent Document 2, when the curtain airbag is folded, the front chamber is folded back onto the main chamber. The tether or sail panel is located at substantially the same location as the seam connecting the airbag. The front chamber is supported by a sail panel along the entire length in the longitudinal direction of the chamber when expanded. Further, the front chamber may move the front chamber over or into the main chamber using a variety of methods. For example, it may be folded in a Z-fold or bellows type, may be pushed into the main chamber, or may be wound up.

International Publication No. WO2012 / 111073A1 JP2010-202187A

  In Patent Document 1, a third chamber for receiving the head of the driver moving toward the front pillar is provided, but how the third chamber is incorporated into the curtain shield airbag body and how it is attached to the vehicle body. In addition, there is a problem that the specific configuration for appropriately expanding and inflating is not clear, and the feasibility is poor.

  In Patent Document 2, the folded front chamber is simply returned at the vehicle front position. For this reason, in the small overlap mode, there is a problem that it is difficult to appropriately protect an occupant entering the front pillar between the front window glass and the side window glass.

  The present invention was devised in view of the above-described conventional problems, and can appropriately protect an occupant entering the front pillar with respect to the small overlap mode, and the curtain airbag itself. Another object of the present invention is to provide a curtain airbag device for a vehicle that has a simple configuration and a device that can be easily attached to the vehicle.

  A curtain airbag device for a vehicle according to the present invention is a curtain airbag device for a vehicle having a curtain airbag for a vehicle that expands and inflates along the side surface from the upper side to the lower side of the vehicle interior. A main chamber formed in a bag and having a front end portion that can be deployed and inflated downward in the vicinity of the front pillar of the vehicle; and the curtain airbag, the front end portion of the main chamber being positioned in front of the vehicle, An expansion chamber that is separated from the main chamber by a partitioning portion, is folded to the outside of the vehicle in the vicinity of the partitioning portion, is folded back to the rear of the vehicle, and is superimposed on the main chamber, and is formed through the partitioning portion. A communication portion that communicates the chamber with the additional chamber; and an upper end portion of the additional chamber that is provided near the upper end portion of the main chamber. At least a chamber coupling portion for coupling a portion, characterized in that it is configured so that the entire upper part of the additional chamber overlaps the vicinity of the upper end portion of the main chamber.

  It is preferable that the lower end portion of the additional chamber is set at a position higher than the lower end portion in the vertical height direction of the main chamber. Preferably, the chamber coupling part is formed on the curtain airbag, and is formed by coupling non-inflated portions facing each other by folding the main chamber and the additional chamber. Preferably, the chamber coupling part is formed by sewing or bonding.

  It is desirable that the curtain airbag is provided with a first tab for fixing the curtain airbag to the vehicle so as to be positioned near the upper portion of the partition portion. It is preferable that the additional chamber is folded back at a vehicle front position of the partition portion.

A curtain airbag device for a vehicle according to the present invention is a curtain airbag device for a vehicle that expands and inflates along the side surface from the upper side to the lower side of the vehicle interior, and is provided at the upper end of the vehicle curtain airbag. A plurality of tabs that are installed along the side of the vehicle and fixed to the upper side of the vehicle, and are formed on the curtain airbag, with the front end deployed and inflated downward near the front pillar of the vehicle. A main chamber, and the curtain airbag, which is formed in front of the front end portion of the main chamber and positioned at the front of the vehicle, is separated from the main chamber by a partition portion, and a lower end portion is a lower end portion of the main chamber And an expandable additional expansion channel that is set to the upper side and folded back to the vehicle exterior and rearward of the vehicle in the vicinity of the partition and overlapped with the main chamber. A communication portion that is formed through the partition and communicates with the main chamber and the additional chamber; an additional tab that is provided near an upper front end of the additional chamber and that anchors the additional chamber to the vehicle; and the additional chamber And a chamber coupling portion formed by coupling the additional tab or the vicinity thereof to the upper portion of the main chamber or the vicinity thereof in the vicinity of the installation of the additional tab. ,
The entire upper end portion of the additional chamber overlaps with the upper end portion of the main chamber.

  Any of the plurality of tabs is preferably a first tab that attaches and fixes the vicinity of the upper portion of the partition portion to the vehicle. Any one of the plurality of tabs may be a second tab that attaches and fixes the main chamber to the vehicle near a position where the additional tab is moored to the vehicle. It is preferable that at least a part of the additional tab and the second tab are attached and fixed to the vehicle in a state of being overlapped with each other.

  It is desirable that the main chamber is composed of a plurality of cells, and the additional chamber is provided so as to overlap with any cell including a hit point that is a center of a set occupant's expected collision area.

  Preferably, the curtain airbag is provided with a strap having a front end connected to the front pillar at a first attachment point and applying tension to the main chamber when the main chamber is deployed. It is desirable that a rear end portion of the strap is connected to a second attachment point near the partition portion. It is preferable that a rear end portion of the strap passes through the outside of the cell including the hit point and is connected to a second attachment point at the rear of the vehicle with respect to the cell.

  The first attachment point may be set so as to include a horizontal second plane obtained by translating a horizontal first plane that passes through a hitting point that is the center of the assumed collision area of the main chamber by 30 to 50 mm downward. desirable. It is preferable that a center line in the width direction of the strap is in a range where the second plane can exist. It is desirable that the second attachment point is set below the first attachment point.

  In the curtain airbag device for a vehicle according to the present invention, the passenger entering the front pillar can be appropriately protected against the small overlap mode, and the curtain airbag itself and the device thereof can be protected. The configuration is simple, and it is possible to ensure excellent workability for mounting on the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view showing a curtain airbag device for a vehicle according to an embodiment of the present invention, showing a state in which a curtain airbag is attached and fixed to a vehicle in a stored state. FIG. 2 is a front view of the curtain airbag shown in FIG. 1 in a non-inflated state before the additional chamber is folded back. FIG. 2 is a front view of the curtain airbag shown in FIG. 1 in a non-inflated state after the additional chamber is folded back to the vehicle interior side of the main chamber. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 3. It is a front view which shows the operating state of the curtain airbag apparatus for vehicles shown in FIG. It is the top view which looked down from the compartment upper direction which shows the operation state of the curtain airbag apparatus for vehicles shown in FIG. It is CC sectional view taken on the line in FIG. It is a figure which shows typically the position of the strap in the curtain airbag apparatus for vehicles of FIG. It is a schematic diagram which illustrates a mode that an impactor collides with the 1st cell of the curtain airbag apparatus for vehicles of FIG. 10 is a graph schematically showing a relationship between displacement and load of the first cell in FIG. 9. It is a figure which illustrates about a collision assumption area. It is a figure which shows the result of a vehicle exterior release prevention performance evaluation test. It is a front view corresponding to FIG. 5 which shows the modification of the curtain airbag apparatus for vehicles concerning this invention. It is a top view corresponding to FIG. 6 which shows the modification of the curtain airbag apparatus for vehicles concerning this invention.

  Hereinafter, a preferred embodiment of a curtain airbag device for a vehicle according to the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a side view showing a state in which a curtain airbag of a curtain airbag device for a vehicle according to the present embodiment is attached and fixed to a vehicle in a stored state. 2 and 3 are front views of the curtain airbag shown in FIG. 1 in a non-inflated state, in which FIG. 2 shows a state before the additional chamber is folded back, and FIG. 3 shows the additional chamber on the outside of the main chamber in the vehicle. The state after turning back is shown. 4 is a cross-sectional view taken along line BB in FIG. FIG. 5 is a front view showing an operating state of the vehicle curtain airbag device shown in FIG. FIG. 6 is a plan view of the vehicle curtain airbag device shown in FIG. 7 is a cross-sectional view taken along the line CC in FIG.

  As is well known, the curtain airbag 2 of the vehicle curtain airbag device 1 is formed of a flexible cloth-like material, and is a side window 3 that forms a side surface portion of the vehicle compartment 5 in a retracted or folded storage state. Is stored in the roof side rail 4 located above the roof. If necessary, a portion of the curtain airbag 2 on the vehicle front side is stored in the front pillar 6.

  The curtain airbag 2 is provided with tabs 7, 8, 9, and 10 in the vehicle front-rear direction along the upper end portion. The curtain airbag 2 is attached and fixed to the vehicle by attaching the tabs 7 to 10 to the roof side rail 4 or the like. When the inflator gas is introduced into the curtain airbag 2, the curtain airbag 2 is expanded and inflated along the side window 3 downward from the roof side rail 4 or the like. In the figure, 11 is a center pillar.

  In this embodiment, as shown in FIGS. 2 to 7, the curtain airbag 2 is partitioned by a non-inflatable portion 31 formed over the entire outer peripheral edge of the curtain airbag 2 to form a hollow chamber-shaped main chamber. 12 and an additional chamber 13 are provided. The main chamber 12 has an outer dimension that substantially covers the entire side window 3 of the vehicle from the driver seat 14 to the rear seat 15 on one side in the vehicle width direction and from the passenger seat to the rear seat 15 on the other side in the vehicle width direction. It is formed.

  Inflator gas is introduced into the main chamber 12 from an inflator 16 attached to the top of the curtain airbag 2. When the inflator gas is introduced, the main chamber 12 expands and expands between the side window 3 of the vehicle and the occupant, and receives and protects the occupant.

  The main chamber 12 is formed so that the position of the front end portion reaches at least the side of the steering wheel 17. As a result, the front end portion of the main chamber 12 can be expanded and inflated downward near the front pillar 6 on the vehicle rear side of the front pillar 6 (see FIGS. 5 and 6). Preferably, the front end portion of the main chamber 12 is formed so as to reach the vicinity of the front pillar 6 in front of the vehicle with respect to the steering wheel 17.

  The steering wheel 17 stores a driver's seat airbag. A passenger seat airbag is stored in the instrument panel 18 in front of the passenger seat. As is well known, when the inflator gas is introduced, the driver seat airbag and the passenger seat airbag are deployed and inflated toward the rear of the vehicle to protect the driver and the passenger on the passenger seat.

  The portion of the additional chamber 13 of the curtain airbag 2 is provided in front of the vehicle from the front end of the main chamber 12. The additional chamber 13 is formed continuously with the main chamber 12 toward the front of the vehicle. The lower end portion 13 b of the additional chamber 13 is set above the lower end portion 12 b of the main chamber 12. Thereby, the additional chamber 13 is formed in a form that protrudes from the main chamber 12 with respect to the main chamber 12 in a stepped manner from a high position. The upper end portion 13a of the additional chamber 13 and the upper end portion 12a of the main chamber 12 are formed in a straight line.

  The lower end 13b of the additional chamber 13 is set to a position higher than the position of the lower end 12b in the vertical height direction of the main chamber 12, for example, a position higher than the intermediate position. That is, the height dimension of the additional chamber 13 is set to be shorter than at least the height dimension of the main chamber 12, and preferably lower than half of the height dimension of the main chamber 12 when preferable. With this setting, the amount of inflator gas for inflating the additional chamber 13 can be reduced, and a small-sized and small-capacity inflator 16 can be employed. Thus, the cost of the curtain airbag device 1 for vehicles can be reduced, the size can be reduced, and energy can be saved. Can be achieved.

  The height dimension of the additional chamber 13 is set to a dimension that covers at least the roof side rail 4 when deployed and inflated (see FIG. 7). A partition 19 is formed between the additional chamber 13 and the main chamber 12 to separate them. The position of the partition portion 19 is the front end portion position of the main chamber 12.

  The additional chamber 13 can be expanded and inflated by the partition part 19 independently of the main chamber 12. In the illustrated example, the partition portion 19 is formed so as to separate the main chamber 12 and the additional chamber 13 from the upper end portion of the curtain airbag 2 downward.

  The partition part 19 is formed with a communication part 20 that passes through the partition part 19 to communicate the main chamber 12 and the additional chamber 13. The communication unit 20 allows the inflator gas introduced into the main chamber 12 to flow toward the additional chamber 13. The additional chamber 13 expands and expands when the inflator gas flowing from the main chamber 12 is filled.

  In the illustrated example, in the main chamber 12 portion, seven cells 23 and 24 are formed by five partition portions 21 arranged at intervals from the front of the vehicle toward the rear of the vehicle. These seven cells 23 and 24 are connected in series. The inflator gas introduced into the main chamber 12 fills all the cells 23 and 24, and the main chamber 12 expands and expands. These partition portions 21 are also non-inflatable portions.

  The partition part adjacent to the partition part 19 behind the vehicle is referred to as a first partition part 21a. A cell sandwiched between the first partition portion 21 a and the partition portion 19 is referred to as a first cell 23. The first cell 23 is adjacent to the additional chamber 13. The 1st partition part 21a is formed toward upper direction from the lower end edge of the curtain airbag 2 in the example of illustration. The 1st partition part 21a may be formed not only upward but diagonally.

  The additional chamber 13 is folded to the outside of the vehicle and the rear of the vehicle in the vicinity of the partition portion 19, and is superimposed on the main chamber 12 (first cell 23). Thereby, the overlapping portion 32 is formed in the curtain airbag 2. In the illustrated example, the additional chamber 13 is folded back so as to overlap the upper half of the first cell 23. However, the return of the additional chamber 13 may be in a range exceeding the first cell 23 or in a range smaller than the first cell 23.

  The curtain airbag 2 is formed with a chamber coupling portion 33 for coupling at least a part thereof at or near the upper ends 12a and 13a of the additional chamber 13 and the main chamber 12 in the overlapping portion 32 (FIG. 3). reference). In FIG. 2, 33 a and 33 b are locations where the chamber coupling portion 33 is to be formed.

  The chamber coupling portion 33 may be formed by coupling the cloth-like materials of the additional chamber 13 and the main chamber 12 facing each other by folding, or, as illustrated, a non-expanded portion 31 (the non-expanded portion 31 facing each other). May be formed by joining the chambers 12 and 13). In the illustrated example, a chamber coupling portion 33 is set in the non-expandable portion 31. The entire upper end portion 13a of the additional chamber 13 overlaps with the vicinity of the upper end portion 12a of the main chamber 12 by the chamber coupling portion 33 provided in the vicinity of the upper end portion 12a of the main chamber 12. If the said structure can be obtained, the chamber coupling | bond part 33 should just be able to couple | bond at least one part of the upper end part 13a vicinity of the additional chamber 13, even if it is the length covering the full length of the upper end part 13a of the additional chamber 13, The length may be shorter than that, or may be provided intermittently.

  When the additional chamber 13 and the first cell 23 expand and expand due to the coupling action, the chamber coupling portion 33 is located between the steering wheel 17 and the roof side rail 4 so that the additional chamber 13 is located outside the vehicle. It is ensured that the cells 23 are located on the vehicle compartment 5 side and overlap each other (see FIGS. 6 and 7). The chamber coupling portion 33 may be formed by sewing the non-expanded portions 31 and the like together or may be formed by bonding.

  The folding position is set in the vicinity of the partition portion 19 at the front end portion of the main chamber and at a position ahead of the vehicle relative to the partition portion 19 so that the first cell 23 of the main chamber 12 expands and expands appropriately and sufficiently. Thus, the additional chamber 13 is superimposed on the main chamber 12 in such an arrangement that the first cell 23 is on the vehicle interior 5 side and the additional chamber 13 is on the vehicle exterior side.

  The tabs 7 to 10 are spaced apart from each other along the longitudinal direction of the vehicle at the upper end of the curtain airbag 2 in order to attach and fix the curtain airbag 2 to the roof side rail 4 or the front pillar 6 of the vehicle. Are provided.

  At least one tab provided near the upper front end of the additional chamber 13 is referred to as an additional tab 7. The additional tab 7 is attached and fixed to the roof side rail 4 or the front pillar 6 to anchor the folded additional chamber 13 to the vehicle.

  A tab provided near the upper portion of the partition portion 19 is referred to as a first tab 8. The first tab 8 is attached and fixed to the roof side rail 4 or the front pillar 6 near the upper portion of the partition portion 19. The additional tab 7 is attached and fixed to the vehicle on the vehicle rear side of the first tab 8.

  The tab located near the position where the additional tab 7 is moored to the vehicle is referred to as a second tab 9. The second tab 9 attaches and fixes the main chamber 12 to the vehicle. In place of the chamber coupling portion 33 or in addition to the chamber coupling portion 33, if necessary, at least a part of the additional tab 7 and the second tab 9 are attached and fixed to the vehicle. Is done. That is, the chamber coupling portion 33 may be formed by overlapping the tabs 7 and 9. Specifically, the additional tab 7 and the second tab 9 are at least partially overlapped. The additional tab 7 and the second tab 9 are connected to each other, or the vicinity of the additional tab 7 or the additional tab 7 is in the vicinity of the second tab 9 and on the upper edge of the curtain airbag 2 above the main chamber 12. The second tab 9 or the vicinity of the second tab 9 is connected to the upper edge of the curtain airbag 2 that is the upper part of the folded additional chamber 13 in the vicinity of the additional tab 7. As a result, the first airbag 23 and the portion of the curtain airbag 2 near the additional chamber 13 can be securely attached to the vehicle, and the first cell 23 and additional chamber 13 can be stably operated.

  As shown in FIGS. 1 to 7, a strap 25 is provided in the curtain airbag 2 of the curtain airbag device for a vehicle according to the present embodiment. The strap 25 is a string-like member, and the front end portion is attached to the front pillar 6, and the rear end portion is attached to the first partition portion 21 a through the outside of the first cell 23. The first partition portion 21 a partitions the first cell 23 with the partition portion 19.

  As shown in FIG. 6, the rear end portion of the strap 25 is attached to the curtain airbag 2 at the first partition portion 21 a behind the first cell 23 (behind the additional chamber 13). The behavior of the curtain airbag 2 during deployment differs depending on the dimensions and the mounting position on the roof side rail 4 and the like. Here, when the curtain airbag 2 is deployed and inflated from the wound state, each cell 23, Since the bag portion composed of 24 inflates in the vehicle width direction, the length of the curtain airbag 2 in the front-rear direction (vehicle length direction) is shortened and shortened. When viewed from above the vehicle, the first partition portion 21a moves from the initial position to the rear of the vehicle. In this case, the length of the strap 25 is from the attachment position on the front pillar 6 to which the tip of the strap 25 is attached to the position where the first partition portion 21a is about to move due to the deployment and expansion of the curtain airbag 2. It is set shorter than the length. In other words, the length of the strap 25 is short enough to prevent the first partition portion 21a from moving to the target position.

  For this reason, the 1st partition part 21a is stopped by the strap 25 which became substantially linear, and cannot actually move to the position which is going to move. On the other hand, the strap 25 is stretched substantially linearly so as to be pulled rearward of the vehicle by the first partition portion 21a after being expanded and expanded.

  After the curtain airbag 2 is deployed and inflated, the additional chamber 13 projects to the inside of the vehicle by a protruding amount (width) W1. Similarly, after the curtain airbag 2 is deployed and inflated, the first cell 23 of the main chamber 12 is pushed by the additional chamber 13 so that it protrudes further to the inside of the vehicle than the additional chamber 13 by a protrusion amount (width) W2. put out.

  For this reason, in the curtain airbag 2, as shown in FIG. 6, the protrusion amount D1 from the side window 3 of the portion with the additional chamber 13 toward the vehicle compartment 5 is an amount obtained by adding the protrusion amount W1 and the protrusion amount W2 ( W1 + W2). Thereby, rather than the case where the curtain airbag 2 is simply deployed and inflated along the side window 3, the curtain airbag 2 (in the vicinity of the first cell 23 and the additional chamber 13 of the main chamber 12) is placed inside the vehicle interior 5, It can expand and expand inside.

  Thus, in the curtain airbag 2 of the curtain airbag device 1 for a vehicle according to the present embodiment, a portion with the additional chamber 13 protrudes (moves) inwardly into the vehicle interior 5. That is, in the curtain airbag 2 applied to the present embodiment, as described above, the additional chamber 13 and its surroundings are pushed out toward the vehicle interior 5 during deployment and inflating, so that the occupant comes into early contact. Crew can be restrained quickly.

  Hereinafter, the attachment position of the strap 25 will be described in detail with reference to FIG. FIG. 8 is a diagram schematically showing the position of the strap 25.

  As will be described later, the additional chamber 13 is provided so as to overlap with the first cell 23 including the hit point A1 which is the center of the assumed passenger collision area E to be set. That is, the 1st cell 23 has overlapped with the collision assumption area | region E as shown in figure (refer FIG. 5). The assumed collision area E is an area defined based on the window frame as a collision target of the impactor 26 (see FIG. 9) in the out-of-vehicle emission prevention performance evaluation test based on FMVSS 226 (Federal Automobile Safety Standards). The impactor 26 is a test device that simulates an occupant that collides with the airbag to be tested from the inside of the vehicle.

  At the time of a side collision test based on the FMVSS 226, the impactor 26, which is a test device, is caused to collide with a predetermined spot set on the curtain airbag 2 to evaluate safety (external vehicle release prevention performance evaluation test). In particular, the hit point in the forefront of the side window 3 (center of the assumed collision area E) is referred to as A1 hit point.

  The strap 25 is attached to the front pillar 6 at the first attachment point P as shown in FIG. That is, the first attachment point P is set on the front pillar 6. Further, the rear end portion of the strap 25 is attached to the first partition portion 21 a at the second attachment point Q from the vehicle outer side of the first cell 23. That is, the 2nd attachment point Q is set to the 1st partition part 21a. In FIG. 8, the front pillar 6 and the first partition portion 21a are omitted.

  As shown in FIG. 8, the first attachment point P is set including a second plane L2 obtained by translating the first plane L1 downward by a distance h (for example, 40 mm).

  Here, the first plane L1 is a plane orthogonal to the vehicle vertical direction, and is a collection of straight lines parallel to the vehicle front-rear direction. The curtain overlaps with the first cell 23 when the curtain airbag 2 is deployed. It is a plane including a straight line that crosses the A1 hit point which is the center of the assumed collision area E of the airbag 2. The second plane L2 is a plane orthogonal to the vehicle vertical direction and is a collection of straight lines parallel to the vehicle front-rear direction. When the curtain airbag 2 is deployed, the second plane L2 is the center of the assumed collision area E. It is a plane including a straight line that crosses a point moved in the vertical direction by a distance h from a certain hitting point A1 to the vehicle lower side.

  The distance h is 40 mm. However, the distance h is not limited to this, and may be appropriately set in a range of 30 to 50 mm. In addition, the present inventor has confirmed a range in which the amount of discharge outside the vehicle becomes small in the vehicle release prevention performance evaluation test while setting the distance h appropriately (detailed in FIG. 12).

  Further, as shown in FIG. 8, the rear end portion of the strap 25 is attached to the second attachment point Q set including the second plane L2 in the same manner as the first attachment point P. I can't. As an example, the rear end portion of the strap 25 may be attached to the partition portion 19 at a second attachment point Q ′ that is spaced downward from the second attachment point Q as shown in FIG. As representatively shown by the second attachment points Q and Q ′, the second attachment point preferably has a height equal to or lower than the first attachment point P when the first cell 23 is expanded and expanded.

  When the rear end of the strap 25 is attached to the second attachment point Q ′, the strap 25 extends obliquely downward from the first attachment point P on the second plane L2 when the first cell 23 is expanded and expanded. It is located including the plane L3. Then, after the first cell 23 is expanded and expanded, the second attachment point Q ′ is between the time when the first cell 23 is pushed out of the vehicle by an impactor 26 described later and a part of the first cell 23 comes out of the vehicle. As indicated by an arrow F in the figure, it may be moved on or near the second plane L2. At this time, since the first attachment point P and the second attachment point Q ′ are located including the second plane L2, the strap 25 is horizontal along the vehicle front-rear direction.

  Hereinafter, a case where the impactor 26 collides with the first cell 23 will be described with reference to FIGS. 9 and 10. FIG. 9 is a schematic view illustrating the impactor 26 colliding with the first cell 23 of FIG. FIGS. 9A to 9D show the case of the vehicle curtain airbag device 1 according to this embodiment, and FIGS. 9E to 9I show the conventional case. FIGS. 9A and 9E illustrate the state at the position (X0) where the impactor 26 contacts the additional chamber 13 from the vehicle inner side in comparison with the present embodiment and the prior art. FIGS. 9B and 9F show a state at a position (X1) where the impactor 26 contacts the conventional curtain airbag M from the vehicle inner side in comparison with the present embodiment and the conventional one. 9 (c) and 9 (g) show the state at the position (X2) where the impactor 26 shown in FIGS. 9 (b) and 9 (f) has further moved to the outside of the vehicle in comparison with the present embodiment and the prior art. ing. FIGS. 9D and 9H show a state at a position (X3) where the maximum load is generated in the vehicle curtain airbag device 1 of the present embodiment in comparison with the present embodiment and the conventional one. . FIG. 9I shows a state at a position (X4) where the maximum load is generated in the conventional curtain airbag M. FIG. In addition, X0, X1, X2, X3, and X4 in the figure are illustrated as coordinates indicating the displacement (mm) of the impactor 26 with respect to the side window 3.

  FIG. 10 is a graph schematically showing the relationship between the displacement of the impactor 26 of FIG. 9 and the load. The load here is a reaction force that the impactor 26 receives from the first cell 23. In the drawing, a graph G1 indicated by a solid line indicates the relationship between the displacement and the load in the case of the present embodiment in which the additional chamber 13 is provided. A graph G2 indicated by a chain line indicates a relationship between the displacement and the load in the case of the conventional curtain airbag M that does not have the additional chamber 13. Further, points R1 and R2 shown in the graphs G1 and G2 illustrate load peaks, respectively.

  As described above, the additional chamber 13 and the first cell 23 are pushed and moved to the outside of the vehicle during expansion and expansion. The first cell 23 in which the additional chamber 13 is located outside the vehicle contacts the impactor 26 at an early stage. For this reason, the graph G1 shows a state where the impactor 26 is already in contact with the first cell 23 at the point of the coordinate X0 (see FIG. 9A) and is receiving a reaction force load from the first cell 23. Yes. On the other hand, in the graph G2, since the additional chamber 13 is not provided, the impactor 26 does not come into contact with the curtain airbag M at the point of the coordinate X0, and thus the state where the load is not yet received is shown.

  Further, the coordinate X1 shown in FIG. 9B relating to the present embodiment indicates that the additional chamber 13 has moved to the position of the side window 3. On the other hand, in the conventional case shown in FIG. 9 (f), the curtain airbag M has not started to move even though the impactor 26 has reached the same position (X1) with respect to the side window 3. It indicates that no load is applied. Graphs G1 and G2 show a state where the impactor 26 receives a load from the curtain airbags 2 and M at each coordinate point. Since the load received by the impactor 26 depends on the internal pressure of the curtain airbags 2 and M, the slopes of the graphs G1 and G2 are substantially the same. As for the load at the coordinate X1, the value of the graph G1 is larger than the value of the graph G2.

  FIGS. 9C and 9G show a state where the first cell 23 is pushed by the impactor 26 and deformed at the position of the side window 3 as the impactor 26 moves from the coordinate X1 to the coordinate X2. ing. In FIG. 9C of this embodiment, the additional chamber 13 is also deformed integrally with the first cell 23 and receives a load. In FIG. 9 (g) in the conventional case, the curtain airbag M is immediately after the start of deformation, and the degree of load applied is smaller than in the present embodiment. As shown in the graphs G1 and G2, as for the load at the coordinate X2, the value of the graph G1 is larger than the value of the graph G2.

  9D and 9H show a state in which the first cell 23 is further moved to the vehicle outer side and a part of the first cell 23 is located on the vehicle outer side than the side window 3. Yes.

  The graph G1 in this embodiment reaches the load peak at a point R1 that passes the coordinate X2 and reaches the coordinate X3. On the other hand, in the conventional case where the additional chamber 13 is not provided, the graph G2 reaches the load peak indicated by the point R2 at the coordinate X4 from the coordinate X2 to the coordinate X3. Here, the load peak indicated by the point R1 is smaller than the load peak indicated by the point R2.

  As described above, when the graphs G1 and G2 are compared, by providing the additional chamber 13, the curtain airbag 2 comes into contact with the impactor 26 at an early stage, and as a result, the impact energy can be absorbed by the impactor 26 being absorbed at an early stage. The load peak can be reduced.

  Hereinafter, with reference to FIG. 11 and FIG. 12, the results of the vehicle outside release prevention performance evaluation test while appropriately setting the distance h (see FIG. 8) will be described. FIG. 11 is a diagram illustrating an example of a collision assumed region. In the figure, the assumed collision area E and the A1 hit point overlapping the first cell 23 shown in FIG. 5 are shown.

  FIG. 12 is a diagram showing the results of an out-of-vehicle release prevention performance evaluation test. Fig.12 (a) has shown the test result in the groups 1-8 divided for every value of the distance h, and the groups 1-8. FIG. 12B shows numerical data (protrusion amount) that is the basis of the test result shown in FIG.

  Also, as shown in FIG. 12 (a), “◎” indicates the amount released outside the vehicle (projection amount) is “76 mm or less”, “◯” indicates the projection amount is “76-78 mm”, “Δ” indicates the projection amount is “78- “80 mm” and “x” indicate that the protrusion amount is “80 mm or more”. As shown in FIG. 12B, the present inventors conducted the above test by changing the distance h every 5 mm, and appropriately confirmed the protrusion amount. In addition, these protrusion amounts and numerical data are obtained by the curtain airbag 2 used in this test, and these appropriate protrusion amounts and numerical data vary depending on the chamber shape, individual internal pressure, and the like.

  As a test result, as shown in FIG. 12 (a), it can be seen that if the strap 25 is located lower than when the distance h is 0 mm, the protrusion amount decreases. In particular, it can be seen that if the distance h is 30 to 50 mm, the protrusion amount is small and good. As shown in FIG. 12B, it can be seen that when the distance h is 40 mm, the protrusion amount is the smallest (protrusion amount: 74 mm). Therefore, the distance h is most preferably ± 10 mm with reference to 40 mm.

  When the impactor 26 pushes the curtain airbag 2, the curtain airbag 2 rotates in the vehicle outward direction around the upper end portion of the curtain airbag 2 as shown in FIG. 9. With this rotation, the strap 25 also moves relatively from below to above. If the strap 25 is not provided on the second plane L2 that is translated downward from the first plane L1, and only the second attachment point Q is set downward, the strap 25 is instead rotated by the rotation of the curtain airbag 2. Will loosen. When the strap 25 is provided substantially in parallel downward from the first plane L1, the tension of the strap 25 increases as the curtain airbag 2 rotates. Therefore, it is preferable that the strap 25 is provided substantially in parallel downward from the first plane L1.

  Therefore, in the present embodiment, the first attachment point P of the strap 25 attached to the first partition portion 21a from the outside of the first cell 22 through the outside of the first cell 22 is parallel to the lower side by 30 to 50 mm from the first plane L1. It has been clarified that the out-of-vehicle release prevention performance can be improved by setting including the moved second plane L2.

  Further, since the curtain airbag 2 uses the narrow strap 25 instead of the so-called wide tension cloth, the storage property in the front pillar 6 can be secured. Since the tension cloth has many cloth parts, it becomes bulky when the curtain airbag 2 is folded, resulting in poor storage. For example, the tension cloth may be applicable only to a vehicle having a large front pillar.

  In other words, in the curtain airbag 2, the first attachment point P is set including the second plane L2 in consideration of the attachment position of the strap 25 with respect to the front pillar 6, so that the strap is narrower than the tension cloth. Even if 25 is used, it is possible to improve the performance without sacrificing the ability to prevent the vehicle from being released, while ensuring the storage in the front pillar 6.

  In the above embodiment, the strap 25 is attached to the first partition portion 21a from the outside of the first cell 23, and the first attachment point P of the strap 25 is set on the second plane L2, thereby reducing the amount of release outside the vehicle. It is small.

  Moreover, in the said embodiment, if the 1st attachment point P of the strap 25 is set including the 2nd plane L2, the center line (for example, 1st attachment point P in FIG. The line indicated by the alternate long and short dash line connecting the second attachment point Q) is within the range where the second plane L2 can exist, that is, within the range translated from the first plane L1 to the vehicle lower side by 30 to 50 mm in the vertical direction. Preferably there is. If the center line is within the above range, the strap 25 is not necessarily parallel to the first plane L1 and the second plane L2, and may be inclined in the vehicle vertical direction, for example. Moreover, since the strap 25 exists in the said range at the time of the expansion | deployment expansion | swelling of the curtain airbag 2, the vehicle exterior discharge | release prevention performance can be improved more.

  The operation of the vehicle curtain airbag device according to the present embodiment will be described. The curtain airbag 2 is mounted and fixed along the vehicle front-rear direction from the roof side rail 4 to the front pillar 6 by the tabs 7 to 10 in the folded or wound storage state, and is stored thereby.

  As shown in FIG. 4, the additional chamber 13 is housed together with the main chamber 12 in a state where the additional chamber 13 is folded to the outside of the vehicle and rearward of the vehicle in the vicinity of the partition portion 19 and overlapped with the main chamber 12. Since the vertical dimension of the additional chamber 13 is shorter than the vertical dimension of the main chamber 12, the additional chamber 13 is superimposed on the main chamber 12 as compared with the case where the vertical dimensions of the chambers 12 and 13 are the same. When stored, bulkiness can be suppressed, and storage performance can be improved.

  When the inflator 16 is activated and the inflator gas is introduced into the main chamber 12, the curtain airbag 2 is expanded and inflated downward. The front end portion of the main chamber 12 near the first cell 23 expands and expands downward near the front pillar 6. At substantially the same time, the inflator gas flows from the main chamber 12 through the communication portion 20 at the front end portion of the main chamber 12 from the front end portion of the main chamber 12 to the additional chamber 13. The additional chamber 13 into which the inflator gas has flowed expands and expands while being coupled to the main chamber 12 (first cell 23) by the chamber coupling portion 33.

  The additional chamber 13 is folded around the partition portion 19 and overlapped with the main chamber 12, and the vicinity of the upper end portion 13 a is at least partially coupled to the main chamber 12 by the chamber coupling portion 33. , The main chamber 12 and the roof side rail 4 expand and expand. Since the additional chamber 13 is folded at the front end portion of the main chamber 12, the additional chamber 13 expands so as to slightly overlap the main chamber 12 at the front end portion of the main chamber 12 when viewed from the front of the vehicle. Thereby, expansion of the additional chamber 13 can be made more reliable. As shown in FIGS. 5 to 7, the developed and expanded state of the main chamber 12 and the additional chamber 13 at this time blocks the front pillar 6 from the vicinity of the steering wheel 17 to the rear side of the vehicle, and the driver's seat occupant J moves to the front pillar 6. The chambers 12 and 13 are expanded so as to overlap each other in the vehicle width direction so as to prevent entry into the vehicle.

  Specifically, as shown in FIG. 7, the additional chamber 13 obtains a reaction force on the roof side rail 4, and the upper side of the main chamber 12 (first cell 23) expanded along the side window 3 is located inside the vehicle interior 5. (See arrow Z1 in the figure). In addition to this, the strap 25 also pushes the lower side of the first cell 23 toward the vehicle compartment 5 (see arrow Z2 in the figure). By these two cooperative actions, the main chamber 12 is deployed and inflated by being positioned closer to the vehicle compartment 5 than the side window 3. As a result, the first cell 23 at the forefront of the curtain airbag 2 blocks the occupant J from the front pillar 6 and prevents the occupant J from entering the front pillar 6, and at the same time, as illustrated by the impactor 26. The position where the occupant J collides with the hitting point A1 in the assumed collision area E can be made closer to the vehicle compartment 5 side, and the time can be advanced.

  Thereby, it is possible to appropriately protect the occupant J entering the front pillar 6 in the small overlap mode. The same applies to the passenger side.

  The entire upper end portion 13a of the additional chamber 13 overlaps with the chamber coupling portion 33 in the vicinity of the upper end portion 12a of the main chamber 12, and the front end portion (the vicinity of the first cell 23) of the main chamber 12 that expands and expands The additional chamber 13 and the first cell 23 can be positioned and operated with each other in a state where the additional chamber 13 that is inflated is reliably overlapped, and the occupant J trying to collide with the front pillar 6 in the small overlap mode. Can be properly protected.

  The positional relationship during expansion and expansion of the additional chamber 13 and the main chamber 12 described above can be controlled simply by setting the lower end portion 13b of the additional chamber 13 above the lower end portion 12b of the main chamber 12 and coupling them by the chamber coupling portion 33. Therefore, the configuration of the curtain airbag device 1 itself is simple and excellent in productivity, and the required occupant protection performance can be reliably ensured. Further, the chamber coupling portion 33 may be formed by sewing or bonding, and this aspect is also excellent in productivity. By setting the chamber coupling portion 33 to the non-expanding portion 31, it is possible to ensure a high coupling strength.

  Further, an additional tab 7 is provided at the upper front end of the additional chamber 13 and is used for mooring the additional chamber 13 that is folded back to the vehicle exterior and rearward of the vehicle in the vicinity of the partition portion 19 and superimposed on the main chamber 12 on the vehicle. Therefore, the additional chamber 13 can be appropriately mounted and fixed to the vehicle, and excellent mounting workability is exhibited.

  Since the first tab 8 is set and the vicinity of the upper portion of the partition portion 19 is attached and fixed to the vehicle, the setting of the attachment position of the additional chamber 13 to be folded with respect to the main chamber 12 can be ensured, The additional chamber 13 can be operated appropriately. Thereby, the passenger | crew's discharge | release performance outside a vehicle can be improved.

  Since the second tab 9 is set and the main chamber 12 is attached and fixed to the vehicle in the vicinity of the position where the additional tab 7 is moored in the vehicle, the function of the chamber coupling portion 33 is supplemented to expand and expand the main chamber 12. The front end portion of the chamber 12 (around the first cell 23) and the additional chamber 13 that expands and expands can be securely attached to the vehicle in a state where the chamber 12 reliably overlaps.

  Since the additional tab 7 and at least a part of the second tab 9 are overlapped with each other and are fixed to the vehicle, the mounting structure to the vehicle can be further simplified and the mounting workability is improved. be able to.

  Since the main chamber 12 is composed of a plurality of cells 23 and 24 and the additional chamber 13 is provided so as to overlap the first cell 23 including the hit point A1 which is the center of the assumed collision area E of the occupant J, the small overlap mode is provided. Therefore, the curtain airbag device 1 for a vehicle that satisfies both the countermeasure for the vehicle and the countermeasure for preventing the release from the vehicle based on FMVSS226 can be configured.

  Since the additional chamber 13 is folded back at the vehicle front position of the partition portion 19, the operation of the first cell 23 is ensured and the stability of introduction of the inflator gas into the additional chamber 13 through the communication portion 20 is ensured. be able to.

  FIG. 13 shows a modification of the above embodiment. In the above embodiment, the strap 25 is a case where the rear end portion is connected to the second attachment point Q in the vicinity of the first partition portion 21 a, but the rear end portion may be connected to the partition portion 19. . In this case, the additional chamber 13 is provided adjacent to the first cell 23 including the hit point A1. Even in such a modification, the additional chamber 13 has the main chamber 12 (first cell 23) that has expanded along the side window 3 by obtaining a reaction force on the roof side rail 4 in the same manner as in the above embodiment. Can be pushed toward the inside of the vehicle compartment 5 (see arrow Z1 in FIG. 7). Accordingly, the main chamber 12 can be deployed and inflated by being positioned closer to the vehicle interior 5 than the side window 3, and the first cell 23 in the foremost part of the curtain airbag 2 blocks the occupant J from the front pillar 6. The occupant J can be prevented from entering the front pillar 6, and the occupant J entering the front pillar 6 can be appropriately protected in the small overlap mode.

  FIG. 14 shows another modification of the above embodiment. In the above embodiment, the case where the first tab 8 is provided and the vicinity of the partition portion 19 is firmly attached to the roof side rail 4 by the first tab 8 has been described, but the first tab 8 may not be provided. As shown in FIG. 14, when the first tab is not provided, the movement of the first cell 23 can be made flexible. Compared with the case where the first tab 8 is provided (see FIG. 6), the first tab 23 is added. The chamber 13 can push the vehicle front end of the first cell 23 around the second attachment point Q of the strap 25 so as to turn toward the vehicle interior 5 side. After the curtain airbag 2 is deployed and inflated, the additional chamber 13 protrudes toward the vehicle compartment 5 with a protruding amount (width) W1 '. Similarly, after the curtain airbag 2 is deployed and inflated, the first cell 23 of the main chamber 12 is pushed by the additional chamber 13 and protrudes further to the vehicle interior 5 side than the additional chamber 13 by a protruding amount (width) W2 ′. Overhang. Due to the absence of the first tab 8, the protrusion amount W1 'is larger than in the embodiment of FIG. 6 (W1'> W1). Accordingly, the total protrusion amount D1 ′ of (W1 ′ + W2 ′) is also larger than in the embodiment of FIG. 6 (D1 ′> D1). As a result, the first cell 23 can be further fed into the vehicle cabin 5 side and positioned, the countermeasure for the small overlap mode can be strengthened, and the occupant protection performance can be improved.

  The vehicle curtain airbag device described above is a preferred example of the present invention, and other embodiments can be implemented or performed by various methods. In particular, the present invention is not limited to the detailed shape, size, configuration, and the like of the components shown in the accompanying drawings unless otherwise stated 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.

DESCRIPTION OF SYMBOLS 1 Curtain airbag apparatus 2 Vehicle curtain airbag 3 Side window 4 Roof side rail 5 Vehicle interior 6 Front pillar 7 Additional tab 8 First tab 9 Second tab 10 Other tab 12 Main chamber 12a Upper end of main chamber 12b Lower end portion of main chamber 13 Additional chamber 13a Upper end portion of additional chamber 13b Lower end portion of additional chamber 19 Partition portion 20 Communication portion 23 First cell 24 Other cells 25 Strap 31 Non-expandable portion 32 Overlapping portion 33 (33a, 33b) ) Chamber coupling part A1 Impact point E Main chamber collision assumption area L1 First plane L2 Second plane P First attachment point Q Second attachment point

Claims (18)

A vehicle curtain airbag device having a vehicle curtain airbag that expands and inflates along the side surface from the upper side to the lower side of the vehicle interior,
A main chamber formed in the curtain airbag, the front end of which can be deployed and inflated downward near the front pillar of the vehicle;
The curtain airbag is formed in front of the front end of the main chamber with respect to the vehicle, is separated from the main chamber by a partition, and is folded to the outside of the vehicle and to the rear of the vehicle in the vicinity of the partition. A deployable inflatable additional chamber superimposed on the main chamber;
A communicating portion formed through the partition and communicating the main chamber and the additional chamber;
A chamber coupling portion provided near the upper end portion of the main chamber and coupling at least a portion near the upper end portion of the additional chamber;
A vehicular curtain airbag device characterized in that the entire upper end of the additional chamber overlaps with the vicinity of the upper end of the main chamber.   The curtain airbag device for a vehicle according to claim 1, wherein the lower end portion of the additional chamber is set at a position higher than a lower end portion in the vertical height direction of the main chamber.   3. The vehicle according to claim 1, wherein the chamber coupling portion is formed in the curtain airbag and is formed by coupling non-inflatable portions facing each other by folding the main chamber and the additional chamber. Curtain airbag device.   The curtain air bag device for a vehicle according to claim 1, wherein the chamber coupling portion is formed by sewing.   The curtain airbag device for a vehicle according to any one of claims 1 to 3, wherein the chamber coupling portion is formed by adhesion.   The said curtain airbag is located in the upper part vicinity of the said division part, and the 1st tab for fixing this curtain airbag to a vehicle is provided in any one of Claims 1-5 characterized by the above-mentioned. The vehicle curtain airbag device according to claim.   The vehicular curtain airbag device according to any one of claims 1 to 6, wherein the additional chamber is folded back at a vehicle front position of the partition portion. A curtain airbag device for a vehicle that expands and inflates along the side surface from the upper side to the lower side of the vehicle interior,
A plurality of tabs arranged along an upper end portion of the vehicle curtain airbag, and mounting and fixing the vehicle curtain airbag above a side surface of the vehicle;
A main chamber formed in the curtain airbag, the front end of which can be deployed and inflated downward near the front pillar of the vehicle;
The curtain airbag is formed in front of the front end portion of the main chamber in the vehicle, is separated from the main chamber by a partition portion, and a lower end portion is set above the lower end portion of the main chamber. An additional chamber that can be expanded and inflated and folded to the outside of the vehicle and rearward of the vehicle in the vicinity of the partition portion and overlapped with the main chamber;
A communicating portion formed through the partition and communicating the main chamber and the additional chamber;
An additional tab provided near the top of the front end of the additional chamber, and mooring the additional chamber to the vehicle;
Of the overlapped portion formed by overlapping the additional chamber with the main chamber, a chamber coupling portion formed by coupling the additional tab or the vicinity thereof to the upper portion of the main chamber or the vicinity thereof in the vicinity of the installation of the additional tab. And
A vehicular curtain airbag device characterized in that the entire upper end of the additional chamber overlaps with the vicinity of the upper end of the main chamber.   9. The vehicle curtain airbag device according to claim 8, wherein any one of the plurality of tabs is a first tab that attaches and fixes an upper portion of the partition portion to the vehicle.   10. The vehicle according to claim 8, wherein one of the plurality of tabs is a second tab that attaches and fixes the main chamber to the vehicle near a position where the additional tab is moored to the vehicle. Curtain airbag device.   The vehicle curtain airbag device according to claim 10, wherein the additional tab and at least a part of the second tab are attached and fixed to the vehicle in a state of being overlapped with each other.   The main chamber is composed of a plurality of cells, and the additional chamber is provided so as to overlap with any cell including a hit point that is a center of a set occupant's assumed collision area. 11. The curtain airbag device for a vehicle according to any one of 11 items.   2. The curtain airbag according to claim 1, wherein a front end is connected to the front pillar at a first attachment point, and a strap is provided for applying tension to the main chamber when the main chamber is deployed. The curtain airbag device for a vehicle according to any one of -12.   The curtain airbag device for a vehicle according to claim 13, wherein a rear end portion of the strap is connected to a second attachment point near the partition portion.   14. The vehicle curtain air according to claim 13, wherein a rear end portion of the strap passes through a vehicle outer side of the cell including the hit point and is connected to a second attachment point behind the cell. Bag device.   The first attachment point is set to include a horizontal second plane obtained by translating a horizontal first plane passing through a hitting point that is the center of the assumed collision area of the main chamber by 30 to 50 mm downward. The curtain airbag device for a vehicle according to any one of claims 13 to 15.   The curtain airbag device for a vehicle according to claim 16, wherein a center line in the width direction of the strap is within a range where the second plane can exist.   The curtain airbag device for a vehicle according to any one of claims 14 to 17, wherein the second attachment point is set below the first attachment point.

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