JP2016037130A - Passenger protection device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve protection performance of a passenger who falls frontward while inclining toward the inside in vehicle width direction.SOLUTION: A passenger protection device 10 of a vehicle 1 includes a main bag 24 which develops in front of a passenger M who is seated on a seat 7 of an automobile 1 to support the passenger M who is falling from a head part to an upper body, a sub bag 25 which develops in the inside in width direction of the vehicle 1 for the head part of the passenger M who penetrates into the main bag 24, and a structure for deforming the sub bag 25 toward the outside in width direction of the vehicle 1 when the passenger M penetrates into the main bag 24 while inclining toward the inside in width direction. The sub bag 25 which is deformed toward the outside in width direction of the vehicle 1 hits within a range at least from a side head part to a rear head part, for the head part of the passenger M who penetrates into the main bag 24 while inclining toward he inside in width direction.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an occupant protection device for a vehicle such as an automobile.

  An occupant protection device for an automobile is disclosed in Patent Document 1, for example. In Patent Document 1, an airbag for a passenger seat installed at the top of a dashboard is deployed in front of the passenger seat. When the automobile collides with another automobile in a frontal collision, the occupant sitting in the passenger seat falls forward and enters the deployed passenger airbag. The passenger-side airbag can support the head and upper body of a passenger who falls forward.

JP 2000-247199 A

  However, automobiles do not always collide with other automobiles from the front. For example, another car may collide with the car from an obliquely forward direction.

Then, for example, when another automobile collides from the diagonally forward direction on the driver's seat side, the passenger seated in the passenger seat of the automobile falls forward while falling down inward in the width direction of the automobile. In this case, there is a possibility that the head and upper body of the occupant who falls will fall to the inner side in the width direction of the deployed airbag for the passenger seat.
As countermeasures, for example, it is conceivable that the deployment range of the airbag for the passenger seat is expanded inward in the width direction, or the sub-bag is protruded rearward from the further expanded portion.
However, it is difficult to appropriately support a passenger entering while tilting inward in the width direction of the automobile simply by expanding the deployment range of the passenger seat airbag inward in the width direction.
That is, when the passenger in the passenger seat enters the passenger seat airbag while tilting inward in the width direction, the passenger's load is applied to the end portion in the width direction of the passenger seat airbag. In addition, the passenger's load acts as a force directed diagonally forward on the inner side in the width direction so as to leave the passenger seat airbag. For this reason, the airbag for a passenger's seat that has spread out inward in the width direction tends to fall inward in the width direction due to the load of the passenger. The passenger's head and upper body, once supported by the passenger airbag, fall inward in the width direction of the passenger airbag when the passenger airbag tilts inward in the width direction. There is a possibility that.

  Thus, in an occupant protection device for a vehicle such as an automobile, it is required to improve the protection performance against an occupant who falls forward while tilting inward in the width direction of the vehicle.

  A vehicle occupant protection device according to the present invention is developed in front of an occupant seated on a vehicle seat, and a main bag capable of supporting an upper body from the head of the occupant who falls down, and an occupant entering the main bag A sub bag that is deployed on the inner side of the vehicle in the width direction of the vehicle, and the sub bag is deformed toward the outer side in the width direction of the vehicle when an occupant enters the main bag while tilting inward in the width direction. And the sub bag deformed toward the outer side in the width direction of the vehicle is at least a temporal portion of the occupant's head that enters while tilting inward in the width direction with respect to the main bag. To the back of the head.

  Preferably, the sub-bag has a base end portion protruding from the main bag and a tip end portion protruding from the base end portion toward the rear of the vehicle, and the tip portion is the base end portion. The distal end projecting outward in the width direction from the base end portion is projected to the outer side in the width direction by projecting further outward in the width direction and a head portion entering a portion adjacent to the base end portion of the main bag. It is good to turn toward.

  Preferably, the sub bag protrudes from the main bag to form a corner portion, and the structure for deforming the sub bag outward in the width direction has the sub bag and the main bag in a state of floating from the corner portion. It is good to implement | achieve by attaching a cloth-like member or a string-like member so that it may bridge between bags.

  Preferably, the sub bag protrudes from the main bag to form a corner, and the structure for deforming the sub bag toward the outside in the width direction of the vehicle has a width direction from the corner of the main bag. It is good to be realized by forming a weak part weaker than the part which becomes the corner about the main bag in the part which becomes the outside.

  Preferably, the sub-bag protrudes from the main bag to form a corner, and the structure for deforming the sub-bag toward the outside in the width direction of the vehicle has the corner at the corner from the main bag. It is good to implement | achieve by attaching the shape reinforcement member which maintains the protrusion angle of a subbag.

In the present invention, the sub-bag is deployed so as to protrude on the inner side in the vehicle width direction of the head of the passenger entering the main bag. Therefore, the passenger | crew's head which plunges into a main bag, inclining inside width direction can be received and supported between a subbag and a main bag.
Moreover, since the sub bag is deformed toward the outer side in the width direction when the occupant enters the main bag while tilting inward in the width direction, the head of the occupant entering the main bag is changed from the inner side in the width direction to the outer side in the width direction. Can be strongly supported toward In particular, the sub-bag that is deformed toward the outside in the width direction of the vehicle hits at least the range from the temporal region to the back of the occupant's head that has entered while tilting inward in the width direction with respect to the main bag, It is possible to wrap the passenger from the front to the rear and strongly support the passenger toward the outside in the width direction.
As a result, even if the main bag and the sub bag are tilted inward in the width direction together with the occupant due to the load in the obliquely forward direction by the occupant, the occupant that is strongly supported by the sub bag is less likely to drop off from the sub bag and the main bag. The head and upper body of the occupant strongly supported by the sub bag and the main bag are unlikely to fall off inward in the width direction of the sub bag and the main bag.

Moreover, in the present invention, the sub-bag that is deformed toward the outer side in the width direction of the vehicle is at least a range from the side of the head to the back of the head of the occupant that has entered while tilting inward in the width direction with respect to the main bag. It hits in. Therefore, the passenger's head that has entered the main bag is unlikely to rotate after entering. Obstacles in the neck of the occupant due to the occupant's head rotating outward in the width direction from the upper body can be suppressed.
On the other hand, for example, if the sub bag is simply protruded from the main bag, when the main bag and the sub bag are tilted inward in the width direction together with the occupant, the occupant entering the main bag is removed from the main bag and the sub bag. Easy to drop off. Moreover, since only the head of the occupant who falls off is supported by the sub-bag, the upper body takes off with priority over the head. As a result, the occupant's head that has entered the main bag tends to rotate after entering. Then, for example, the head of the occupant may rotate more than the upper body, and a failure may occur in the occupant's neck.

  As described above, according to the present invention, the head and upper body of the occupant entering the main bag while tilting inward in the width direction can be suitably supported even if tilted inward in the width direction together with the occupant. And it can suppress that the passenger | crew's head which is supporting it rotates rather than an upper body. As a result, it is possible to suppress the obstacle of the occupant who leans forward while tilting inward in the width direction of the vehicle, and to improve the protection performance of the occupant.

FIG. 1 is an explanatory diagram of an automobile to which an occupant protection device according to a first embodiment of the present invention is applied. FIG. 2 is an explanatory diagram of the occupant protection device of the automobile shown in FIG. FIG. 3 is an explanatory diagram of a deployed state of the general passenger protection device for a passenger seat according to the first comparative example. FIG. 4 is a detailed explanatory view of the passenger protection device for the passenger seat shown in FIG. FIG. 5 is an explanatory view of a deployed state of the passenger protection device for the passenger seat according to the second comparative example. FIG. 6 is a detailed explanatory view of the passenger protection device for the passenger seat according to the second embodiment of the present invention. FIG. 7 is a detailed explanatory view of the passenger protection device for the passenger seat according to the third embodiment of the present invention. FIG. 8 is a detailed explanatory view of the passenger protection device for the passenger seat according to the fourth embodiment of the present invention. FIG. 9 is a detailed explanatory diagram of a passenger protection device for a passenger seat according to the fifth embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is an explanatory diagram of an automobile 1 to which an occupant protection device 10 according to a first embodiment of the present invention is applied.
The automobile 1 is an example of a vehicle. The automobile 1 may have an engine that burns fuel, may have a motor driven by stored power, or may have both.
In the automobile 1 of FIG. 1, a passenger compartment 3 is formed in the center of the vehicle body 2 in the front-rear direction. A dashboard 4 is arranged in the front part of the passenger compartment 3. A center console 5 is arranged at the center of the dashboard 4 in the width direction of the vehicle body 2. A center tunnel 6 is formed from the center console 5 toward the rear of the vehicle body 2. On the dashboard 4 and the center console 5, for example, an instrument panel, a glow box, and operation panels for various devices are installed.
On the left side of the center tunnel 6 in the width direction, a seat 7 on which a driver is seated is installed. A handle 8 is disposed in front of the driver seat 7. The handle 8 is attached to the rear end of the boss extending from the dashboard 4.
On the right side of the center tunnel 6 in the width direction, a passenger seat 7 on which an occupant M is seated is installed. The passenger seat 7 and the driver seat 7 may be interchanged on the left and right in the width direction.
A rear occupant seat 7 is installed on the rear side in the front-rear direction of the driver seat 7 and the passenger seat 7. The seat 7 for the rear passenger is a seat 7 having a shape that is long in the width direction.

  Such an automobile 1 travels on a road. And there is a possibility of colliding with other automobiles while traveling. For this reason, in the automobile 1, an occupant protection device 10 for protecting an occupant M such as a driver from an impact at the time of a rear-end collision is used. For example, when an occupant M is seated on the passenger seat 7 and another automobile collides with the front of the vehicle body 2 of the automobile 1, the upper body of the occupant M seated on the passenger seat 7. Falls forward. At this time, there is a possibility that the upper body and head of the occupant M who falls to the front side will be hit against the dashboard 4.

FIG. 2 is an explanatory diagram of the occupant protection device 10 of the automobile 1 of FIG. FIG. 2 shows an occupant protection device 10 for a passenger seat.
The passenger protection device 10 for a passenger seat in FIG. 2 includes a seat belt module 11, an airbag module 12, an in-vehicle image sensor 13, an in-vehicle image sensor 14, and an ECU (Engine Control Unit) 15.

  The seat belt module 11 has a three-point seat belt. As shown in FIG. 1, the three-point seat belt supports both sides in the width direction of the waist of the occupant M seated on the seat 7 and shoulder portions on the outer side in the width direction of the occupant M. By supporting the occupant M seated on the seat 7 by the seat belt module 11, the occupant M is unlikely to leave the seat 7 due to an impact at the time of collision.

The airbag module 12 includes a housing 21, an inflator 22, and an airbag 23.
The housing 21 is disposed in the dashboard 4 at a position in front of the passenger seat 7. The housing 21 is attached to the beam 9 extending in the left-right direction. The beam 9 may be one to which a handle 8 is attached, for example.
The inflator 22 contains high pressure gas. The high-pressure gas can be expanded by ignition with gunpowder or the like.
The airbag 23 is obtained by sewing a cloth material into a bag shape. The airbag 23 is attached to the inflator 22. The airbag 23 and the inflator 22 are accommodated in the housing 21.
As described above, in the airbag module 12 installed in front of the seat 7, the inflator 22 inflates the high-pressure gas by the ignition signal from the ECU 15. Thereby, the airbag 23 is deployed in front of the occupant M seated on the seat 7. The airbag module 12 is deployed between the occupant M and the dashboard 4. Thereby, the passenger | crew M who falls forward by the impact at the time of a collision is supported by the deployed airbag 23.

  The outside image sensor 13 is a sensor that images the periphery of the vehicle body 2 of the automobile 1. As shown in FIG. 1, the vehicle exterior image sensor 13 is provided on the front surface of a bag mirror installed in the upper part of the passenger compartment 3. The outside image sensor 13 detects other automobiles, structures, and the like existing around the vehicle body 2 of the automobile 1 from the captured image. The outside-vehicle imaging sensor 13 can detect other automobiles that are likely to collide before the collision. The vehicle exterior image sensor 13 outputs the detected relative direction and relative distance of the object to the ECU 15.

  The in-vehicle imaging sensor 14 is a sensor that images the passenger compartment 3 of the automobile 1. As shown in FIG. 1, the vehicle exterior image sensor 13 is disposed at a position in front of the passenger seat 7 for the dashboard 4. The in-vehicle image sensor 14 detects the occupant M seated on the seat 7 from the captured image. The in-vehicle image sensor 14 can detect the riding posture of the occupant M sitting on the seat 7 immediately before the collision. The vehicle interior image sensor 14 outputs the detected positions of the upper body and head of the occupant M to the ECU 15.

  The ECU 15 is a computer device mounted on the automobile 1. The ECU 15 is, for example, a microcomputer. The ECU 15 is connected to the airbag module 12, the vehicle exterior image sensor 13, and the vehicle interior image sensor 14. The ECU 15 may be connected to an acceleration sensor, the seat belt module 11 and the like. The ECU 15 detects a collision based on a detection signal from the acceleration sensor or the vehicle exterior imaging sensor 13, outputs a tension signal to the seat belt module 11, and outputs an ignition signal to the inflator 22. Further, the ECU 15 may predict a collision based on a detection signal from the vehicle exterior imaging sensor 13, output a tension signal to the seat belt module 11, and output an ignition signal to the inflator 22.

  By using such an occupant protection device 10, the occupant M comes off the seat 7 in the event of a collision, or the upper body or head of the occupant M seated on the seat 7 is directly struck against the dashboard 4 or the like. Can be suppressed. For example, when the automobile 1 collides head-on with another automobile, the occupant M sitting in the passenger seat falls forward and enters the deployed airbag 23 for the passenger seat. The airbag 23 for the passenger seat can support the head and upper body of the passenger M who falls forward.

  However, the automobile 1 does not always collide with other automobiles from the front direction. For example, there is a possibility that another vehicle may collide with the vehicle 1 from a diagonally forward direction while being offset to the outside in the vehicle body width direction.

FIG. 3 is an explanatory view of a developed state in the passenger protection device 10 for a general passenger seat according to the first comparative example. On the seat 7 in FIG. 3, a dummy doll used as a passenger M, for example, for collision safety standards is seated. In the following description, this dummy doll is described as an occupant M.
The airbag 23 of FIG. 3 is deployed only in front of the occupant M, unlike the airbag 23 of the present embodiment shown in FIGS. 1 and 2. Such an airbag 23 is deployed only in the front direction of the occupant M.

As shown in FIG. 3A, when the other vehicle collides with the vehicle 1 from the diagonally forward direction while being offset to the outside in the vehicle body width direction, the upper body and head of the occupant M are directed forward. Instead of falling down, it falls forward while falling down inward in the width direction of the vehicle body 2. The upper body and the head of the occupant M fall inward and obliquely forward.
As shown in FIG. 3B, the upper body and head that have started to fall obliquely strike the inner part of the deployed airbag 23. When the occupant M hits with an input in an oblique direction, the deployed airbag 23 falls down together with the occupant M as shown in FIG. As a result, in an extreme case, as shown in FIG. 3D, the upper body and the head of the occupant M who falls are disengaged inward in the width direction of the deployed airbag 23, and the width direction of the airbag 23 There is a possibility of falling inside.
Further, as can be seen from a comparison between FIG. 3D and FIG. 3C, the head of the occupant M is largely rotated with respect to the upper body. The greater the rotation of the head relative to the rotation of the upper body, the higher the possibility that a burden is placed on the neck of the occupant M.

  As described above, the general airbag 23 used in the occupant protection device 10 may not be able to adequately protect the occupant M in the case of an offset oblique collision. There is a possibility that the occupant protection effect is difficult to increase at the time of offset oblique collision.

As described above, the occupant protection device 10 of the automobile 1 is required to improve the protection performance against the occupant M who leans forward while tilting inward in the width direction of the automobile 1. There is a need to increase the occupant protection capability at the time of offset oblique collision.
Therefore, in the present embodiment, the shape of the airbag 23 is devised, and further, the occupant M who tries to fall inward in the width direction in the event of a collision is supported from the inside, so that the vehicle 1 moves forward while tilting inward in the width direction. Improve the protection performance against the occupant M falling. This will be described in detail below.

FIG. 4 is a detailed explanatory view of the passenger protection device 10 for the passenger seat shown in FIG. FIG. 4A shows a state before the occupant M falls down. FIG. 4B shows a state where the occupant M falls forward while falling down inward in the width direction of the automobile 1.
The occupant protection device 10 of FIG. 4A includes a main bag 24 and a sub bag 25 as the airbag 23.

  The main bag 24 is obtained by sewing a cloth material into a bag shape. The main bag 24 is attached to the inflator 22. As shown in FIG. 4 (A), the main bag 24 is deployed in front of the occupant M seated on the seat 7. The main bag 24 is deployed between the occupant M and the dashboard 4. Thereby, the main bag 24 can support an upper body from the head of the passenger | crew M who falls in the front direction at the time of a frontal collision, for example.

The sub bag 25 is obtained by sewing a cloth material into a bag shape. The sub bag 25 is attached to the inner side in the width direction of the surface of the main bag 24 on which the occupant M enters. The sub bag 25 is formed to be vertically longer than the head of the occupant M entering the main bag 24.
The sub bag 25 communicates with the main bag 24 and forms one internal space together with the main bag 24. The sub bag 25 is deployed together with the main bag 24 by the pressure of the high pressure gas ignited by the inflator 22. Accordingly, the sub bag 25 is deployed on the inner side in the width direction of the head of the occupant M entering the main bag 24. The sub bag 25 expands so as to protrude rearward from the inner side in the width direction of the main bag 24 where the occupant M enters. It unfolds inside the head of the occupant M who has entered the main bag 24.
The sub bag 25 has a base end portion 27 protruding from the main bag 24 and a tip end portion 28. The distal end portion 28 protrudes from the proximal end portion 27 in the rearward direction of the automobile 1. The distal end portion 28 protrudes obliquely outward in the width direction from the proximal end portion 27. The front end portion 28 that protrudes obliquely outward in the width direction wraps around the rear side of the back of the head of the occupant M that has entered the main bag 24. The front end portion 28 supports the rear head of the occupant M that has entered the main bag 24 outward from the inner side in the width direction.

When the main bag 24 and the sub bag 25 are deployed in the state of FIG. 4A, the main bag 24, the sub bag 25, and the occupant M seated in the seat 7 The corner 26 is located.
For this reason, when the occupant M enters the main bag 24 obliquely while tilting inward in the width direction at the time of the offset oblique collision, for example, as shown in FIG. The main bag 24 rushes into a portion that becomes the corner 26. A head portion enters a portion of the main bag 24 adjacent to the base end portion 27 of the sub bag 25.
When the portion that becomes the corner portion 26 of the main bag 24 is pushed by the load of the occupant M, the sub-bag 25 that protrudes adjacent to the portion tends to rotate outward in the width direction. The sub bag 25 tends to deform toward the outer side in the width direction with respect to the main bag 24. As a result, the front end portion 28 of the sub-bag 25 that has come into contact with the back of the occupant M when entering the main bag 24 applies a force in the width direction outward to the back of the occupant M.
Accordingly, the head that has entered the main bag 24 is pushed by being supported from the inner side in the width direction by the sub bag 25 after entering the main bag 24. The head and upper body of the occupant M who tries to move in the diagonally forward direction inclined inward in the width direction do not fall into the main bag 24. In addition, the head supported by the sub-bag 25 and pressed at the back of the head maintains the state of entering the main bag 24, and it is difficult for the head to slide and rotate on the main bag 24. It is difficult for the occupant M's head to rotate significantly compared to the upper body.

Further, as can be seen by comparing FIG. 4B and FIG. 3D, the head of the occupant M rotates greatly with respect to the upper body by the sub bag 25 pushing the rear head outward in the width direction. It becomes difficult to do.
As a result, the occupant M who intends to move diagonally forward inward in the width direction is less likely to fall inward in the width direction with respect to the main bag 24 and the sub bag 25 after being once supported by the main bag 24 and the sub bag 25. Become. The occupant protection effect at the time of offset oblique collision is enhanced.

  The sub bag 25 has the same effect by hitting at least the range from the temporal region to the occipital region with respect to the head of the occupant M that enters the main bag 24 obliquely while falling inward in the width direction. I can expect.

FIG. 5 is an explanatory diagram of the deployed state of the passenger protection device 10 for the passenger seat according to the second comparative example.
In FIG. 5, the sub-bag 25 protrudes backward from the inner side in the width direction of the main bag 24 as in FIG. 4. However, the subbag 25 only protrudes straight backwards. The sub bag 25 does not cover the back of the occupant M.

In this case, as shown in FIG. 5A, when the occupant M tries to move in the diagonally forward direction inclined inward in the width direction, the head of the occupant M is located at the corner 26 formed by the main bag 24 and the sub bag 25. storm in. As a result, as shown in FIG. 5 (B), the main bag 24 and the sub bag 25 together with the occupant M are inclined inward in the width direction.
Thereafter, when the occupant M further tilts inward in the width direction and falls, the head of the occupant M that has entered the corner 26 is shifted inward in the width direction, as shown in FIG. The sub bag 25 is pushed by the head that is shifted inward in the width direction and falls down. The sub bag 25 falls inward in the width direction with respect to the passenger entry surface of the main bag 24. As a result, the head and upper body of the occupant M that has once entered the main bag 24 and the sub bag 25 can fall inward in the width direction with respect to the main bag 24 and the sub bag 25 beyond the sub bag 25.

In this way, a passenger who enters while inclining in the width direction simply by expanding the deployment range of the airbag 23 for the passenger seat to the inside in the width direction or by causing the sub bag 25 to protrude rearward from the further expanded portion. M cannot be supported properly. As a result, it is difficult to provide high safety for the occupant M who enters while tilting inward in the width direction.
That is, when the passenger M in the passenger seat enters the passenger seat airbag 23 while tilting inward in the width direction, the load of the passenger M is applied to the inner end of the airbag 23 in the width direction. The load of the occupant M acts as a force directed diagonally forward inward in the width direction so as to leave the passenger seat airbag 23. For this reason, the airbag 23 for the passenger seat that has spread and expanded inward in the width direction easily falls down inward in the width direction due to the load of the passenger M. The head and upper body of the occupant M once supported by the passenger-seat airbag 23 are inclined with respect to the width of the passenger-seat airbag 23 when the passenger-seat airbag 23 is tilted inward in the width direction. There is a possibility of falling inward.
Further, in the second comparative example of FIG. 5, as in the case of the first comparative example of FIG. 3D, the head of the occupant M rotates significantly with respect to the upper body by shifting from the entry position. The greater the rotation of the head relative to the rotation of the upper body, the higher the possibility that a burden is placed on the neck of the occupant M.
Further, in the second comparative example of FIG. 5, as in the case of the first comparative example of FIG. 3D, the passenger seat airbag 23 falls inward in the width direction while maintaining the load of the passenger M.
In the above description, it is assumed that the occupant M who enters while tilting inward in the width direction enters the corner 26 formed by the main bag 24 and the sub bag 25. However, the position where the occupant M enters the airbag 23 obliquely is not limited to the corner portion 26. When the sub bag 25 is simply projected as shown in FIG. 5, there is no function of supporting the head from the inner side in the width direction, so that the sub bag 25 functions with respect to the head as the entry position deviates from the corner 26. It becomes difficult. If the subbag 25 does not expand near the head, the subbag 25 cannot exhibit the function of supporting the head.

As described above, in the present embodiment, the sub-bag 25 is expanded so as to protrude on the inner side in the width direction of the automobile 1 with respect to the head of the occupant M entering the main bag 24. Therefore, the head of the occupant M who enters the main bag 24 while tilting inward in the width direction can be received and supported between the sub bag 25 and the main bag 24.
In addition, the sub bag 25 rotates outward in the width direction when the occupant M enters the main bag 24 while inclining inward in the width direction. Therefore, the head of the occupant M that has entered the main bag 24 can be strongly supported by the deformation from the inner side in the width direction toward the outer side in the width direction by the sub bag 25. In particular, the sub-bag 25 that is deformed toward the outside in the width direction of the automobile 1 is at least a range from the side of the head to the back of the head of the occupant M that enters the main bag 24 while tilting inward in the width direction. It hits in. Therefore, it can wrap around from the front of the passenger | crew's M head to the back, and can support the passenger | crew M strongly toward the width direction outer side.
As a result, even if the main bag 24 and the sub bag 25 are inclined inward in the width direction together with the occupant M due to the load in the obliquely forward direction by the occupant M, the occupant M strongly supported by the sub bag 25 so that the head does not shift is It becomes difficult to drop off from the sub bag 25 and the main bag 24. The occupant M strongly supported by the sub bag 25 and the main bag 24 is unlikely to drop out inward in the width direction of the sub bag 25 and the main bag 24.

Moreover, in the present embodiment, the sub-bag 25 that rotates toward the outer side in the width direction of the automobile 1 is at least the side of the head of the occupant M that has entered while tilting inward in the width direction with respect to the main bag 24. To the back of the head. Therefore, the head of the occupant M that has entered the main bag 24 is difficult to rotate after the entry because the back of the head is supported. The obstacle of the neck part of the passenger | crew M by the passenger | crew's M head rotating to the width direction outer side rather than the upper body can be suppressed.
On the other hand, if the sub bag 25 is merely protruded from the main bag 24 as in the second comparative example of FIG. 5, for example, the main bag 24 and the sub bag 25 are inclined together with the occupant M in the width direction. The occupant M who has entered the main bag 24 easily falls off the main bag 24 and the sub bag 25. Further, since the occupant M who falls off is supported only by the sub-bag 25, the upper body is more likely to drop off than the head. As a result, the head of the occupant M who has entered the main bag 24 tends to rotate after entering. Then, for example, the head of the occupant M rotates more than the upper body, and there is a possibility that a large burden is placed on the neck portion of the occupant M.

  As described above, in the present embodiment, the head and upper body of the occupant M that enters the main bag 24 while tilting inward in the width direction are more suitable for the main bag 24 and the sub bag 25 that are tilted inward in the width direction together with the occupant M. Can continue to support. And it can suppress that the head of the passenger | crew M who is supporting it rotates rather than an upper body. As a result, the obstacle of the occupant M who falls forward while tilting inward in the width direction of the automobile 1 can be suppressed, and the protection performance of the occupant M can be improved.

  In the present embodiment, the sub bag 25 protrudes from the main bag 24. Moreover, the rear end portion 28 of the subbag 25 protrudes outward in the width direction from the base end portion 27 of the subbag 25. The sub bag 25 is curved outward in the width direction as a whole. Due to this protruding shape, the front end portion 28 of the sub-bag 25 tends to hit the range from the temporal region to the back of the head portion that has entered the main bag 24. Moreover, when the subbag 25 rotates toward the outer side in the width direction, the base end portion 27 of the subbag 25 is less likely to come into contact with the front portion of the head, and the rotation of the subbag 25 can be prevented from being blocked. . By rotating the sub bag 25, the front end portion 28 of the sub bag 25 can be moved outward in the width direction, and the back of the head can be pushed outward in the width direction.

[Second Embodiment]
Next, an occupant protection device 10 for an automobile 1 according to a second embodiment of the present invention will be described. In the following, differences from the first embodiment will be mainly described. About the same structure as 1st Embodiment, the code | symbol same as 1st Embodiment is used and description is abbreviate | omitted.
FIG. 6 is a detailed explanatory view of the passenger protection device 10 for the passenger seat according to the second embodiment of the present invention. FIG. 6A shows a state before the occupant M falls down. FIG. 6B shows a state where the occupant M falls forward while falling down inward in the width direction of the automobile 1.

  As illustrated in FIG. 6A, the airbag module 12 includes a housing 21, an inflator 22, an airbag 23, and a cloth-like member 31. The airbag 23 includes a main bag 24 and a sub bag 25.

The cloth-like member 31 may be, for example, a nylon cloth that can be easily bent by pressure. For example, the cloth-like member 31 is formed in a rectangular shape that is slightly larger than the head.
The cloth-like member 31 is attached so as to bridge between the sub-bag 25 and the main bag 24 in a state where the cloth-like member 31 is lifted from the corner 26 formed by the main bag 24 and the sub-bag 25. In the case of the rectangular cloth-like member 31, one side thereof is attached to the base end portion 27 of the subbag 25, and the other opposite side is attached to the main bag 24.

When the main bag 24 and the sub bag 25 are deployed in the state of FIG. 6A, the main bag 24, the sub bag 25, The corner 26 is located. On the side of the occupant M with respect to the corner portion 26, the cloth-like member 31 attached to the corner portion 26 so as to float is located.
For this reason, when the occupant M plunges into the main bag 24 while tilting inward in the width direction in the case of an offset oblique collision, for example, as shown in FIG. After entering the cloth-like member 31, it further enters the corner portion 26. The cloth-like member 31 is pressed against a portion of the main bag 24 adjacent to the base end portion 27 of the sub bag 25 by the head of the occupant M. For this reason, the subbag 25 pulled by the cloth-like member 31 rotates toward the width direction outer side. In addition to the load of the occupant M acting on the portion that becomes the corner portion 26 of the main bag 24, the sub bag 25 is pulled by the cloth-like member 31 to strongly press the inner side in the width direction of the back of the head. As a result, when the head enters the main bag 24, a strong force can be applied to the back of the head.
Therefore, the head that has entered the main bag 24 is strongly supported from the inner side in the width direction by the sub bag 25 after entering the main bag 24. The head and upper body of the occupant M who tries to move in the diagonally forward direction inclined inward in the width direction are unlikely to fall inside the main bag 24. The head whose head is strongly pressed by the sub-bag 25 maintains the state of entering the main bag 24, and it is difficult for the head to slide and rotate on the main bag 24. It is difficult for the occupant M's head to rotate significantly compared to the upper body.

Further, as can be seen from a comparison between FIG. 6B and FIG. 3D, the head of the occupant M rotates greatly with respect to the upper body by the sub bag 25 pushing the rear head outward in the width direction. It becomes difficult to do.
As a result, the occupant M who intends to move diagonally forward inward in the width direction is less likely to fall inward in the width direction with respect to the main bag 24 and the sub bag 25 after being once supported by the main bag 24 and the sub bag 25. Become. The occupant protection effect at the time of offset oblique collision is enhanced.

  The sub bag 25 has the same effect by hitting at least the range from the temporal region to the occipital region with respect to the head of the occupant M that enters the main bag 24 obliquely while falling inward in the width direction. I can expect.

  As described above, in the present embodiment, the sub bag 25 protrudes from the main bag 24. Moreover, the cloth-like member 31 is attached between the sub bag 25 and the main bag 24 so as to bridge in a state where the cloth-like member 31 floats from the corner portion 26. Therefore, the occupant M who leans forward while tilting inward in the width direction enters the corner portion 26 of the sub bag 25 and the main bag 24, so that the cloth-like member 31 enters the depth of the corner portion 26, and as a result. As a result, the sub bag 25 rotates toward the outside in the width direction so as to approach the main bag 24. The sub-bag 25 drawn by the cloth-like member 31 can rotate outward in the width direction and push the back of the head toward the outer side in the width direction.

  In the present embodiment, the cloth-like member 31 is provided at the corner 26 formed by the main bag 24 and the sub bag 25. In addition to this, for example, a string member made of, for example, a tether may be provided at the corner portion 26 of the main bag 24 and the sub bag 25. Even in this case, by attaching the string-like member so as to bridge between the main bag 24 and the sub-bag 25 in a state of floating from the corner portion 26, the effect of pulling the sub-bag 25 and rotating it outward in the width direction. Can be expected.

[Third Embodiment]
Next, an occupant protection device 10 for an automobile 1 according to a third embodiment of the present invention will be described. In the following, differences from the first embodiment will be mainly described. About the same structure as 1st Embodiment, the code | symbol same as 1st Embodiment is used and description is abbreviate | omitted.
FIG. 7 is a detailed explanatory view of the passenger protection device 10 for the passenger seat according to the third embodiment of the present invention. FIG. 7A shows a state before the occupant M falls down. FIG. 7B is a schematic cross-sectional view showing a deployed state of the airbag 23. In FIG. 7B, the occupant M falls forward while falling down inward in the width direction of the automobile 1.

As shown in FIG. 7A, the airbag module 12 includes a housing 21, an inflator 22, and an airbag 23. The airbag 23 includes a main bag 24 and a sub bag 25. A corner portion 26 is formed by the main bag 24 and the sub bag 25.
A fragile portion 32 is formed in the main bag 24. As shown in FIG. 7B, the fragile portion 32 is a portion formed thinner than other portions of the main bag 24, for example. The fragile portion 32 is formed in a portion on the outer side in the width direction from the corner portion 26 of the main bag 24.

When the main bag 24 and the sub bag 25 are deployed in the state of FIG. 7A, the main bag 24, the sub bag 25, and the occupant M seated on the seat 7 in the diagonally forward direction inside the width direction. The corner 26 is located. A fragile portion 32 is formed on the outer side in the width direction of the corner portion 26.
For this reason, when the occupant M enters the main bag 24 obliquely while tilting inward in the width direction in the case of an offset oblique collision, for example, as shown in FIG. The main bag 24 rushes into a portion that becomes the corner 26. The fragile portion 32 of the main bag 24 is deformed. In the sub bag 25, the portion of the main bag 24 serving as the corner 26 is subjected to the load of the occupant M, and the deformation of the main bag 24 is promoted by the fragile portion 32. Press firmly inside. As a result, when the head enters the main bag 24, a strong force can be applied to the back of the head.
Therefore, the head that has entered the main bag 24 is strongly supported from the inner side in the width direction by the sub bag 25 after entering the main bag 24. The head and upper body of the occupant M who tries to move in the diagonally forward direction inclined inward in the width direction are unlikely to fall inside the main bag 24. The head whose head is strongly pressed by the sub-bag 25 maintains the state of entering the main bag 24, and it is difficult for the head to slide and rotate on the main bag 24. It is difficult for the occupant M's head to rotate significantly compared to the upper body.

Further, when the sub bag 25 pushes the back of the head toward the outside in the width direction, the head of the occupant M is hardly rotated with respect to the upper body.
As a result, the occupant M who intends to move diagonally forward inward in the width direction is less likely to fall inward in the width direction with respect to the main bag 24 and the sub bag 25 after being once supported by the main bag 24 and the sub bag 25. Become. The occupant protection effect at the time of offset oblique collision is enhanced.

The sub bag 25 has the same effect by hitting at least the range from the temporal region to the occipital region with respect to the head of the occupant M that enters the main bag 24 obliquely while falling inward in the width direction. I can expect.
As described above, in the present embodiment, the sub bag 25 protrudes from the main bag 24. In addition, a weakened portion 32 that is more fragile than the portion that becomes the corner portion 26 is formed in a portion of the main bag 24 on the outer side in the width direction with respect to the corner portion 26 with the sub bag 25. The sub bag 25 and the corner 26 can swing on the inner side in the width direction with respect to the weakened portion 32. Therefore, the occupant M who leans forward while tilting inward in the width direction enters the portion that becomes the corner portion 26 of the main bag 24, whereby the sub bag 25 moves toward the outer side in the width direction. The subbag 25 can be pushed with the rear side of the head facing outward in the width direction.

[Fourth Embodiment]
Next, an occupant protection device 10 for an automobile 1 according to a fourth embodiment of the present invention will be described. In the following, differences from the first embodiment will be mainly described. About the same structure as 1st Embodiment, the code | symbol same as 1st Embodiment is used and description is abbreviate | omitted.
FIG. 8 is a detailed explanatory view of the passenger protection device 10 for the passenger seat according to the fourth embodiment of the present invention. FIG. 8 schematically shows the deployed state of the airbag 23.

As shown in FIG. 8, the airbag module 12 includes a housing 21, an inflator 22, and an airbag 23. The airbag 23 includes a main bag 24, a subbag 25, and a shape reinforcing member 33. A corner portion 26 is formed by the main bag 24 and the sub bag 25.
The shape reinforcing member 33 is attached to a corner portion 26 formed by the main bag 24 and the sub bag 25. The shape reinforcing member 33 may be, for example, a material obtained by curing a cloth material for the main bag 24 with a resin material into a desired shape. The shape reinforcing member 33 is attached from the portion that becomes the corner portion 26 of the main bag 24 to the portion of the base end portion 27 of the sub bag 25. By sticking the shape reinforcing member 33, the rigidity of the corner 26 is improved. The corner portion 26 can easily maintain a cross section having a substantially L-shaped cross section in FIG. The protrusion angle of the sub bag 25 from the main bag 24 is easily maintained.

When the main bag 24 and the sub bag 25 are deployed in the state shown in FIG. 8, the corners formed by the main bag 24 and the sub bag 25 are obliquely forward inward in the width direction of the occupant M seated on the seat 7. 26 is located. The rigidity of the corner portion 26 is improved by the shape reinforcing member 33.
For this reason, when the occupant M enters the main bag 24 obliquely while tilting inward in the width direction at the time of the offset oblique collision, for example, as shown in FIG. It rushes into the part which becomes the corner part 26 about. The main bag 24 is easily deformed around a portion that becomes the corner portion 26 reinforced by the shape reinforcing member 33. In addition to the fact that the load of the occupant M acts on the portion that becomes the corner portion 26 of the main bag 24, the sub bag 25 has a width about the back of the head by suppressing deformation of the corner portion 26 by the shape reinforcing member 33. Press strongly in the direction. As a result, when the head enters the main bag 24, a strong force can be applied to the back of the head.
Therefore, the head that has entered the main bag 24 is strongly supported from the inner side in the width direction by the sub bag 25 after entering the main bag 24. The head and upper body of the occupant M who tries to move in the diagonally forward direction inclined inward in the width direction are unlikely to fall inside the main bag 24. The head whose head is strongly pressed by the sub-bag 25 maintains the state of entering the main bag 24, and it is difficult for the head to slide and rotate on the main bag 24. It is difficult for the occupant M's head to rotate significantly compared to the upper body.

Further, when the sub bag 25 pushes the back of the head toward the outside in the width direction, the head of the occupant M is hardly rotated with respect to the upper body.
As a result, the occupant M who intends to move diagonally forward inward in the width direction is less likely to fall inward in the width direction with respect to the main bag 24 and the sub bag 25 after being once supported by the main bag 24 and the sub bag 25. Become. The occupant protection effect at the time of offset oblique collision is enhanced.

  The sub bag 25 has the same effect by hitting at least the range from the temporal region to the occipital region with respect to the head of the occupant M that enters the main bag 24 obliquely while falling inward in the width direction. I can expect.

  As described above, in the present embodiment, the sub bag 25 protrudes from the main bag 24. Moreover, a shape reinforcing member 33 that maintains the projection angle of the sub bag 25 from the main bag 24 is attached to the corner portion 26 that becomes the sub bag 25 and the main bag 24. The angle formed between the portion that becomes the corner portion 26 of the main bag 24 and the sub bag 25 is easily maintained. Therefore, the occupant M who leans forward while tilting inward in the width direction enters the portion that becomes the corner portion 26 of the main bag 24, whereby the sub bag 25 moves toward the outer side in the width direction. The subbag 25 can be pushed with the rear side of the head facing outward in the width direction.

[Fifth Embodiment]
Next, an occupant protection device 10 for an automobile 1 according to a fifth embodiment of the present invention will be described. In the following, differences from the first embodiment will be mainly described. About the same structure as 1st Embodiment, the code | symbol same as 1st Embodiment is used and description is abbreviate | omitted.
FIG. 9 is a detailed explanatory view of the passenger protection device 10 for the passenger seat according to the fifth embodiment of the present invention.

As shown in FIG. 9, the airbag module 12 includes a housing 21, an inflator 22, and an airbag 23. The airbag 23 includes a main bag 24 and a sub bag 25. The subbag 25 has a proximal end portion 27 and a distal end portion 28.
The base end portion 27 of the sub bag 25 protrudes from the side surface on the inner side in the width direction of the main bag 24. The base end portion 27 extends rearward along the side surface on the inner side in the width direction of the main bag 24. The base end portion 27 extends rearward from the surface on which the occupant M enters the main bag 24.
The distal end portion 28 of the subbag 25 protrudes obliquely outward in the width direction from the proximal end portion 27.

When the main bag 24 and the sub bag 25 are deployed in the state shown in FIG. 9, the corners formed by the main bag 24 and the sub bag 25 are obliquely forward on the inner side in the width direction of the occupant M seated on the seat 7. 26 is located.
For this reason, when the occupant M enters the main bag 24 obliquely while tilting inward in the width direction during the offset oblique collision, the head of the occupant M enters the corner portion 26. The sub bag 25 pushes the inner side in the width direction of the back of the head when the load of the occupant M acts on the portion that becomes the corner portion 26 of the main bag 24. As a result, when the head enters the main bag 24, a force can be applied to the back of the head.
Therefore, the head that has entered the main bag 24 is supported from the inner side in the width direction by the sub bag 25 after entering the main bag 24. The head and upper body of the occupant M who tries to move in the diagonally forward direction inclined inward in the width direction are unlikely to fall inside the main bag 24. The head whose back is pressed by the sub-bag 25 maintains the state of entering the main bag 24, and it is difficult for the head to slide and rotate on the main bag 24. It is difficult for the occupant M's head to rotate significantly compared to the upper body.

Further, since the sub bag 25 pushes the back of the head toward the outside in the width direction, the head of the occupant M is hardly rotated with respect to the upper body.
As a result, the occupant M who intends to move diagonally forward inward in the width direction is less likely to fall inward in the width direction with respect to the main bag 24 and the sub bag 25 after being once supported by the main bag 24 and the sub bag 25. Become. The occupant protection effect at the time of offset oblique collision is enhanced.

  The sub bag 25 has the same effect by hitting at least the range from the temporal region to the occipital region with respect to the head of the occupant M that enters the main bag 24 obliquely while falling inward in the width direction. I can expect.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

In the said embodiment, the rotation which goes to the width direction outer side about the subbag 25 is strengthened using the cloth-like member 31, the weak part 32, and the shape reinforcement member 33, for example.
In addition to this, for example, the sub bag 25 may be deformed outward in the width direction by a motion other than rotation. Moreover, you may accelerate | stimulate the deformation | transformation to the width direction outer side about the subbag 25 using members other than the cloth-like member 31, the weak part 32, and the shape reinforcement member 33. FIG.

In the above-described embodiment, the main bag 24 has a surface on which the occupant M enters a substantially flat surface along the vertical direction of the automobile 1.
In addition, for example, the surface on which the occupant M enters may be a surface along the front-rear direction of the automobile 1 or a curved surface. Even in these cases, it can be expected that the protection performance of the occupant M is improved by the present invention.

The above embodiment is an example in which the present invention is applied to an occupant protection device 10 for a passenger seat of an automobile 1.
In addition, for example, the present invention may be applied to the occupant protection device 10 for the driver's seat of the automobile 1 and the occupant protection device 10 for the rear seat.

DESCRIPTION OF SYMBOLS 1 ... Automobile (vehicle), 2 ... Vehicle body, 3 ... Passenger room, 4 ... Dashboard, 7 ... Seat, 10 ... Passenger protection device, 12 ... Airbag module, 13 ... Outside imaging sensor (outside sensor), 14 ... Inside the vehicle Imaging sensor (in-vehicle sensor), 15 ... ECU (control unit), 21 ... housing, 22 ... inflator, 23 ... airbag, 24 ... main bag, 25 ... subbag, 26 ... corner, 27 ... base end, 28 ... tip part, 31 ... cloth-like member, 32 ... weak part, 33 ... shape reinforcing member

Claims (5)

A main bag that can be deployed in front of an occupant seated on a vehicle seat and can support the upper body from the head of the occupant who falls down,
A sub-bag that is deployed inside the vehicle in the width direction of the head of an occupant entering the main bag;
A structure for deforming the sub bag toward the outer side in the width direction of the vehicle when an occupant enters the main bag while tilting inward in the width direction;
Have
The sub bag deformed toward the outer side in the width direction of the vehicle hits at least a range from the temporal region to the back of the occupant's head that enters while tilting inward in the width direction with respect to the main bag.
Vehicle occupant protection device. The sub-bag is
A base end projecting from the main bag, and a front end projecting from the base end toward the rear of the vehicle,
The tip portion protrudes outward in the width direction from the base end portion,
When the head enters the portion adjacent to the base end portion of the main bag, the distal end portion protruding outward in the width direction from the base end portion rotates outward in the width direction.
The vehicle occupant protection device according to claim 1. The sub bag protrudes from the main bag to form a corner,
The structure for deforming the sub-bag toward the outside in the width direction is:
Realized by attaching a cloth-like member or a string-like member to bridge between the sub bag and the main bag in a state of floating from the corner,
The vehicle occupant protection device according to claim 1 or 2. The sub bag protrudes from the main bag to form a corner,
The structure for deforming the sub bag toward the outside in the width direction of the vehicle is as follows.
It is realized by forming a fragile portion weaker than the corner portion of the main bag in the width direction outer side of the corner portion of the main bag,
The vehicle occupant protection device according to claim 1 or 2. The sub bag protrudes from the main bag to form a corner,
The structure for deforming the sub bag toward the outside in the width direction of the vehicle is as follows.
The corner is realized by attaching a shape reinforcing member that maintains the protruding angle of the sub bag from the main bag.
The vehicle occupant protection device according to claim 1 or 2.

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