JP2018154263A - Occupant restraint structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an occupant restraint structure 5 which can support a wide range of an expanded airbag 410.SOLUTION: An occupant restraint structure includes: a steering 300; an airbag module 415; and an airbag 410 expanded from the airbag module. The steering 300 includes: a pair of holding parts 310 which are spaced apart from each other in a vehicle lateral direction; and a connection part 307 which connects lower parts of the pair of holding parts 310 to each other. The airbag module 415 is disposed between the pair of holding parts 310.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an occupant restraint structure.

  When the vehicle collides, the airbag is deployed to restrain the occupant. The airbag for the driver's seat is stored in an airbag module disposed at the center of the steering. When acceleration at the time of collision is detected, the airbag is deployed from the airbag module. Steering is present in front of the deployed airbag. The force acting on the airbag from the passenger is supported by the steering. Since the steering is annular, the airbag is evenly supported by the steering.

  The conventional steering device mechanically changes the tire turning angle according to the amount of steering rotation. In contrast, steer-by-wire technology has recently been developed. The steering device of the steer-by-wire technology electrically changes the tire turning angle in accordance with the amount of steering rotation. That is, the amount of steering rotation is converted into an electrical signal, and this electrical signal is transmitted to the control unit. A control part drives a motor etc. based on an electric signal, and changes the cutting angle of a tire.

JP 2008-49858 A JP 2006-298119 A Japanese Patent Laid-Open No. 11-342819

  Steer-by-wire technology does not require the steering to be rotated at a large angle (eg, 360 degrees or more). For this reason, the gripping portion of the steering need not be annular. When the steering grip is non-circularly divided, the steering exists only in a part of the front of the deployed airbag. Therefore, only a part of the deployed airbag is supported by the steering. In this case, it is desired to make the support of the deployed airbag more uniform. Along with this, it is desired to make the passenger's restraint by the airbag more uniform.

  Then, this invention aims at provision of the passenger | crew restraint structure which can make the support of the expand | deployed airbag more uniform.

In order to solve the above-described problems, the occupant restraint structure of the present invention employs the following aspects.
(1) An occupant restraint structure (for example, the occupant restraint structure 5 in the embodiment) of the present invention includes a steering device (for example, the steering 300 in the embodiment) and an airbag module (for example, the airbag module 415 in the embodiment). And an airbag (for example, the airbag 410 in the embodiment) that is deployed from the airbag module, and the steering device is a pair of grip portions (for example, in the embodiment) that are disposed apart in the left-right direction of the vehicle. Gripping part 310) and a connecting part (for example, connecting part 307 in the embodiment) for mutually connecting lower portions of the pair of gripping parts, and the airbag module is disposed between the pair of gripping parts Is done.
According to this configuration, the right and left portions of the deployed airbag are supported by the pair of grip portions of the steering device. The lower part of the deployed airbag is supported by the connecting part of the steering device. In addition, the airbag module is disposed between the pair of gripping portions. Therefore, the central part or upper part of the deployed airbag is supported by the airbag module. Thereby, the support of the deployed airbag can be made more uniform.

(2) In the occupant restraint structure described in (1), the pair of gripping portions and the connecting portion of the steering device and the airbag module may be arranged on the same plane.
According to this configuration, since the deployed airbag is supported on the same plane, the deployed airbag can be supported more evenly.

(3) In the occupant restraint structure described in (2), the airbag module may rotate in conjunction with rotation of the steering device.
According to this configuration, even when the steering device is rotated, a part of the airbag that is not supported by the steering device is supported by the airbag module. Therefore, even when the steering device is rotated, the deployed airbag can be supported more evenly.

(4) In the occupant restraint structure described in (3), the airbag module may rotate about a rotation axis of the steering device.
According to this configuration, the airbag can be similarly supported regardless of the rotational positions of the steering device and the airbag module. Therefore, the support of the deployed airbag can be made more uniform.

(5) In the occupant restraint structure described in (4), the rotation shaft of the steering device may be located between the connecting portion and the airbag module.
According to this configuration, the upper part of the deployed airbag is supported by the airbag module. Therefore, the support of the deployed airbag can be made more uniform.

(6) The occupant restraint structure according to any one of (2) to (4), wherein the airbag module is disposed on a rotation shaft of the steering device, and the airbag is configured to be the airbag. The airbag may be deployed at least in a vertical direction of the module, and the airbag may be deployed from an upper side of the airbag module toward a front instrument panel.
According to this configuration, since the airbag module is disposed on the rotation shaft of the steering device, the central portion of the deployed airbag is supported by the airbag module. In addition, since the airbag is deployed forward from the upper side of the airbag module, the upper portion of the deployed airbag is supported by the instrument panel. Therefore, the support of the deployed airbag can be made more uniform.

(7) The occupant restraint structure according to (6), wherein the airbag module rotates in conjunction with rotation of the steering device, and the rotation range of the steering device is determined by the airbag being the airbag module. It is desirable that the instrument panel (for example, the instrument panel 500 in the embodiment) exists in a range in front of a portion that extends forward from the upper side.
According to this configuration, the upper portion of the deployed airbag is supported by the instrument panel even when the steering device is rotated. Therefore, the support of the deployed airbag can be made more uniform.

  According to the present invention, even when the grip portion of the steering device is non-annular, the deployed airbag can be supported more evenly.

1 is a configuration diagram of a vehicle control system 1. FIG. It is a front view of crew member restraint structure 5 of a 1st embodiment. It is sectional drawing in the III-III line of FIG. It is a front view which shows the rotation range of a steering. It is a front view of crew member restraint structure 6 of a 2nd embodiment. It is sectional drawing in the VI-VI line of FIG.

Hereinafter, an embodiment of an occupant restraint structure of the present invention will be described with reference to the drawings.
The passenger restraint structure of the present invention is effective when the steering is non-annular. Non-annular steering is often employed in steer-by-wire technology. Steer-by-wire technology is often used in autonomous vehicles. Therefore, a vehicle control system for an autonomous driving vehicle will be described.

  FIG. 1 is a configuration diagram of the vehicle control system 1. A vehicle on which the vehicle control system 1 is mounted is, for example, a vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine or electric discharge power of a secondary battery or a fuel cell.

  The vehicle control system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a navigation device 50, and an MPU (Micro- Processing Unit) 60, vehicle sensor 70, automatic driving control unit 100, travel driving force output device 200, brake device 210, and steering device 220 are provided. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  The camera 10 is a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). One or a plurality of cameras 10 are attached to any part of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle control system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 10 periodically and repeatedly images the periphery of the host vehicle M. The camera 10 may be a stereo camera.

  The radar device 12 radiates radio waves such as millimeter waves around the host vehicle M, and detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. One or a plurality of radar devices 12 are attached to arbitrary locations of the host vehicle M. The radar apparatus 12 may detect the position and speed of an object by FM-CW (Frequency Modulated Continuous Wave) method.

  The finder 14 is LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures the scattered light with respect to the irradiation light and detects the distance to the target. One or a plurality of the finders 14 are attached to arbitrary locations of the host vehicle M.

  The object recognition device 16 performs sensor fusion processing on detection results of some or all of the camera 10, the radar device 12, and the finder 14 to recognize the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control unit 100.

  The communication device 20 uses, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like, and another vehicle (an example of a surrounding vehicle) that exists around the host vehicle M. Or communicate with various server devices via a wireless base station.

  The HMI 30 presents various information to the occupant of the host vehicle M and accepts an input operation by the occupant. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

  The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holding. The GNSS receiver 51 specifies the position of the host vehicle M based on the signal received from the GNSS satellite. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 70. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partly or wholly shared with the HMI 30 described above. The route determination unit 53 uses, for example, the navigation HMI 52 to determine the route from the position of the host vehicle M specified by the GNSS receiver 51 (or any input position) to the destination input by the occupant. The determination is made with reference to the first map information 54. The first map information 54 is information in which a road shape is expressed by, for example, a link indicating a road and nodes connected by the link. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the route determined by the route determination unit 53. In addition, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a passenger | crew holds, for example. Further, the navigation device 50 may acquire the route returned from the navigation server by transmitting the current position and the destination to the navigation server via the communication device 20.

  For example, the MPU 60 functions as the recommended lane determining unit 61 and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determining unit 61 performs determination such as what number of lanes from the left to travel. The recommended lane determining unit 61 determines a recommended lane so that the host vehicle M can travel on a reasonable route for proceeding to the branch destination when there is a branch point, a junction point, or the like on the route.

  The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary of the lane. The second map information 62 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including three-dimensional coordinates including), curvature of lane curve, merging and branching positions of lanes, signs provided on roads, and the like. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

  The vehicle sensor 70 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around the vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like. In addition, the vehicle sensor 70 includes a steering angle detection unit that detects the steering angle of the host vehicle M. The rudder angle detection unit detects the rudder angle of the host vehicle M by detecting, for example, a change in position or rotation of a rack and pinion mechanism included in the steering device 220. The vehicle sensor 70 outputs the detected information (speed, acceleration, angular velocity, direction, etc.) to the automatic driving control unit 100.

  The automatic operation control unit (automatic operation control unit) 100 includes, for example, a first control unit 120 and a second control unit 140. Each of the first control unit 120 and the second control unit 140 is realized by a processor (CPU) or the like executing a program (software). In addition, some or all of the functional units of the first control unit 120 and the second control unit 140 described below are LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), and FPGA (Field-Programmable Gate Array). ) Or the like, or may be realized by cooperation of software and hardware.

  The 1st control part 120 is provided with the external world recognition part 121, the own vehicle position recognition part 122, and the action plan production | generation part 123, for example.

  The external environment recognition unit 121 determines the position of the surrounding vehicle and the state such as speed and acceleration based on information input directly from the camera 10, the radar device 12, and the finder 14 or via the object recognition device 16. recognize. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the surrounding vehicle, or may be represented by an area expressed by the outline of the surrounding vehicle. The “state” of the surrounding vehicle may include acceleration and jerk of the surrounding vehicle, or “behavioral state” (for example, whether or not the lane is changed or is about to be changed). In addition to the surrounding vehicles, the external environment recognition unit 121 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

  The own vehicle position recognition unit 122 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling, and the relative position and posture of the own vehicle M with respect to the traveling lane. The own vehicle position recognition unit 122, for example, includes a road marking line pattern (for example, an arrangement of solid lines and broken lines) obtained from the second map information 62 and an area around the own vehicle M recognized from an image captured by the camera 10. The traveling lane is recognized by comparing the road marking line pattern. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into account.

  The action plan generation unit 123 determines events that are sequentially executed in the automatic driving so that the recommended lane determination unit 61 determines the recommended lane and travels along the recommended lane, and can cope with the surrounding situation of the host vehicle M. Events include, for example, a constant speed event that travels in the same lane at a constant speed, a follow-up event that follows the preceding vehicle, a lane change event, a merge event, a branch event, an emergency stop event, and automatic driving There is a handover event for switching to manual operation. Further, during execution of these events, actions for avoidance may be planned based on the surrounding situation of the host vehicle M (the presence of surrounding vehicles and pedestrians, lane narrowing due to road construction, etc.).

  The action plan generation unit 123 generates a target track on which the host vehicle M will travel in the future. The target trajectory includes, for example, a velocity element. For example, the target trajectory is generated as a set of target points (orbit points) that should be set at a plurality of future reference times for each predetermined sampling time (for example, about 0 comma [sec]) and reach these reference times. The For this reason, when the space | interval of a track point is wide, it has shown running in the area between the track points at high speed.

  The second control unit 140 includes a travel control unit 141. The travel control unit 141 controls the travel driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes the target track generated by the action plan generation unit 123 at a scheduled time. To do.

  With the above configuration, the automatic driving control unit 100 realizes automatic driving that automatically performs at least one of speed control and steering control of the host vehicle M. For example, the automatic driving control unit 100 realizes an automatic driving mode in which all speed control and steering control of the host vehicle M are automatically performed. This mode is an automatic driving mode in which all vehicle control such as complicated merge control is performed automatically, and the driver is not obligated to grip the steering wheel by hand (hereinafter referred to as “grip-free automatic driving mode”). "). The automatic operation control unit 100 outputs at least information indicating the operation mode of the host vehicle M at that time to the instrument panel 500.

  The traveling driving force output device 200 outputs a traveling driving force (torque) for traveling of the vehicle to driving wheels. The traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls these. The ECU controls the above-described configuration in accordance with information input from the travel control unit 141 or information input from the driving operator 80.

  The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with the information input from the travel control unit 141 or the information input from the driving operation element 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal included in the vehicle operation device OD to the cylinder via the master cylinder. The brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls the actuator according to information input from the travel control unit 141 and transmits the hydraulic pressure of the master cylinder to the cylinder. Good.

  The steering device 220 employs so-called steer-by-wire technology. The steering device 220 includes, for example, a steering, a rotation amount sensor, a steering ECU, a wire harness, an electric motor, and a gear box. The rotation amount sensor detects the rotation amount of the steering. The steering ECU outputs a steering signal according to the detected amount of steering rotation or information input from the travel control unit 141. The wire harness connects the steering ECU and the electric motor, and transmits a steering signal. The electric motor drives a gear box including a rack and pinion mechanism and the like according to the steering signal. The gear box changes the direction of the steered wheels of the vehicle.

(First embodiment)
The occupant restraint structure of the first embodiment will be described. In the present application, the front, rear, upper, lower, right (toward the front of the vehicle) and left (toward the front of the vehicle) are simply referred to as front, rear, upper, lower, right and left, respectively. There is. In the drawing, the front is FR, the rear is RR, the upper is UPR, the lower is LWR, the right is RH, and the left is LH.

  FIG. 2 is a front view of the occupant restraint structure 5 of the first embodiment. FIG. 3 is a cross-sectional view taken along line III-III in FIG. As shown in FIG. 3, the occupant restraint structure 5 includes a steering device 220, an airbag device 230, an instrument panel 500, and a collision control unit 900. The steering device 220 includes a steering 300.

As shown in FIG. 2, the steering 300 has a pair of gripping portions 310, a connecting portion 307, first spokes 305, and a shaft 302.
The grip part 310 is non-annular. The grip portion 310 is formed in a rod shape extending substantially in the vertical direction. The pair of gripping portions 310 are disposed apart in the left-right direction with the shaft 302 interposed therebetween. Each grip portion 310 is formed in an arc shape having a concave portion on the shaft 302 side when viewed from the rear. The pair of grip portions 310 are gripped by the left and right hands of the driver of the vehicle.
The connecting portion 307 connects the lower portions of the pair of gripping portions 310 to each other. The connecting portion 307 extends in the left-right direction. The pair of gripping portions 310 and the connecting portion 307 are arranged in a substantially U shape when viewed from the rear.

The shaft 302 is disposed between the pair of grip portions 310. As shown in FIG. 3, the shaft 302 extends substantially in the front-rear direction. The central axis of the shaft 302 coincides with the rotation axis of the steering 300. A front end portion of the shaft 302 is rotatably supported by a driver's seat panel 510 of the instrument panel. The steering 300 may have a front / rear position adjustment mechanism (telescopic mechanism, not shown). When the front-rear position of the steering 300 is adjusted, the shaft 302 enters and exits the driver seat panel 510. The rear end portion of the shaft 302 is located in front of the grip portion 310.
The first spoke 305 connects the shaft 302 and the connecting portion 307. The first spoke 305 extends downward from the rear end portion of the shaft 302, bends rearward, and is connected to the connecting portion 307. As shown in FIG. 2, the first spoke 305 is connected to the central portion of the connecting portion 307 in the left-right direction.

The airbag device 230 includes an airbag module 415.
The airbag module 415 is disposed between the pair of grip portions 310 in the left-right direction. The rear end surface of the airbag module 415 is disposed on the same plane as the rear end surfaces of the pair of grip portions 310 and the connecting portion 307. As shown in FIG. 3, the airbag module 415 is disposed on the rotating shaft of the steering 300. The airbag module 415 is disposed behind the shaft 302 and connected to the shaft 302. The airbag module 415 rotates in conjunction with the rotation of the steering 300. The airbag module 415 rotates around the rotation axis of the steering 300.

As shown in FIG. 3, the airbag module 415 includes an airbag 410 and an inflator (not shown). The inflator introduces gas into the air bag 410 and deploys the air bag 410.
The airbag 410 is formed in a bag shape. The airbag 410 is stored in the airbag module 415 in a folded state. The airbag 410 is deployed from the airbag module 415. The airbag 410 has a main chamber 412 and a sub chamber 414.

The main chamber 412 is deployed behind the airbag module 415. As shown in FIG. 2, the main chamber 412 expands vertically and horizontally with the airbag module 415 as the center. The main chamber 412 expands in a substantially circular shape when viewed from the rear.
As shown in FIG. 3, the sub-chamber 414 is connected to the upper front side of the main chamber 412. The interior of the sub chamber 414 communicates with the interior of the main chamber 412. The sub chamber 414 expands with the expansion of the main chamber 412. The sub chamber 414 is deployed forward from the upper side of the airbag module 415. As shown in FIG. 2, the sub-chamber 414 expands in a substantially circular shape when viewed from the rear.

  As shown in FIG. 3, the collision control unit 900 controls the operation of the airbag device 230. The collision control unit 900 determines a vehicle collision based on information detected by the vehicle sensor 70 (see FIG. 1). When the collision control unit 900 determines that the vehicle has collided, the collision controller 900 operates the inflator to deploy the airbag 410.

  As shown in FIG. 2, the instrument panel 500 is disposed in front of the vehicle interior. The instrument panel 500 has a driver seat panel 510. Driver's seat panel 510 has a display unit 514. The display unit 514 displays information related to driving. In an autonomous driving vehicle, information to be displayed to the driver is limited. Therefore, the degree of freedom of layout of driver seat panel 510 is great. As shown in FIG. 3, the shaft 302 of the steering 300 is rotatably supported at the lower portion of the driver seat panel 510. The front of the developed sub-chamber 414 comes into contact with the position of the display unit 514 in the upper part of the driver seat panel 510.

The effect | action of the passenger | crew restraint structure 5 of 1st Embodiment is demonstrated.
As shown in FIG. 3, the airbag 410 is deployed from the airbag module 415 when the vehicle collides. The main chamber 412 of the airbag 410 is deployed behind the airbag module 415. When the vehicle collides, the driver (occupant) 3 moves forward by inertial force. The driver 3 that has moved forward is restrained by the airbag 410. A steering 300 is present in front of the airbag 410. Part of the force acting on the airbag 410 from the driver 3 is supported by the steering 300. As shown in FIG. 2, the right portion A of the airbag 410 is supported by the right grip portion 310. The left portion B of the airbag 410 is supported by the left grip portion 310. A lower portion C of the airbag 410 is supported by the connecting portion 307.

The pair of gripping portions 310 and the connecting portion 307 of the steering 300 and the airbag module 415 are arranged on the same plane. Thereby, since the deployed airbag 410 is supported on the same plane, the deployed airbag 410 can be supported more evenly.
An airbag module 415 is disposed between the pair of gripping portions 310. The airbag module 415 is disposed on the rotation axis of the steering 300. Therefore, the central portion E of the deployed airbag 410 is supported by the airbag module 415. Thereby, the support of the deployed airbag 410 can be made more uniform.

  The airbag 410 has a sub-chamber 414 that deploys from the upper side of the airbag module 415 toward the front driver's seat panel 510. The sub chamber 414 extends forward from the upper side of the main chamber 412. The front end portion of the sub chamber 414 is in contact with the upper portion of the driver's seat panel 510. Therefore, the upper portion D of the airbag 410 is supported by the driver's seat panel 510 via the sub chamber 414. Thereby, substantially the entire region of the deployed airbag 410 is supported by the steering 300, the airbag module 415, and the driver's seat panel 510. Therefore, the deployed airbag 410 can be evenly supported.

  FIG. 4 is a front view showing a rotation range of the steering. When the vehicle goes straight, the steering 300 is in the straight drive position N. When the airbag 410 is deployed in this state, the sub-chamber 414 comes into contact with the central portion n in the left-right direction of the driver seat panel 510. When the vehicle is turning, the steering 300 is in a turning position R that is rotated from the straight traveling position N. When the airbag 410 is deployed in this state, the sub-chamber 414 comes into contact with a position r that is shifted left and right from the center of the driver's seat panel 510. The rotation range of the steering 300 according to the embodiment is limited to a range where the driver's seat panel 510 exists in front of the sub chamber 414. Therefore, even when the steering 300 is rotated, the sub-chamber 414 reliably contacts the driver's seat panel 510. Thereby, the upper part of the deployed airbag 410 is supported by the driver's seat panel 510. Therefore, the deployed airbag 410 can be evenly supported even when the steering 300 is rotated.

  The airbag module 415 of the first embodiment rotates in conjunction with the rotation of the steering 300. In contrast, the airbag module 415 may be configured not to rotate even when the steering 300 rotates. In this case, the rotation range of the steering 300 is limited to a range that does not interfere with the deployed sub-chamber 414.

(Second Embodiment)
An occupant restraint structure according to the second embodiment will be described.
FIG. 5 is a front view of the passenger restraint structure 6 according to the second embodiment. 6 is a cross-sectional view taken along line VI-VI in FIG. As shown in FIG. 5, the passenger restraint structure 6 of the second embodiment is different from the first embodiment in that the airbag module 455 is disposed above the shaft 302. Detailed description of the same configuration as that of the first embodiment is omitted.

  As shown in FIG. 6, the steering 350 has a second spoke 355 in addition to the first spoke 305. The second spoke 355 extends upward from the rear end portion of the shaft 302. The second spoke 355 may be formed integrally with the first spoke 305.

As shown in FIG. 5, the airbag module 455 is disposed between the pair of grip portions 310 in the left-right direction. As shown in FIG. 6, the airbag module 455 is connected to the shaft 302 via the second spoke 355. The rear end surface of the airbag module 455 is disposed on the same plane as the rear end surfaces of the pair of grip portions 310 and the connecting portion 307. The airbag module 455 rotates in conjunction with the rotation of the steering 350. The airbag module 455 rotates around the rotation axis of the steering 350.
The airbag module 455 is disposed above the shaft 302 including the rotation axis of the steering 350. That is, the rotation shaft of the steering 350 is located between the connecting portion 307 and the airbag module 455.

  The airbag module 455 has an airbag 450. The airbag 450 is formed in a bag shape. The airbag 450 is stored inside the airbag module 455 in a folded state. As described above, the airbag module 455 is disposed above the rotating shaft of the steering 350. For this reason, the airbag 450 is deployed more downward than above.

The effect | action of the passenger | crew restraint structure 6 of 2nd Embodiment is demonstrated.
As shown in FIG. 5, the airbag 450 is deployed from the airbag module 455 when the vehicle collides. The driver who has moved forward by the inertial force is restrained by the airbag 450. Part of the force acting on the airbag 450 from the driver is supported by the steering 350. The right portion A of the airbag 450 is supported by the right grip portion 310. The left part B of the airbag 450 is supported by the left grip part 310. A lower portion C of the airbag 450 is supported by the connecting portion 307.

In the occupant restraint structure 6 of the second embodiment, the airbag module 455 is disposed above the rotation shaft of the steering 350. Therefore, the upper part D of the deployed airbag 450 is supported by the airbag module 455. Thereby, the support of the deployed airbag 450 can be made more uniform.
The pair of gripping portions 310 and the connecting portion 307 of the steering 350 and the airbag module 455 are arranged on the same plane. Thereby, the support of the deployed airbag 450 can be made more uniform.

The airbag module 455 rotates in conjunction with the rotation of the steering 350. Accordingly, even when the steering 350 is rotated, a part of the airbag 450 that is not supported by the steering 350 is supported by the airbag module 455. Therefore, even when the steering 350 is rotated, the deployed airbag 450 can be supported more evenly.
The airbag module 455 rotates around the rotation axis of the steering 350. Thereby, the support of the deployed airbag 450 can be made more uniform regardless of the rotational positions of the steering 350 and the airbag module 455.

  It should be noted that the technical scope of the present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the configuration of the above-described embodiment is merely an example, and can be changed as appropriate.

  In each embodiment, the connecting portion 307 connects the lower ends of the pair of grip portions 310 to each other. On the other hand, the connecting part 307 may connect positions slightly above the lower ends of the pair of gripping parts 310 to each other.

  In each embodiment, the rear end surfaces of the pair of grip portions 310 and the connecting portion 307 of the steering units 300 and 350 and the rear end surfaces of the airbag modules 415 and 455 are arranged on the same plane. On the other hand, both may be arranged on different planes.

  In each embodiment, the airbag modules 415 and 455 rotate around the rotation axis of the steering 300. On the other hand, the airbag modules 415 and 455 may rotate around a rotation axis different from the rotation axis of the steering 300.

  5, 6 ... Occupant restraint structure, 300, 350 ... Steering (steering device), 307 ... Connection part, 310 ... Holding part, 410, 450 ... Air bag, 412 ... Main chamber, 414 ... Sub chamber, 415, 455 ... Air Bag module, 500 ... instrument panel, 510 ... driver's seat panel.

Claims (7)

A steering device, an airbag module, and an airbag deployed from the airbag module;
The steering device includes a pair of grip portions disposed apart from each other in the left-right direction of the vehicle, and a connection portion that interconnects lower portions of the pair of grip portions,
The airbag module is disposed between the pair of gripping portions.
Crew restraint structure. The pair of gripping portions and the connecting portion of the steering device and the airbag module are arranged on the same plane.
The occupant restraint structure according to claim 1. The airbag module rotates in conjunction with rotation of the steering device;
The occupant restraint structure according to claim 2. The airbag module rotates about a rotation axis of the steering device;
The occupant restraint structure according to claim 3. The rotating shaft of the steering device is located between the connecting portion and the airbag module.
The occupant restraint structure according to claim 4. The airbag module is disposed on a rotating shaft of the steering device,
The airbag is deployed at least in the vertical direction of the airbag module;
The airbag is deployed from the upper side of the airbag module toward the front instrument panel,
The occupant restraint structure according to any one of claims 2 to 4. The airbag module rotates in conjunction with the rotation of the steering device,
The rotation range of the steering device is a range in which the instrument panel is present in front of a portion where the airbag is deployed forward from the upper side of the airbag module.
The occupant restraint structure according to claim 6.

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