JP2019177786A - Occupant protection device of vehicle - Google Patents

Abstract

To provide an occupant protection device of a vehicle, capable of achieving occupant protection in various collision forms only by a structure of a seat on which an occupant is seated.SOLUTION: An occupant protection device of a vehicle includes: a first airbag capable of expanding from the lateral side of a seat back to a front side in a seat on which an occupant is seated; and a second airbag arranged below the first air bag, and expanding from the lateral side of the seat back to a front upper side or expanding upward from the lateral side of a seat cushion. The first airbag and the second airbag expand so as to make expansion tracks cross, and the first airbag or the second airbag is displaced to a width direction inside of the seat after the expansion tracks cross.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle occupant protection device.

  There is an airbag mounted on a seat as a technique for protecting an occupant in an area close to the occupant of the vehicle. For example, in order to protect the passenger's head, an airbag main body that is deployed and inflated between a body side portion of the vehicle and a portion from the chest of the passenger to the head, and the passenger's head from the airbag main body. A side airbag device including an airbag projecting portion that expands and inflates so as to project forward from the face has been proposed (see Patent Document 1).

JP 2006008105 A

With the development of automatic driving technology, when the seating position and seating state in the passenger compartment are liberalized, the steering and instrumentation that were used in the past when the seat was made different from the conventional arrangement An airbag provided on a panel or the like may make it difficult to protect an occupant. In view of this, the necessity of providing an occupant protection device such as an airbag on the seat increases.
In the conventional side airbag device as described above, it is difficult to cope with an omnidirectional collision.

  Therefore, the problem to be solved by the present invention is to provide an occupant protection device for a vehicle that can realize occupant protection in various collision modes only by the configuration of a seat on which the occupant is seated.

  As means for solving the above problems, a vehicle occupant protection device according to the present invention includes a first airbag that can be deployed forward from the side of a seat back in a seat on which the occupant is seated, and the first airbag. A second airbag that is disposed below the airbag and can be deployed from the side of the seat back to the front upper side or from the side of the seat cushion, and the first airbag and The second airbag is deployed so that the deployment tracks intersect, and the first airbag or the second airbag is displaced inward in the width direction of the seat after the deployment tracks intersect.

  In the vehicle occupant protection device according to the present invention, the first airbag is deployed via a seat surface or a peripheral member of the seat, and the second airbag is constructed of the seat surface. It is preferable that the first airbag is deployed from the peripheral member or the other peripheral member of the seat.

  In the vehicle occupant protection device according to the present invention, it is preferable that the first airbag and the second airbag are deployed via the seat surface.

  In the vehicle occupant protection device according to the present invention, one of the first airbag and the second airbag that is displaced inwardly in the width direction of the seat includes the other airbag and the width direction of the seat. It is preferable that a part of them overlap and be deployed on the inner side in the width direction of the seat from the other airbag.

  In the vehicle occupant protection device according to the present invention, the vehicle occupant protection device includes a control unit that controls driving of deployment of the first airbag and the second airbag. The control unit deploys the other airbag after deploying the one airbag. It is preferable to perform control to deploy the airbag.

  In the vehicle occupant protection device according to the present invention, the other airbag has guide means formed at a contact portion with the one airbag, and the one airbag is the one airbag. It is preferable that the unfolding direction of the bag is guided inward in the width direction of the sheet by the guiding means.

  In the vehicle occupant protection device according to the present invention, it is preferable that the guide means has a taper portion that is inclined inward in the width direction of the seat toward the bulging direction from the seat surface of the one airbag. .

  According to the present invention, after each deployment track of the first airbag and the second airbag intersects, that is, after the first airbag and the second airbag contact each other during deployment, the first airbag And the deployment direction of either of the second airbags is directed toward the inner side in the width direction of the seat. As a result, since the airbag deployed from the seat extends close to the occupant, the airbag is deployed around the occupant, and as a result, the occupant is in various collision modes only by the configuration of the seat. A vehicle occupant protection device capable of realizing protection can be provided.

FIGS. 1A to 1B are schematic views showing an occupant protection device according to an embodiment of the present invention, FIG. 1A is a front view showing the occupant protection device, and FIG. It is a top view which shows a passenger | crew protection device. FIG. 2 is a flowchart showing a control flow when the airbag shown in FIG. 1 is deployed. FIGS. 3A to 3B are schematic views schematically showing the positional relationship between the first airbag and the second airbag in an occupant protection device according to another embodiment of the present invention. c) is a plan view showing an occupant protection device in which a first airbag and a second airbag are deployed. FIG. 4 is a flowchart showing a control flow when the first airbag and the second airbag shown in FIG. 3 are deployed.

An embodiment of a vehicle occupant protection device according to the present invention will be described with reference to FIGS. 1 and 2.
1A and 1B are schematic views showing an occupant protection device 1 according to an embodiment of the present invention, and FIG. 1A is a front view showing the occupant protection device 1, FIG. FIG. 2B is a plan view showing the occupant protection device 1. FIG. 2 is a flowchart showing a control flow when the first airbag 2 shown in FIG. 1 is driven to deploy.

  As shown in FIG. 1, the occupant protection device 1 includes a first airbag 2 and a second airbag 3. The occupant protection device 1 also includes a detection means 4, a timekeeping means 5, and a control means 6 for driving the first airbag 2 and the second airbag 3.

The first airbag 2 is deployed via the seat surface of the seat 100 on which the occupant P is seated. The seat 100 includes a seat cushion 101 on which the occupant P can be seated and a seat back 102 on which the occupant P can lean back.
In particular, as shown in FIG. 1B, the first airbag 2 includes a base end portion 21 that extends forward from the side of the seat back 102 and is positioned on the side of the occupant P, and a base end portion 21. The first airbag 2 has a distal end portion 22 that extends from the proximal end portion 21 toward the inner side in the width direction of the seat 100 and is positioned in front of the occupant P. The first airbag 2 shown in the present embodiment is an example of one airbag whose deployment track is displaced inward in the width direction of the seat in the present invention.
The first airbag 2 is a cloth bag body, and is folded and accommodated in a first accommodating portion 71 arranged in the seat back 102 before deployment. The first airbag 2 has a substantially plate shape as a whole. When the first airbag 2 is deployed, gas generated from the first inflator 81 attached to the first accommodating portion 71 is press-fitted into the first airbag 2, so that the first airbag 2 is It bulges out of the first accommodating portion 71, and further, the seat surface of the seat back 102 is cleaved and deployed into the vehicle interior space.
The first airbag 2 in the present embodiment has a deployment site set on the seat surface of the seat 100, but in the present invention, any one of a plurality of peripheral members in the seat, specifically, an appropriate interior material It is good also as a 1st airbag developing from either.

The second airbag 3 is deployed below the first airbag 2 via the seat surface of the seat 100 on which the occupant P is seated.
The second airbag 3 extends upward from the side of the seat cushion 101 and is deployed so as to rise on the side of the lower leg of the occupant P. The 2nd airbag 3 shown by this embodiment is an example of the other airbag which displaces said one airbag to the width direction inner side of a sheet | seat in this invention.
The second airbag 3 is a cloth bag, and is folded and accommodated in a second accommodating portion 72 that is arranged in the seat cushion 101 before deployment. The second airbag 3 has a substantially triangular prism shape as a whole. When the second airbag 3 is deployed, the gas generated from the second inflator 82 attached to the second accommodating portion 72 is press-fitted into the second airbag 3 so that the second airbag 3 is It bulges out of the second accommodating portion 72, and further, the seat surface of the seat cushion 101 is cleaved and deployed into the vehicle interior space.
In the present embodiment, the deployment portion of the second airbag 3 is set on the seat surface of the seat 100. However, in the present invention, any one of the peripheral members of the seat, specifically, any suitable interior material. The second airbag may be deployed.

In particular, as shown in FIG. 1B, the second airbag 3 has a tapered portion 31 at the rear.
The taper portion 31 is directed inward in the width direction of the seat 100 toward the front in the bulging direction from the seat back 102 in the present embodiment toward the bulging direction from the seat surface in the first airbag 2. It is an inclined surface portion that is inclined. The tapered portion 31 is formed at a contact portion of the second airbag 3 with the first airbag 2 when the first airbag 2 and the second airbag 3 are deployed.
As shown in FIG. 1B, in the first airbag 2, the deployment direction of the first airbag 2 is guided to the inside in the width direction of the seat 100 by the tapered portion 31.

In the first airbag 2 and the second airbag 3 shown in FIG. 1, the deployment trajectories intersect at the time of deployment. The first airbag 2 is displaced inward in the width direction of the seat 100 after the deployment trajectories intersect.
Here, as a form in which the deployment trajectories of the first airbag 2 and the second airbag 3 intersect, for example, any form that abuts each other when the first airbag 2 and the second airbag 3 are deployed may be used. . That is, there is an area in the width direction of the seat 100 where the first airbag 2 bulges forward from the seat back 102 and an area in the width direction of the seat 100 where the second airbag 3 bulges upward from the seat cushion 101. , At least partly overlaps.

The detection means 4 detects the collision of the vehicle or the possibility of collision. Specifically, the detection means 4 detects whether there is a collision between the other vehicle or the obstacle and the host vehicle or the possibility of the collision based on the monitoring result of the surrounding environment outside the vehicle by an appropriate camera, sensor, or the like. The detection unit 4 can output the detection result to the control unit 6.
The collision can be detected by detecting an impact acting on the host vehicle using an acceleration sensor or the like mounted on the vehicle, for example.
In addition, for example, the possibility of collision can be detected by combining a monitoring result of an other vehicle or an obstacle by a camera for monitoring outside the vehicle mounted on the vehicle, a monitoring sensor, etc., and parameters such as the traveling speed and direction of the own vehicle. The possibility that another vehicle or an obstacle may come into contact with the host vehicle is derived. Furthermore, the possibility of collision can be determined based on whether or not the derived result exceeds an appropriate threshold value.
As the detection means 4, for example, a vehicle-mounted camera, a monitoring sensor, an acceleration sensor, and the like can be used in combination with an arithmetic processing unit for analyzing the monitoring result.

The time measuring means 5 measures the elapsed time after the start of driving the first inflator 81 or the second inflator 82. Specifically, the time measuring means 5 has an electric signal indicating that the control means 6 has output a drive signal to the second inflator 82 for deployment of the second airbag 3 which is the other airbag. Is input, the measurement of elapsed time is started, and an electric signal related to the time measurement result is output to the control means 6.
As the time measuring means 5, for example, a timer member that measures time and an ECU that is an in-vehicle arithmetic processing unit can be used in combination.

The control means 6 controls the driving of the first inflator 81 and the second inflator 82. Specifically, the control means 6 drives the second inflator 82 based on the detection result output from the detection means 4 and drives the first inflator 81 based on the time measurement result output from the time measurement means 5. To control. When the first inflator 81 and the second inflator 82 are driven, gas is generated due to ignition of the explosive. The control means 6 can output drive signals to the first inflator 81 and the second inflator 82.
As the control means 6, for example, an ECU that is an in-vehicle arithmetic processing device can be used.

  Here, the drive flow of the occupant protection device 1 will be described with reference to FIG.

First, the detection means 4 determines whether or not there is a collision of the host vehicle or the possibility of a collision (step S1). In this step, when the detection unit 4 determines that a collision has actually occurred based on the detection result of the detection unit 4, the process proceeds to the next step (YES in step S1). Further, in this step, the detection means 4 derives a risk that increases when another vehicle or an obstacle approaches the host vehicle based on the detection result of the detection means 4, and the risk exceeds an appropriate threshold value. If so, the detection means 4 determines that there is a possibility of collision, and in this case as well, the process proceeds to the next step (YES in step S1).
When the detection means 4 determines that no collision occurs from the detection result of the detection means 4, it is not necessary to prepare for the collision and it is not necessary to drive the first inflator 81 and the second inflator 82. The flow is completed (NO in step S1). Also, if there is no possibility of a collision because the other vehicle or obstacle is not approaching the own vehicle, or the other vehicle or obstacle is approaching the own vehicle, but the above risk has an appropriate threshold value. Even when the possibility of a collision is low because it does not exceed, this control flow is similarly completed (NO in step S1).
The discrimination result of the detection means 4 is output to the control means 6.

When the detection unit 4 determines that a collision has occurred or is likely to occur (YES in step S1), the control unit 6 performs drive control of the second inflator 82 (step S2). In this step, a drive signal is input from the control means 6 to the second inflator 82 attached to the second airbag 3 (the other airbag), so that the second inflator 82 ignites explosives, for example. And generate gas. The gas generated from the second inflator 82 is press-fitted into the second airbag 3 to sever the seat surface of the seat cushion 101 and bulge upward out of the seat 100.
The control means 6 outputs an electrical signal to the time measuring means 5 indicating that a drive signal has been output to the second inflator 82 in this step. The time measuring means 5 to which a signal is input from the control means 6 starts measuring the elapsed time from the start of driving the second inflator 82.

  Since the second airbag 3 that has started deployment does not interfere with the deployment trajectory, the deployment is completed in a state where the second airbag 3 is linearly deployed upward and further rises from the seat cushion 101. If the 2nd airbag 3 reaches more than appropriate deployment amount, the 1st airbag 2 will be deployed next.

As a control flow of the occupant protection device 1 for deploying the first airbag 2, first, as shown in FIG. 2, whether or not a predetermined elapsed time has elapsed from the deployment of the second airbag 3 by the time measuring means 5 Is discriminated (step S3). In this step, the time measuring means 5 determines whether or not the elapsed time from the start of driving of the second inflator 82, that is, the elapsed time from the start of deployment of the second airbag 3, exceeds a predetermined time threshold value. Do. If the elapsed time after the second airbag 3 starts to deploy exceeds a predetermined time threshold value, the process proceeds to the next process (YES in step S3).
The predetermined time threshold value used in this step may be set to a time when the second airbag 3 is being deployed, or may be set to a time when the deployment is completed.
If the elapsed time does not exceed the predetermined time threshold value, this process is repeated (NO in step S3).
The discrimination result of the time measuring means 5 is output to the control means 6.

  If the time measuring means 5 determines that the elapsed time exceeds a predetermined time threshold value (YES in step S3), the control means 6 controls the drive of the first inflator 81 (step S4). In this step, a drive signal is input from the control means 6 to the first inflator 81 attached to the first airbag 2 (one airbag), so that the first inflator 81 ignites gunpowder, for example. And generate gas. The gas generated from the first inflator 81 is press-fitted into the first airbag 2 to sever the seat surface of the seat back 102 and swell forward out of the seat 100.

  When the first airbag 2 starts to be deployed, since the tapered portion 31 of the second airbag 3 is disposed on the deployment track going forward from the seat back 102, the first airbag 2 and the second airbag 2 The airbag 3 contacts. Of the first airbag 2 and the second airbag 3 that are in contact with each other, the deployment track of the first airbag 2 is directed inward in the width direction of the seat 100 by the tapered portion 31. When the first airbag 2 is inflated while the first airbag 2 is in contact with the tapered portion 31, the state shown in FIG. 1 is obtained and the deployment of the first airbag 2 is completed.

  As a result, as shown in FIG. 1, the second airbag 3 guides the first airbag 2 toward the inner side in the width direction of the seat 100, so that the leading end 22 is displaced inward in the width direction of the seat 100. It will be. That is, in the first airbag 2, the base end portion 21 from the seat back 102 to contact with the second airbag 3 is curved on the side of the occupant P, and from the contact portion with the second airbag 3 to the tip. Is in a state where the front end portion 22 of the vehicle is unfolded in front of the occupant P.

  In the occupant protection device 1 according to the present embodiment, the second airbag 3 having the tapered portion 31 is first deployed as described above, and the first airbag 2 that is later deployed against the tapered portion 31 is applied. By making contact, the deployment track of the first airbag 2 is directed inward in the width direction. That is, a virtual portion in which the first airbag 2 is regulated so as to face inward in the width direction of the seat 100 by previously arranging the tapered portion 31 as a guide means on the deployment track of the first airbag 2. A deployment trajectory can be formed. The deployment track of the first airbag 2 after being guided by the tapered portion 31 can be adjusted in various ways depending on the shape of the tapered portion 31, the position of the tapered portion 31 in the front-rear direction of the seat 100, etc. Deployment control of the first airbag 2 in the front is easy.

  As shown in FIG. 1, the first airbag 2 bulges forward of the seat 100 from the position in the width direction of the seat 100 with respect to the upper body of the occupant P in the seat back 102, and the taper of the second airbag 3. Due to the portion 31, the deployment direction of the front end of the first airbag 2 is directed inward in the width direction of the seat 100 from the bulging position of the first airbag 2 in the seat 100, and deployed in front of the occupant P.

  Therefore, since the first airbag 2 deployed from the seat back 102 surrounds the side and front of the upper body of the occupant P, as a result, the front collision, the side collision, the rear collision, and the It is possible to realize occupant protection in various collision modes such as an oblique collision.

  In the above-described embodiment, the first airbag 2 is deployed while being displaced inward in the width direction of the seat 100, and is the one airbag according to the present invention, and the second airbag 3 guides one airbag. It was the other airbag in the invention. In the present invention, the second airbag may be one airbag and the first airbag may be the other airbag. In this case, it is preferable to provide guide means such as the tapered portion 31 at the contact portion of the first airbag with the second airbag.

When the second airbag 3 is one airbag, the second airbag 3 deployed upward from the seat cushion is guided by the guide means of the first airbag 2 serving as the other airbag. It will be displaced inward. As a result, the seat cushion 101 bulges above the seat 100 from the position in the width direction of the seat 100 with respect to the lower limb of the occupant P, is directed toward the inner side in the width direction of the seat 100, and is deployed above the lower limb of the passenger Become.
In this configuration, the second airbag 3 deployed from the seat cushion 101 surrounds the side and upper side of the lower limbs of the occupant P. As a result, the front collision, the side collision, and the rear collision only with the configuration of the seat 100. And it becomes possible to ensure the protection performance with respect to the leg of the passenger | crew P in various collision forms, such as a diagonal collision.

  In the above-described embodiment, the second airbag 3 is deployed upward from the seat cushion 101. However, in the present invention, the second airbag is located on the side of the seat back from the lower side of the first airbag to the front side. It may be configured to expand upward, that is, obliquely upward toward the front. As a result, similarly to the above-described embodiment, the first airbag or the second airbag is displaced inward in the width direction of the seat, so that the protection performance in the vicinity of the occupant can be ensured.

In the embodiment shown in FIGS. 1 and 2, the other airbag (second airbag 3) is deployed first, so that one airbag (first airbag 2) deployed later is the width direction of the seat. I was guiding inside. On the other hand, in the present invention, it is possible to adopt a form in which the other airbag is not provided with guide means. An embodiment in which the deployment track of one airbag is directed inward in the width direction of the seat without depending on the guiding means will be described with reference to FIGS. 3 and 4.
FIGS. 3A to 3B are schematic views schematically showing the positional relationship between the first airbag 2 and the second airbag 301 in the occupant protection device 11 according to another embodiment of the present invention. FIG. 3C is a plan view showing the occupant protection device 11 in which the first airbag 2 and the second airbag 301 are deployed. FIG. 4 is a flowchart showing a control flow when the first airbag 2 and the second airbag 301 shown in FIG. 3 are deployed.

  The first airbag 2 in the occupant protection device 11 shown in FIG. 3 uses the same member as the first airbag 2 in the occupant protection device 1 shown in FIG. Note that the second airbag 301 in the occupant protection device 11 does not include guide means such as the tapered portion 31 provided in the second airbag 3 in the occupant protection device 1. FIG. 3 shows a virtual deployment of the first airbag 2 and the second airbag 301 when they are not in contact with each other in order to show the positional relationship between the first airbag 2 and the second airbag 301. Indicates the state.

  Similarly to the occupant protection device 1, the occupant protection device 11 is also provided as an airbag that is displaced inward in the width direction of the seat 100 when the first airbag 2 is deployed, that is, one airbag in the present invention. Further, the second airbag 301 in the occupant protection device 11 is the other airbag in the present invention.

As shown in FIGS. 3A to 3B, the deployment region of the first airbag 2 (one airbag) when one of the airbags is deployed independently is the second airbag 301 (the other airbag). The airbag 100 has a portion that overlaps in the width direction of the seat 100. Note that the airbag deployment region can be represented by, for example, a region or space occupied by an inflated airbag.
Further, the first airbag 2 is deployed on the inner side in the width direction of the seat 100 from the second airbag 301. The positional relationship between the airbags is, for example, the center lines of the thicknesses of the first airbag 2 and the second airbag 301 in the width direction of the seat 100 (illustrated by the one-dot chain line in FIGS. 3A to 3B). It can be expressed by the positional relationship. That is, in the embodiment shown in FIG. 3, the center line A of the thickness along the width direction of the seat 100 in the first airbag 2 is the center line B of the thickness along the width direction of the seat 100 in the second airbag 301. Therefore, it is located on the inner side in the width direction of the sheet 100.

  Here, the drive flow of the occupant protection device 11 will be described with reference to FIG.

  First, the step of determining whether or not there is a collision of the host vehicle or the possibility of a collision (step S1) by the detection means 4 is executed in the same manner as the control flow shown in FIG.

If the detection unit 4 determines that a collision has occurred or is likely to occur (YES in step S1), the control unit 6 performs deployment drive control of the airbag positioned on the inner side in the width direction of the seat 100 (step S1). S5). In this step, a drive signal is input from the control means 6 to the first inflator 81 attached to the first airbag 2 (one airbag), so that the first inflator 81 ignites gunpowder, for example. And generate gas. The gas generated from the first inflator 81 is press-fitted into the first airbag 2 to sever the seat surface of the seat back 102 and swell forward out of the seat 100.
The control means 6 outputs an electrical signal to the time measuring means 5 indicating that a drive signal has been output to the first inflator 81 in this step. The time measuring means 5 to which a signal is input from the control means 6 starts measuring the elapsed time from the start of driving the first inflator 81.

  Since the first airbag 2 that has started deployment does not interfere with the deployment trajectory, the deployment is completed in a state where the first airbag 2 is deployed linearly forward and further protrudes forward from the seat back 102. . If the first airbag 2 reaches an appropriate deployment amount or more, the second airbag 3 is then deployed.

As a control flow of the occupant protection device 11 for deploying the second airbag 3, as shown in FIG. 4, first, whether or not a predetermined elapsed time has elapsed from the deployment of the first airbag 2 by the time measuring means 5. Is discriminated (step S31). In this step, the time measuring means 5 determines whether or not the elapsed time from the start of driving of the first inflator 81, that is, the elapsed time from the start of deployment of the first airbag 2, exceeds a predetermined time threshold value. Do. If the elapsed time after the first airbag 2 starts to deploy exceeds a predetermined time threshold value, the process proceeds to the next process (YES in step S31).
The predetermined time threshold value used in this step may be set to a time when the first airbag 2 is being deployed, or may be set to a time when the deployment is completed.
If the elapsed time does not exceed the predetermined time threshold value, this process is repeated (NO in step S31).
The discrimination result of the time measuring means 5 is output to the control means 6.

  When the time measuring means 5 determines that the elapsed time exceeds a predetermined time threshold value (YES in step S31), the control means 6 drives to deploy the airbag positioned on the outer side in the width direction of the seat 100. Control is performed (step S6). In this step, a drive signal is input from the control means 6 to the second inflator 82 attached to the second airbag 3 (the other airbag), so that the second inflator 82 ignites explosives, for example. And generate gas. The gas generated from the second inflator 82 is press-fitted into the second airbag 3 to sever the seat surface of the seat cushion 101 and bulge upward out of the seat 100.

  When the second airbag 3 starts to be deployed, the first airbag 2 and the second airbag 3 are arranged on the deployment track extending upward from the seat cushion 101. Abut. Of the first airbag 2 and the second airbag 3 that are in contact with each other, the first airbag 2 that is relatively disposed on the inner side in the width direction of the seat 100 is pushed away by the second airbag 301. 100 inward in the width direction. When the first airbag 2 and the second airbag 301 are inflated while the first airbag 2 is being pressed by the second airbag 301, the state shown in FIG. Deployment of the second airbag 301 is completed.

  As a result, as shown in FIG. 3 (c), the second airbag 301 presses the first airbag 2 toward the inner side in the width direction of the seat 100, so that the leading end 22 is inward in the width direction of the seat 100. Will be displaced. That is, in the first airbag 2, the base end portion 21 from the seat back 102 to contact with the second airbag 301 is curved on the side of the occupant P, and from the contact portion with the second airbag 301 to the tip. Is in a state where the front end portion 22 of the vehicle is unfolded in front of the occupant P.

  As shown in FIG. 3C, the first airbag 2 bulges forward of the seat 100 from the outer side in the width direction of the seat 100 with respect to the upper body of the occupant P in the seat back 102, and the second airbag. By 301, the deployment direction of the front-end | tip of the 1st airbag 2 is orient | assigned to the width direction inside of the sheet | seat 100 from the expansion | swelling position of the 1st airbag 2 in the sheet | seat 100, and it expand | deploys in front of the passenger | crew P.

  Therefore, since the first airbag 2 deployed from the seat back 102 surrounds the side and front of the upper body of the occupant P, as a result, the front collision, the side collision, the rear collision, and the It is possible to realize occupant protection in various collision modes such as an oblique collision.

  As shown in FIG. 3C, the first airbag 2 keeps the deployment direction in front of the seat 100 until the end of deployment or when the deployment is completed, and the deployment direction is directed toward the occupant P until the end of deployment. Does not have. This is because the first airbag 2 is pressed inward in the width direction of the seat 100 by the second airbag 301 when at least the first airbag 2 is sufficiently deployed forward in front of the occupant P. This is because the time threshold value of the time measuring means 5 is set. Thereby, at the end of deployment of the first airbag 2 or at the completion of deployment, that is, at the stage where the movement of the first airbag 2 in various directions accompanying deployment, the so-called deployment rampage is converging or at the stage of convergence. Since the first airbag 2 is bent or bent by the contact of the two airbags 301 and approaches the occupant P, the aggressiveness of the first airbag 2 to the occupant P can be reduced, which is preferable. In addition, it is possible to stabilize the deployment of the first airbag 2 that is one of the airbags in the present invention. By stabilizing the deployment of the first airbag 2, it becomes easier to assume the behavior of one airbag that directly protects the occupant P. Therefore, at the time when the protection performance of the desired occupant P is assumed. This is preferable because it can be realized in the assumed form.

  As mentioned above, although embodiment which applied the invention made | formed by this inventor was described, this invention is not limited by the description and drawing which make a part of indication of this invention by this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

1 and 11: occupant protection device, 2: first airbag, 21: base end, 22: distal end, 3 and 301: second airbag, 31: taper, 4: detection means, 5: timing means, 6: Control means, 71: 1st accommodating part, 72: 2nd accommodating part, 81: 1st inflator, 82: 2nd inflator, 100: Seat, 101: Seat cushion, 102: Seat back, P: Crew

Claims (7)

A first airbag that can be deployed forward from the side of a seat back in a seat on which an occupant is seated;
A second airbag that is disposed below the first airbag and that can be deployed from the side of the seat back upward to the front side or from the side of the seat cushion;
The first airbag and the second airbag are deployed so that deployment trajectories intersect,
The first airbag or the second airbag is displaced inward in the width direction of the seat after the deployment trajectory intersects.
Vehicle occupant protection device. The first airbag is deployed through the seat surface, or deployed from one of the seat peripheral members,
The second airbag is deployed through the seat surface, or deployed from either the peripheral member that the first airbag deploys or another peripheral member of the seat.
The vehicle occupant protection device according to claim 1. The first airbag and the second airbag are deployed through the seat surface;
The vehicle occupant protection device according to claim 2. One of the first airbag and the second airbag that is displaced inward in the width direction of the seat is:
A part of the other airbag overlaps the width direction of the seat,
Deploy on the inner side in the width direction of the seat from the other airbag,
The vehicle occupant protection device according to any one of claims 1 to 3. Control means for controlling deployment driving of the first airbag and the second airbag;
The control means performs control to deploy the other airbag after deploying the one airbag.
The vehicle occupant protection device according to claim 4. The other airbag has guide means formed at a contact portion with the one airbag,
In the one airbag, the deployment direction of the one airbag is guided inward in the width direction of the seat by the guide means.
The vehicle occupant protection device according to claim 4. The guide means has a tapered portion that is inclined inward in the width direction of the seat toward the bulging direction from the seat surface in the one airbag.
The vehicle occupant protection device according to claim 6.