JP2020117113A - Occupant restraint device - Google Patents

Abstract

To generate reaction force to improve protection performance when an occupant collides with an airbag crossing between seats facing each other.SOLUTION: An occupant restraint device includes an airbag, which deploys crossing between seats on which occupants are seated facing each other, and includes a net which deploys to the side opposite to the side that the occupants collide with the airbag when a collision of a vehicle is detected.SELECTED DRAWING: Figure 3

Description

The present invention relates to an occupant restraint system including a net that is deployed when a vehicle crashes.

Patent Document 1 describes an airbag that deploys so as to cross between the seats in a vehicle including seats facing each other. Patent Document 2 describes a net that is deployed from a center pillar in order to protect an occupant seated in a rear seat. Patent Document 3 describes an airbag that is deployed from the ceiling at a required location by determining the orientation of the seat. Patent Document 4 describes an airbag that is selectively deployed based on the posture of an occupant. Patent Document 5 describes a plurality of airbags deployed from the ceiling.

JP, 2017-149331, A JP, 2008-095014, A International Publication No. 2018/167919 JP, 2018-114787, A JP, 2006-175965, A

At the time of a vehicle collision, it is assumed that an occupant will collide with an airbag crossing between facing seats. Therefore, it is required to improve the protective performance by generating a reaction force when the occupant collides with the airbag.

An occupant restraint system according to an aspect of the present invention is an occupant restraint system including an airbag that is deployed across seats on which an occupant is seated so as to face each other. On the other hand, a net is provided on the side opposite to the side where the occupant collides.

Schematic which shows the vehicle which concerns on 1st Embodiment. Schematic which shows the seat which has faced the vehicle front. Schematic which shows the seat which is facing at the time of a frontal collision. Schematic which shows the seat which is facing at the time of a rear impact. Schematic which shows the sheet|seat diagonally facing at the time of a frontal collision. Schematic which shows the sheet|seat diagonally facing at the time of a rear impact. The schematic diagram showing the vehicle concerning supplementary explanation.

Hereinafter, exemplary embodiments for carrying out the present invention will be described in detail with reference to the drawings. However, the dimensions, materials, shapes, and relative positions of the components described in the following embodiments can be set arbitrarily, and can be changed according to the configuration of the device to which the present invention is applied or various conditions. Further, unless otherwise specified, the scope of the present invention is not limited to the embodiments specifically described below.

In addition, in this specification, the upper and lower sides respectively correspond to the upward direction and the downward direction in the gravity direction. The vehicle width direction corresponds to the left-right direction orthogonal to the gravity direction and the vehicle front-rear direction. In each drawing, the arrow FR indicates the front of the vehicle and the arrow RR indicates the rear of the vehicle.

[First Embodiment]
As shown in FIG. 1, a front seat 11, which is a seat on which an occupant P is seated, is rotatably installed on the floor of the vehicle 100 at the front part of the passenger compartment of the vehicle 100. Further, a rear seat 12, which is a seat on which an occupant P sits, is rotatably installed on the floor at the rear of the passenger compartment. Each of the front seat 11 and the rear seat 12 includes a seat cushion, a seat back, and a headrest. In FIG. 1, the front seat 11 is rotated so as to face the rear of the vehicle, and the occupant P is seated on the front seat 11 and the rear seat 12 so as to face each other.

The vehicle 100 includes, as an occupant restraint device 10, a net 21, a front airbag 31 installed in a front portion of a vehicle compartment, a rear airbag 32 installed in a rear portion of the vehicle compartment, and a plurality of vertically elongated upper airbags 41. Equipped with. Note that FIG. 1 shows a state in which the net 21, the front airbag 31, the rear airbag 32, and the plurality of upper airbags 41 are all deployed. However, in actuality, which is to be deployed is determined by the direction of the collision and the orientations of the front seat 11 and the rear seat 12. The occupant restraint device 10 may further include a seat belt and an airbag, which are not shown.

When the collision of the vehicle 100 is detected, the front airbag 31 and the rear airbag 32 are deployed to face each other across the seats on which the occupant P is seated. Further, the net 21 extends between the sheets from the pair of B pillars 13 (center pillars) and the roof when a collision is detected. The net 21 is installed between the front airbag 31 and the rear airbag 32. Then, when the collision is detected, the net 21 deploys to the side opposite to the side on which the occupant P collides with the front airbag 31 or the rear airbag 32. Further, the upper airbag 41 deploys downward from the roof when the collision is detected.

Further, the occupant restraint device 10 includes an ECU 51 that functions as a control device, and a detection unit 52 that detects a collision of the vehicle 100 and the orientations of the front seat 11 and the rear seat 12. The front airbag 31, the rear airbag 32, and the upper airbag 41 are respectively housed in a module. The ECU 51 is electrically connected to an inflator (not shown) housed in each module. The ECU 51 is also connected to the detection unit 52 and the winding device 22 housed in the B pillar 13.

In order to detect a collision, the detection unit 52 includes, for example, an acceleration sensor, a pressure sensor, a vehicle exterior camera, a millimeter wave radar and a laser radar. Then, the ECU 51 determines that the collision between the vehicle 100 and the obstacle is detected based on the signal from the detection unit 52. Here, the ECU 51 determines that the collision is detected even when the collision is predicted. For example, the ECU 51 acquires an image of an obstacle such as an oncoming vehicle approaching the front of the vehicle 100 from the detection unit 52. Then, the ECU 51 determines whether or not the collision with the obstacle is unavoidable based on the distance to the obstacle, the speed of the vehicle 100, and the like. When it is determined that the collision with the obstacle is unavoidable, the ECU 51 determines that the collision from the front with respect to the vehicle 100 (hereinafter referred to as front collision) is detected. Similarly, when the ECU 51 determines that a collision with an obstacle behind the vehicle 100 is unavoidable, the ECU 51 determines that a rearward collision with the vehicle 100 (hereinafter referred to as a rear collision) is detected. Thereby, the ECU 51 can detect the collision of the vehicle and the direction of the collision (for example, front or rear).

Further, the ECU 51 can determine the magnitude of the collision (pressure applied to the vehicle 100) based on the signal from the detection unit 52. When it is determined that the collision is small, the occupant P can be protected without deploying the airbag, so the ECU 51 does not deploy the airbag and the net 21. For example, the ECU 51 determines that the collision is small when the pressure value acquired from the detection unit 52 is equal to or lower than a predetermined value or when the deceleration acquired from the detection unit 52 is equal to or lower than the predetermined value.

In order to detect the seat orientation, the detection unit 52 includes, for example, an in-vehicle camera, a weight sensor, a seat position detection sensor, a seat orientation detection sensor, and the like. Then, the ECU 51 determines the presence/absence of the occupant P, the posture of the occupant P or the seat, the weight of the occupant P, and the like based on the signal from the detection unit 52. For example, the ECU 51 acquires information on the sheet orientation detected by the detection unit 52 and determines whether or not the front sheet 11 and the rear sheet 12 face each other. Alternatively, the ECU 51 may analyze the image of the occupant P acquired from the detection unit 52 and determine whether or not the front seat 11 and the rear seat 12 face each other. Furthermore, the ECU 51 can determine the presence or absence of the occupant P in the front seat 11 and the rear seat 12 based on the information acquired from the detection unit 52.

[Airbag]
Next, the front airbag 31 and the rear airbag 32 that are deployed like a curtain will be described. It should be noted that, although a plurality of upper airbags 41 will be supplementarily described later, in FIG. 1, fifteen upper airbags 41 are installed in each of the front portion and the rear portion of the vehicle compartment. Then, the ECU 51 can individually deploy each upper airbag 41.

The front airbag 31 and the rear airbag 32 are, for example, stored between a roof panel of the vehicle 100 and a roof trim that covers the roof panel from the passenger compartment side. Then, the front airbag 31 and the rear airbag 32 are deployed toward the floor when the ECU 51 determines that a collision is detected. Specifically, when the ECU 51 determines that a collision has been detected, it outputs an operation signal to the inflator of the front airbag 31 or the rear airbag 32. Then, the front airbag 31 or the rear airbag 32 is inflated by the gas supplied by operating the inflator to which the operation signal is input.

Alternatively, the front airbag 31 and the rear airbag 32 may be stored in the B pillar 13 or the side door. For example, one of the front airbag 31 and the rear airbag 32 is stored in one of the left side door and the right side door, and the other of the front airbag 31 and the rear airbag 32 is stored in the other of the left side door and the right side door. it can. In this case, the front airbag 31 and the rear airbag 32 are deployed toward the vehicle interior when the ECU 51 determines that a collision is detected.

Further, the front airbag 31 and the rear airbag 32 can cope with the difference in the resistance of the occupant P. For example, older people are less resistant to shocks than younger people. Therefore, when the occupant P is an elderly person, the ECU 51 lowers the internal pressure of the front airbag 31 and the rear airbag 32 to softly restrain them. As an example, the ECU 51 reduces the internal pressure of the front airbag 31 and the rear airbag 32 when the occupant P collides by delaying the operation timing of the inflator. That is, the ECU 51 delays the operation timing of the inflator so that the occupant P collides before the inner pressures of the front airbag 31 and the rear airbag 32 reach the maximum values.

As a result, the front airbag 31 and the rear airbag 32 can cope with the occupants P having different resistances and suppress the deterioration of the protection performance due to the difference in the resistances. Alternatively, the inflator may be configured to have two gas generators, and the ECU 51 may not activate one of the gas generators to reduce the internal pressure of the front airbag 31 and the rear airbag 32.

[Net]
The net 21 is, for example, housed between a roof panel of the vehicle 100 and a roof trim that covers the roof panel from the passenger compartment side. The upper ends on both sides of the net 21 in the vehicle width direction are fixed to the roof side rails. Wires are connected to the lower ends of both sides of the net 21 in the vehicle width direction. A garnish, which is an interior member, is attached to the passenger compartment side of the B pillar 13. The space between the roof panel and the roof trim communicates with the space outside the garnish in the vehicle width direction (the internal space of the B pillar 13). The wire connected to the net 21 passes through the inside of the B pillar 13 and extends along the B pillar 13 to the lower side of the vehicle. The end of the wire is connected to the winding device 22. The winding device 22 is housed in a rocker provided in the lower part of the B pillar 13.

When detecting a collision, the ECU 51 outputs an operation signal to the winding device 22. Then, the winding device 22 to which the operation signal is input winds the wire along the B pillar 13 to the lower side of the vehicle. Further, the garnish attached to the B pillar 13 has a weakened region for facilitating the ripping by the wire. Further, the roof trim has a weakened region for facilitating the tearing by the net 21. When the collision is detected, the weakened region is torn by the wire and the net 21 when the net 21 is wound by the winding device 22. As a result, the net 21 is pulled toward the floor and deployed in the passenger compartment.

The unfolded net 21 applies a reaction force to the front airbag 31 or the rear airbag 32 between the front seat 11 and the rear seat 12. That is, when the occupant P collides with the front airbag 31 or the rear airbag 32, the front airbag 31 or the rear airbag 31 does not allow the body of the occupant P to push down the front airbag 31 or the rear airbag 32 and slip through. Hold 32. In this way, the net 21 restrains the body of the occupant P via the front airbag 31 or the rear airbag 32. Accordingly, the body of the occupant P can be prevented from directly touching the net 21, and the protection performance of the occupant P can be improved. For example, it is possible to prevent scratches caused by rubbing the net 21 against the skin.

Further, the area of the holding region is larger than that in the case where the front airbag 31 or the rear airbag 32 after being deployed is held by a strap or the like. Therefore, even when the occupant P collides with the front airbag 31 or the rear airbag 32 after being deployed, it is possible to suppress insufficient holding force and maintain the protective performance. Further, the front airbag 31 or the rear airbag 32 can cope with the difference in the resistance of the occupant P. As a result, it is possible to suppress a decrease in protection performance corresponding to the difference in resistance.

[Internet Deployment]
When the ECU 51 determines that a collision is detected, the ECU 51 deploys the net 21 on the side opposite to the side on which the occupant P collides with the front airbag 31 or the rear airbag 32. As an example, the airbag to be deployed is preset according to the direction in which the obstacle collides with vehicle 100. Then, when a collision is detected, the ECU 51 deploys a preset airbag. Accordingly, when the occupant P collides with the front airbag 31 or the rear airbag 32, the opposite side thereof is held by the net 21, so that the holding force can be prevented from becoming insufficient.

Specifically, when the ECU 51 determines that an obstacle collision with the vehicle 100 has been detected, the ECU 51 determines the direction of the collision with the vehicle 100 based on the information acquired from the detection unit 52. Further, the ECU 51 determines whether the front seat 11 and the rear seat 12 are facing each other. When not facing each other, the ECU 51 outputs an actuation signal to the inflator, deploys at least one of the front airbag 31 and the rear airbag 32, and ends the process. When facing each other, the ECU 51 deploys the net 21 on the side opposite to the side on which the occupant P collides with the front airbag 31 or the rear airbag 32.

For example, in the case of a frontal collision, the body of the occupant P seated on the rear seat 12 moves to the front of the vehicle due to inertial force. Therefore, in the case of a frontal collision, the rear airbag 32 is set to be deployed. Then, the ECU 51 outputs an operation signal to the inflator of the rear airbag 32 so as to be deployed between the moving occupant P and the net 21. Further, the ECU 51 outputs an operation signal to the inflator of the upper airbag 41. Then, due to the frontal collision, the occupant P seated on the rear seat 12 collides with the rear side (rear surface) of the rear airbag 32. At this time, the net 21 is deployed on the front side of the rear airbag 32. As a result, even if the occupant P collides with the rear airbag 32, the rear airbag 32 is held by the net 21, so that the holding force can be prevented from becoming insufficient.

In the case of a rear collision, the body of the occupant P seated on the front seat 11 moves rearward of the vehicle due to inertial force. Therefore, in the case of a rear collision, the front airbag 31 is set to deploy. Then, the ECU 51 outputs an operation signal to the inflator of the front airbag 31 so as to be deployed between the moving occupant P and the net 21. Further, the ECU 51 outputs an operation signal to the inflator of the upper airbag 41. Then, due to the rear collision, the occupant P seated on the front seat 11 collides with the front side of the front airbag 31. At this time, the net 21 is deployed on the rear side of the front airbag 31. As a result, even if the occupant P collides with the front airbag 31, the front airbag 31 is held by the net 21, so that the holding force can be prevented from becoming insufficient. Further description will be given below with reference to FIGS. 2 to 6.

FIG. 2 schematically shows a state in which both the front seat 11 and the rear seat 12 face the front of the vehicle when viewed from above the passenger compartment. In this case, the ECU 51 determines that the front seat 11 and the rear seat 12 are not facing each other. When the ECU 51 determines that a collision is detected, the ECU 51 deploys at least one of the front airbag 31 and the rear airbag 32 (in FIG. 2, the rear airbag 32 is deployed). Further, the ECU 51 also deploys the upper airbag 41. On the other hand, the ECU 51 does not deploy the net 21 because the front seat 11 and the rear seat 12 do not face each other. In this case, for example, even if a front collision occurs, the seat back of the front seat 11 holds the front airbag 31 or the rear airbag 32. Therefore, it is possible to suppress the lack of holding power by the seat back.

FIG. 3 schematically shows a state in which the front seat 11 faces the vehicle rear side and the rear seat 12 faces the vehicle front at the time of a frontal collision when viewed from above the vehicle compartment. The front seat 11 is rotated 180 degrees and faces the rear seat 12. In this case, the ECU 51 determines that the front seat 11 and the rear seat 12 face each other based on the information acquired from the detection unit 52. Furthermore, the ECU 51 detects a collision of an obstacle from the front of the vehicle with respect to the vehicle 100 based on the information acquired from the detection unit 52. Then, the ECU 51 outputs an operation signal to the inflator of the rear airbag 32 so as to be deployed between the occupant P seated on the rear seat 12 and the net 21. Further, the ECU 51 outputs an operation signal to the inflator of the upper airbag 41.

Then, due to the front collision, the occupant P seated on the rear seat 12 collides with the rear side (rear surface) of the rear airbag 32. At this time, the net 21 is deployed on the front side of the rear airbag 32. Thus, even if the occupant P collides with the rear airbag 32, the occupant P is prevented from slipping through the rear airbag 32 because the net 21 holds the occupant P. Further, the occupant P seated on the front seat 11 also moves forward of the vehicle, but the seat back of the front seat 11 holds the body of the occupant P.

FIG. 4 schematically shows a state in which the front seat 11 faces the vehicle rear side and the rear seat 12 faces the vehicle front at the time of a rear collision when viewed from above the vehicle compartment. The front seat 11 is rotated 180 degrees and faces the rear seat 12. In this case, the ECU 51 determines that the front seat 11 and the rear seat 12 face each other based on the information acquired from the detection unit 52. Further, the ECU 51 detects a collision of an obstacle from behind the vehicle with respect to the vehicle 100 based on the information acquired from the detection unit 52. Then, the ECU 51 outputs an operation signal to the inflator of the front airbag 31 so as to be deployed between the occupant P seated on the front seat 11 and the net 21. Further, the ECU 51 outputs an operation signal to the inflator of the upper airbag 41.

Then, due to the rear collision, the occupant P seated on the front seat 11 collides with the front side (front surface) of the front airbag 31. At this time, the net 21 is deployed on the rear side of the front airbag 31. Thus, even if the occupant P collides with the front airbag 31, the occupant P is prevented from slipping through the front airbag 31 because the net 21 holds the occupant P. Further, the occupant P seated on the rear seat 12 also moves rearward of the vehicle, but the seat back of the rear seat 12 holds the body of the occupant P.

FIG. 5 schematically shows a state in which the front seat 11 faces the vehicle rear side and the rear seat 12 faces the vehicle front at the time of a frontal collision when viewed from above the vehicle compartment. The front seat 11 is rotated 225 degrees to face the rear seat 12 diagonally, and the rear seat 12 is rotated 45 degrees to face the front seat 11 diagonally. In this case, the ECU 51 determines that the front seat 11 and the rear seat 12 face each other based on the information acquired from the detection unit 52. Furthermore, the ECU 51 detects a collision of an obstacle from the front of the vehicle with respect to the vehicle 100 based on the information acquired from the detection unit 52. Then, the ECU 51 outputs an operation signal to the inflator of the rear airbag 32 so as to be deployed between the occupant P seated on the rear seat 12 and the net 21. Further, the ECU 51 outputs an operation signal to the inflator of the upper airbag 41.

Then, due to the front collision, the occupant P seated on the rear seat 12 collides with the rear side (rear surface) of the rear airbag 32. At this time, the net 21 is deployed on the front side of the rear airbag 32. Accordingly, even if the occupant P collides with the rear airbag 32, the rear airbag 32 is held by the net 21, so that the occupant P can be prevented from slipping through the rear airbag 32. Further, the occupant P seated on the front seat 11 also moves forward of the vehicle, but the seat back of the front seat 11 holds the body of the occupant P.

FIG. 6 schematically shows a state in which the front seat 11 faces the vehicle rear side and the rear seat 12 faces the vehicle front at the time of a rear collision when viewed from above the passenger compartment. The front seat 11 is rotated 225 degrees to face the rear seat 12 diagonally, and the rear seat 12 is rotated 45 degrees to face the front seat 11 diagonally. In this case, the ECU 51 determines that the front seat 11 and the rear seat 12 face each other based on the information acquired from the detection unit 52. Further, the ECU 51 detects a collision of an obstacle from behind the vehicle with respect to the vehicle 100 based on the information acquired from the detection unit 52. Then, the ECU 51 outputs an operation signal to the inflator of the front airbag 31 so as to be deployed between the occupant P seated on the front seat 11 and the net 21. Further, the ECU 51 outputs an operation signal to the inflator of the upper airbag 41.

Then, due to the rear collision, the occupant P seated on the front seat 11 collides with the front side (front surface) of the front airbag 31. At this time, the net 21 is deployed on the rear side of the front airbag 31. Accordingly, even if the occupant P collides with the front airbag 31, the front airbag 31 is held by the net 21, so that the occupant P can be prevented from slipping through the front airbag 31. Further, the occupant P seated on the rear seat 12 also moves rearward of the vehicle, but the seat back of the rear seat 12 holds the body of the occupant P.

According to the occupant restraint device 10 described above, the net 21 is deployed on the side opposite to the side on which the occupant P collides with the front airbag 31 or the rear airbag 32. That is, in the case of a frontal collision, in addition to the net 21, the rear airbag 32 is deployed behind the net 21. In the case of a rear collision, the front airbag 31 is deployed in front of the net 21 in addition to the net 21. As a result, when the occupant P collides with the front airbag 31 or the rear airbag 32, the net 21 generates a reaction force, so that the protection performance can be improved.

[Supplementary explanation]
A plurality of upper airbags 41 included in the occupant restraint system 210 will be supplementarily described with reference to FIG. 7. The vehicle 200 shown in FIG. 7 does not include the front airbag 31, the rear airbag 32, and the net 21. However, if necessary, at least one of the front airbag 31, the rear airbag 32, and the net 21 may be further provided. Further, the upper airbag 41 of the occupant restraint device 10 described above has the same function as the upper airbag 41 described below.

The upper airbag 41 is, for example, housed between a roof panel of the vehicle 200 and a roof trim that covers the roof panel from the vehicle interior side. In FIG. 7, the vehicle interior front portion is associated with the vehicle interior position indicated by the numbers B11, B12, B13, B21, B22, B23, B31, B32, B33, B41, B42, B43, B51, B52, B53. Fifteen upper airbags 41 are installed. Further, at the rear of the vehicle compartment, 15 units associated with vehicle compartment positions indicated by numbers B14, B15, B16, B24, B25, B26, B34, B35, B36, B44, B45, B46, B54, B55, B56. The upper airbag 41 is installed.

Each of the upper airbags 41 is configured to be individually deployable. Then, the upper airbag 41 is deployed toward the floor when the ECU 51 determines that a collision is detected. Specifically, when the ECU 51 determines that a collision has been detected, it outputs an operation signal to the inflator of the upper airbag 41. Then, the upper airbag 41 is inflated by the gas supplied by the actuation of the inflator to which the actuation signal is input.

Further, the upper airbag 41 can cope with the difference in the resistance of the occupant P. For example, when the occupant P is an elderly person, the ECU 51 lowers the internal pressure of the upper airbag 41 to softly restrain it. As an example, the ECU 51 reduces the internal pressure of the upper airbag 41 when the occupant P collides by delaying the operation timing of the inflator. That is, the ECU 51 delays the actuation timing of the inflator so that the occupant P collides before the internal pressure of the upper airbag 41 reaches the maximum value. Alternatively, the inflator may be configured to have two gas generators, and the ECU 51 may prevent one of the gas generators from operating, thereby lowering the internal pressure of the upper airbag 41.

The ECU 51 can determine the position of the head of the occupant P based on the signal from the detection unit 52. For example, the ECU 51 can analyze the image of the occupant P acquired from the detection unit 52 to determine the position of the head of the occupant P in the vehicle interior. Alternatively, the ECU 51 may determine the position of the head of the occupant P based on the position of the headrest detected by the detection unit 52. In FIG. 7, the head of the occupant P seated on the front seat 11 is located below the upper airbag 41 at positions B21 and B41. Further, the head of the occupant P seated on the rear seat 12 is located below the upper airbag 41 at the positions B26 and B46.

In this case, the ECU 51 determines that the head of the occupant P is at the positions B21, B41, B26, B46. Then, the ECU 51 controls so as not to deploy the upper airbag 41 located above the head of the occupant P. For example, when the ECU 51 determines that the collision of the obstacle with the vehicle 200 is detected, the ECU 51 detects the position of the head of the occupant P based on the information acquired from the detection unit 52. Further, the ECU 51 identifies the upper airbag 41 located above the head of the occupant P. Then, the ECU 51 outputs an operation signal to the inflators of the upper airbags 41 other than the specified upper airbag 41. As a result, the upper airbag 41 located above the head of the occupant P does not deploy. Then, another upper airbag 41 is deployed so as to surround the head of the occupant P.

In the example of FIG. 2 described above, the ECU 51 determines that the head of the occupant P is at the positions B23, B43, B26, B46. Further, in the examples of FIGS. 3 and 4, the ECU 51 determines that the head of the occupant P is at the positions B21, B41, B26, B46. Further, in the example of FIGS. 5 and 6, the ECU 51 determines that the head of the occupant P is at the positions B11, B51, B16, B56. Then, the ECU 51 controls so that the upper airbag 41 located above the head of the occupant P is not deployed.

According to the occupant restraint device 210 described above, the plurality of upper airbags 41 are deployed from the roof of the vehicle 200 toward the floor. Furthermore, the deployed upper airbag 41 is determined based on the position of the head of the occupant P. That is, among the plurality of upper airbags 41, the upper airbag 41 located above the head of the occupant P is not deployed. As a result, a plurality of upper airbags 41 are deployed around the occupant P. Therefore, regardless of the direction of the occupant P, the occupant P can be restrained and protected by the upper airbag 41. The number of upper airbags 41 can be arbitrarily set based on the size of vehicle 200 and the like. For example, the number of upper airbags 41 may be two or four.

Although the present invention has been described with reference to each exemplary embodiment, the present invention is not limited to the above exemplary embodiment. The present invention also includes inventions modified within the scope of the present invention and inventions equivalent to the present invention. In addition, each embodiment and each modification can be appropriately combined without departing from the scope of the present invention.

For example, the front airbag 31 and the rear airbag 32 may be composed of a plurality of airbags. As an example, the front airbag 31 and the rear airbag 32 may each have an airbag deployed from the left side of the vehicle and an airbag deployed from the right side of the vehicle. Further, the airbag deployed across the sheets is not limited to the airbag deployed between the front seat 11 and the rear seat 12. For example, the vehicle 100 may include three or more rows of seats, and may further include an airbag that is deployed across other seats, such as between the second and third rows.

Further, the forms of collision include frontal collision, rearward collision, side collision, oblique collision, rollover (rollover), and the like. The occupant restraint system 10 may be provided with an airbag and a net that deploy between the two seats of the front seat 11 to cope with a side collision. In this case, when the two seats face each other, the net 21 is deployed on the side opposite to the side on which the occupant P collides with the airbag, depending on the direction of the collision (for example, left or right). The airbag to be deployed is selected as described above. Further, the occupant restraint device 10 and an airbag and a net that are deployed across the two seats of the rear seat 12 may be provided. The facing seats or the facing occupants mean the seats facing each other or the passengers, and are not limited to the facing seats or the passengers.

Further, the occupant restraint devices 10 and 210 can be applied to both an automatic driving vehicle and a manual driving vehicle. When applied to an autonomous vehicle, the occupant restraint devices 10 and 210 operate even when the vehicle is running with the front seat 11, which is the driver's seat and the passenger seat, facing the rear of the vehicle. Further, the ECU 51 may deploy the front airbag 31, the rear airbag 32, and the net 21 at the same time. Even in this case, the net 21 is deployed on the side opposite to the side on which the occupant P collides with the front airbag 31 or the rear airbag 32.

Hereinafter, various aspects derived from the above-described embodiments and modifications will be described. In addition, in order to facilitate understanding of each aspect, the reference numerals illustrated in the accompanying drawings are added. However, the reference numerals are not intended to limit the present invention to the illustrated embodiments.

The occupant restraint apparatus 10 is an occupant restraint apparatus 10 including airbags 31 and 32 that are deployed across seats 11 and 12 on which an occupant P is seated when a vehicle 100 collision is detected. When a collision is detected, the net 21 is provided to deploy on the side opposite to the side on which the occupant P collides with the airbags 31 and 32. As a result, the net 21 is deployed on the side opposite to the side on which the occupant P collides with the front airbag 31 or the rear airbag 32. When the occupant P collides with the front airbag 31 or the rear airbag 32, the net 21 generates a reaction force, so that the protection performance can be improved.

The whole or part of the exemplary embodiments disclosed above can be described as, but not limited to, the following supplementary notes.

(Appendix 1)
Multiple airbags deployed from the vehicle roof,
A control device for controlling the deployment of the plurality of airbags,
The occupant restraint device, wherein the control device determines an airbag to be deployed from the plurality of airbags based on the position of the head of the occupant.

(Appendix 2)
The occupant restraint device according to appendix 1, wherein the control device determines the airbag to be deployed from the plurality of airbags so as to exclude the airbag located above the head.

(Appendix 3)
A pair of airbags that face each other and expand between the seats on which the occupants are seated,
A net installed so as to expand between the sheets,
A controller for deploying one of the pair of airbags and the net when it is determined that a vehicle collision is detected in a predetermined state,
The occupant restraint device, wherein the control device deploys the one airbag so that the deployed net is located on a side opposite to a side where the occupant collides with the one airbag.

10: Occupant restraint device 11: Front seat (seat)
12: Rear seat (sheet)
21: Net 31: Front airbag (Airbag)
32: Rear airbag (airbag)
100: Vehicle P: Crew

Claims (1)

An occupant restraint device including an airbag that is deployed across between seats on which an occupant sits facing each other.
An occupant restraint device comprising a net that deploys on the side opposite to the side on which the occupant collides with the airbag when a vehicle collision is detected.

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