JP2020157839A - Airbag device and vehicle including the same - Google Patents

Abstract

To provide an airbag device which can ease an impact when people to be protected, such as a cyclist or a pedestrian, collides with a side part of a vehicle, and to provide a vehicle including the airbag device.SOLUTION: An airbag device 20 deploys in a periphery part of a front pillar 16 and has an airbag 21 which deploys to the vehicle C side and covers a part or an entire part of each of a front pillar upper surface 16b, a front pillar outer surface 16a, a side window 17, and a door 18. Preferably, the airbag device 20 is mounted on any of the front pillar part 16, an engine hood part 11, a cowl top part 15, a fender part 11, and a roof part r.SELECTED DRAWING: Figure 3

Description

The present invention relates to an airbag device that protects a vehicle when it collides with a protected object such as a pedestrian or a cyclist, and a vehicle provided with the airbag device.

Conventionally, as a vehicle protection device that deploys an airbag to reduce the impact of a protected object (pedestrian) when a vehicle collides with a protected object, for example, the airbag described in Patent Documents 1, 2 and 3. The device is known.

Patent Document 1 describes a pedestrian protection airbag device including an airbag (12) that is folded and stored in a vehicle body in front of the lower part of a front pillar (18) and expands and expands to the outside of the vehicle by receiving a gas for expansion. The invention is described.

Patent Document 2 describes a plurality of independent first airbag devices (50) for pillars that bulge and deploy in a vertically elongated shape on the outside of the front pillar (51) and in accordance with the front pillar (51). A structure in which the third airbags (53 to 55) are arranged in series is described.

Patent Document 3 describes a structure that expands in a wall shape on the outside of the front pillars (17, 17) and on the front surface of the front pillar 17.

Japanese Unexamined Patent Publication No. 2015-186987 (Fig. 12, paragraph 0057, etc.) Japanese Unexamined Patent Publication No. 2003-306098 (Fig. 7, paragraph 0020, etc.) Japanese Unexamined Patent Publication No. 7-156749 (Fig. 1, paragraph 0015, paragraph 0016, etc.)

By the way, when a pedestrian or a cyclist (a person who rides a bicycle) collides with the front side of the vehicle, the head of the pedestrian or the pedestrian may collide with the side window or the door. In addition, cyclists tend to collide more upwards and backwards than pedestrians.

However, Patent Documents 1 to 3 do not describe or suggest measures to be taken when the head of a cyclist or a pedestrian collides with a side window or a door in an airbag deployed around the front pillar.

The present invention has been devised in view of the above circumstances, and an object of the present invention is to provide an airbag device capable of cushioning an impact when a protected object such as a cyclist or a pedestrian collides with a side portion of the vehicle, and a vehicle equipped with the airbag device. To do.

In order to solve the above problems, the first airbag device of the present invention is an airbag device deployed around the front pillar, which is deployed toward the vehicle side to expand the front pillar upper surface, the front pillar outer surface, and the side window. , And have airbags that cover some or all of the doors from the outside.

The second vehicle of the present invention is a vehicle equipped with the first airbag device of the present invention.

According to the present invention, when a protected object such as a cyclist or a pedestrian collides with a vehicle, an airbag device capable of alleviating the impact at the time of a collision and a vehicle provided with the airbag device can be realized.

The schematic perspective view of the main part which shows the state of the front part of the vehicle which concerns on embodiment of this invention. (A) is a top view showing a state immediately before a small LAP collision with a vehicle by a cyclist, and (b) is a top view showing a state immediately after a small LAP collision with a cyclist. (A) is a perspective view of the vehicle when the left airbag device is activated, and (b) is a view of the vehicle when the left airbag device is activated from the front. A cross-sectional view of the I-I cross section of FIG. 3 (b) as viewed from above. FIG. 3 is a cross-sectional view of the I-I cross section of FIG. 3 (b) of the airbag device provided near the front pillar of the comparative example as viewed from above. The control block diagram of the vehicle protection device. A flowchart showing the operation of the airbag device. A perspective view of a vehicle equipped with the airbag devices of Modifications 1 to 4 as viewed diagonally from the front.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
The airbag device according to the present invention is a device that reduces the impact of a collision with a side portion when a cyclist or a pedestrian collides with the front side portion of the vehicle.

FIG. 1 is a schematic perspective view of a main part showing a state of a front part of a vehicle C according to an embodiment of the present invention.
The direction of travel of vehicle C is "front", the direction of backward movement is "rear", the direction of vertical upper is "up", the direction of vertical lower is "down", and the direction of vehicle width is "left" when viewed from the side of vehicle C. "Right".

The vehicle C to which the airbag device is applied will be described.

<Vehicle C>
As shown in FIG. 1, the vehicle C to which the airbag device of the present invention is applied may be a passenger car or a work vehicle, and the vehicle type is not particularly limited.

The protection target by the airbag device 20 of the embodiment is a cyclist P (a person who rides a bicycle (P1 in FIG. 2)), a pedestrian, or the like.
The vehicle C includes, for example, a hood 11, a fender 12, a rearview mirror 13, door mirrors 14a and 14b, a cowl top 15, a front pillar 16, a side window 17, a door 18, a front window f, and a roof r. And have.

The hood 11 includes, for example, a hood skin (not shown) installed on the upper side of the motor chamber and a hood frame fixed to the inside of the motor chamber of the hood skin.

The fenders 12 are fender panels on the left and right sides of the hood 11 and provided above the front wheels W.
The rear-view mirror 13 is a rear-view mirror provided at the upper front end of the vehicle interior.

The door mirrors 14a and 14b are mirrors provided at the upper left and right upper front ends of the door 18.
A camera 32 is arranged behind the front grill 19 via a space.

The front bumper 19b shown in FIG. 1 is a plate material arranged on the front end edge of the vehicle C and deforms at the time of a collision to protect the vehicle C.
FIG. 2A is a top view showing the state of the cyclist P1 immediately before the small LAP collision with the vehicle C, and FIG. 2B is a top view showing the state immediately after the small LAP collision of the cyclist P1.

As shown in FIG. 2A, there is a case where the cyclist P1 collides with one side front part of the vehicle C. This is called a small LAP (lap) collision.

As shown in FIG. 2B, immediately after the small LAP collision, the cyclist P is more likely to collide with each side of the front pillar 16, the side window 17, and the door 18 of the vehicle C than in the case of a pedestrian. The inventors have found it.
The countermeasure against the above-mentioned event is the airbag device 20 of the present embodiment.

<Airbag device 20>
The airbag device 20 is provided at a location between the front pillar 16 on the right side and the front pillar 16 on the left side of the vehicle C.

FIG. 3 (a) is a perspective view of the vehicle C when the left airbag device 20 is activated, and FIG. 3 (b) is a perspective view of the vehicle C when the left airbag device 20 is activated. It is the figure which looked at C from the front.
When the left airbag device 20 is activated, the second airbag 22 and the first airbag 21 are deployed in front of and to the side of the front pillar 16 on the left side.

Similarly, when the right airbag device 20 is activated, the second airbag 22 and the first airbag 21 are deployed in front of and to the side of the front pillar 16 on the right side.
Since the airbag device 20 on the left side and the airbag device 20 on the right side have the same configuration, the airbag device 20 on the left side will be described, and the description of the airbag device 20 on the right side will be omitted.

FIG. 4 is a cross-sectional view of the I-I cross section of FIG. 3 (b) viewed from above.
The airbag device 20 includes a first airbag 21, a second airbag 22, and a lateral slip prevention mechanism 23 (see FIGS. 3A and 3B).

The first airbag 21 has cells 21s for protecting the head in the event of a small LAP collision.

As shown in FIGS. 4 and 3A, the first airbag 21 is deployed on the outer surface 16a of the front pillar, the side window 17, and the door 18.
The second airbag 22 has a cell 22s that expands in front of the front pillar 16 (upper surface 16b of the front pillar) and in front of the front window f.

The lateral displacement prevention mechanism 23 is a displacement prevention mechanism such as a dessert. The lateral slip prevention mechanism 23 suppresses lateral displacement (horizontal displacement) of the first airbag 21 and the second airbag 22.

The airbag device 20 (see FIG. 6) includes an airbag module (not shown) in which the first airbag 21, the second airbag 22, and the inflator 20i are housed, and a lateral slip prevention mechanism 23.

When the first and second airbags 21 and 22 are not deployed (when the airbag device 20 is not activated) (see FIG. 1), the first and second airbag modules 21 and 22 installed near the front pillar 16 A bag unfolding portion (not shown) formed of a thin wall or a lid that can be opened and closed is formed on the outside of the lateral slip prevention mechanism 23. The first airbag 21 and the second airbag 22 are folded and stored in the airbag module. Vent holes (not shown) for bleeding air are formed in the first airbag 21 and the second airbag 22 so as to appropriately wither after deployment.

The inflator 20i includes, for example, an ignition device (not shown) electrically connected to the determination unit 66 (see FIG. 6), a gas generating agent such as sodium azide, and a case body containing them.
The airbag device 20 detects or predicts that the cyclist P1 riding the bicycle will collide with the vehicle C by the determination unit 66 (see FIG. 6), or the speed difference detected by the speed difference specifying unit 65 is equal to or less than the threshold value. At the timing of, the determination unit 66 transmits an operation signal and operates.

The igniter of the inflator 20i instantly burns the gas generating agent by the operation signal. As a result, the inflator 20i generates high-pressure nitrogen gas to instantly inflate the first airbag 21 and the second airbag 22 as shown in FIG. At this time, the first airbag 21 is torn or opened by the first airbag 21 and the second airbag 22 in which the bag development portion (not shown) outside the front pillar 16 is expanded. And the second airbag 22 swell and a gap is created in which the lateral slip prevention mechanism 23 functions.

The first airbag 21 and the second airbag 22 bulge from this gap toward the left front portion of the vehicle C and the left side of the front pillar 16, and hold the head and upper body of the colliding cyclist P1. It is developed so as to be involved from the front side portion to the side portion of C.

That is, the first airbag 21 and the second airbag 22 have the front window f, the front pillar upper surface (front surface) 16b, and the front pillar upper surface (front surface) 16b as reaction force surfaces (collision surfaces) when the cyclist P1 or the pedestrian's head collides. It has a shape that wraps around the outer surface 16a of the front pillar, the side window 17, and the door 18 in a curtain shape toward the side of the vehicle C.
FIG. 5 is a cross-sectional view of the I-I cross section of FIG. 3 (b) of the airbag 120 provided near the front pillar 116 of the comparative example (conventional) as viewed from above.

As shown by the arrow α1 in FIG. 5, the airbag 121 functions in a collision in the direction in which the front pillar 116 becomes a reaction force surface (collision surface).

In a lateral collision as shown by the arrow α2 in FIG. 5, the airbag 121 rotates due to the impact of the collision. Therefore, the airbag 121 cannot protect the cyclist P1 and pedestrians.

As shown by the arrow α3 in FIG. 5, when the head of the cyclist P1 or the pedestrian collides with the side window 117 or the door 118 in the lateral direction, the airbag 121 is not deployed and cannot be protected. In the case of cyclist P1, it is considered that there are not a few collisions at arrows α2 and α3.

Compared to the comparative example of FIG. 5, the airbag device 20 of the embodiment has the following actions.
As shown by the arrow α1 in FIG. 4, the second airbag 22 functions in a collision in the direction in which the front pillar 16 becomes a reaction force surface (collision surface).

In a lateral collision as shown by arrow α2 in FIG. 4, the door 18 and the front pillar 16 become reaction force surfaces (collision surfaces), and the first airbag 21 and the second airbag 22 do not rotate.

As shown by the arrow α3 in FIG. 4, even when the head or the like of the cyclist P1 collides in the lateral direction (horizontal direction in FIG. 4), the first airbag 21 is deployed and can be protected.
The first airbag 21 and the second airbag 22 deployed so as to involve the front side portion and the side portion of the vehicle C in the airbag device 20 hit the cyclist P1, the pedestrian's head, and the upper body of the vehicle C. Is relaxed. Therefore, it is possible to prevent damage to the head and upper body of the cyclist P1 and the pedestrian who collide with the side portion and the front side portion of the vehicle C.

Therefore, the airbag device 20 can alleviate the impact of a collision with the cyclist P1 or the pedestrian vehicle C.

<Control of vehicle protection device 1>
FIG. 6 is a control block diagram of the vehicle protection device 1.
The vehicle protection device 1 includes a collision detection / prediction device 3, an airbag device 20, acceleration sensors GS1, GS2, GS3, a vehicle speed sensor 4, and a control device 5.

The determination unit 66 determines whether the protection target that is likely to collide is a cyclist P1 or a pedestrian, and determines whether or not to operate the airbag device 20.

<Vehicle speed sensor 4>
The vehicle speed sensor 4 is a sensor that detects the speed of the vehicle C. The vehicle speed sensor 4 detects the vehicle speed by detecting the rotation of the wheel W (FIG. 1), for example. The vehicle speed sensor 4 is electrically connected to the determination unit 66 (see FIG. 6) and outputs vehicle speed information to the determination unit 66.

<Collision detection / prediction device 3>
The collision detection / prediction device 3 detects a protected object such as a cyclist P1 or a pedestrian, the distance from the vehicle C to the protected object, the speed of the protected object, and the difference between the speed of the vehicle C and the speed of the protected object (relative). It is a device that acquires image data for detecting the speed), the collision situation of the protected object, the movement of the protected object, and the like. The collision detection / prediction device 3 uses, for example, cameras 31 to 34 of an advanced driver assistance system (ADAS) and radar devices 24 (see FIG. 1) such as a millimeter wave radar and a laser radar.

The ADAS cameras 31, 32, 33, and 34 detect images of protected objects such as cyclists P1 and pedestrians, and obtain information on collision objects.

The ADAS radar device 24 acquires information on the distance to the protected object.
The collision detection / prediction device 3 (cameras 31 to 34, radar device 24) is electrically connected to the control device 5.

As shown in FIG. 1, the radar device 24 of the collision detection / prediction device 3 is attached to, for example, the center of the front edge of the vehicle C. The distance information acquired by the radar device 24 is sent to the control device 5 (see FIG. 6).
Hereinafter, cameras 31 to 34 of the collision detection / prediction device 3 will be described.

The cameras 31 to 34 shown in FIG. 1 are imaging means for acquiring image data in front of the vehicle C. It is predicted that the cyclist P1 will collide with the vehicle C from the image data in front of the vehicle C. The cameras 31 to 34 are an infrared camera, a CMOS camera, a CCD camera device, and the like that photograph the front of the vehicle C. The image data acquired by the cameras 31 to 34 is sent to the control device 5.

The cameras 31 to 34 may be a plurality of cameras provided at a plurality of locations such as the rearview mirror 13, the front grille 19, and the door mirrors 14a and 14b, or may be composed of only one camera provided in the rearview mirror 13. It may be.

The camera 31 is attached to the front surface of the rear-view mirror 13 so that image data can be acquired in front of the vehicle C, on the hood 11, and in front of the front window f.
The camera 32 is installed in the motor room behind the front grill 19 so that the image data in front of the vehicle C can be acquired.

The cameras 33 and 34 are installed in a state where the lenses are exposed from the front surfaces of the left and right door mirrors 14a and 14b so that the image data of the left and right front of the vehicle C can be acquired.

<Accelerometer GS1, GS2, GS3>
The acceleration sensors GS1, GS2, and GS3 shown in FIG. 1 are sensors that detect a collision between the protected object and the vehicle C. The acceleration sensors GS1, GS2, and GS3 are installed at three locations on the left, right, and center inside the front bumper 19b.

The acceleration sensors GS1, GS2, and GS3 detect a collision with a protected object in the entire front bumper 19b. The acceleration sensors GS1 and GS3 detect a collision between the protected object and the right side or left side of the vehicle C.
Further, the collision detection with the protected object may be performed by the collision detection / prediction device 3, or the collision detection with the protected object may be performed by both the acceleration sensors GS1, GS2, GS3 and the collision detection / prediction device 3. You may go.

<Control device 5>
As shown in FIG. 6, the control device 5 has a storage unit 60 and a processing unit 61, and is composed of, for example, a CPU, a ROM and a RAM, a microcomputer, and the like.

The storage unit 60 stores in advance the image data captured by the cameras 31 to 34 and the information necessary for determining the protection target of the distance information acquired by the radar device 24. The information necessary for determining the protection target is, for example, a protection target template featuring the contour shape of the cyclist P1 or the pedestrian to be protected. The storage unit 60 is electrically connected to the distance identification unit 62, the protection target identification unit 63, the protection target state detection unit 64, the speed difference identification unit 65, and the determination unit 66, which are the processing units 61, respectively.

The processing unit 61 uses the image information acquired by the cameras 31 to 34 of the collision detection / prediction device 3, the distance information acquired by the radar device 24, the acceleration information acquired by the acceleration sensors GS1, GS2, and GS3, and the vehicle speed sensor 4. The acquired vehicle speed information and the reference data stored in the storage unit 60 are referred to for processing. The processing unit 61 includes a distance identification unit 62, a protection target identification unit 63, a protection target state detection unit 64, a speed difference identification unit 65, and a determination unit 66.

The distance specifying unit 62 specifies the distance (relative position) between the vehicle C and the protected object. The distance specifying unit 62 specifies the distance to the protection target by a radar device 24 such as a laser radar or a millimeter wave radar, for example.
The distance specifying unit 62 is electrically connected to the protected target specifying unit 63.

The protection target identification unit 63 has a function of specifying a protection target from the objects included in the image captured by the collision detection / prediction device 3. For example, the protection target identification unit 63 identifies an object having a contour shape similar to the protection target template as a cyclist P1 or a pedestrian by referring to the protection target template. The protection target identification unit 63 is electrically connected to the determination unit 66.

The protected object state detection unit 64 specifies the state of the protected object such as the moving direction and the moving speed of the protected object. The protection target state detection unit 64 specifies, for example, the movement direction and movement speed of the protection target from the difference in the imaging data captured in time series. The protection target state detection unit 64 is electrically connected to the determination unit 66.

The determination unit 66 determines whether or not the vehicle C and the protection target collide with each other based on the information from the distance specifying unit 62 and the protection target state detection unit 64, for example. The determination unit 66 determines, for example, that the protection target has collided with the vehicle C from the information of the acceleration sensors GS1, GS2, and GS3. Alternatively, if it is determined that a collision with the protected object is unavoidable even if the vehicle decelerates by the automatic braking function, it is predicted that the vehicle will collide with the protected object. Further, the determination unit 66 determines that the vehicle has collided with the protection target when the distance to the protection target becomes zero.

The determination unit 66 is electrically connected to the inflator 20i of the airbag device 20.

The speed difference specifying unit 65 specifies, for example, the speed difference (relative speed) between the vehicle C and the protected object after a collision with the protected object. When the vehicle C and the protected object collide with each other, the vehicle C usually slows down to decrease the speed, and the protected object is pushed by the vehicle C to increase the speed. The speed difference specifying unit 65 is electrically connected to the determination unit 66.

For example, when the speed difference between the vehicle C and the protected object becomes equal to or less than the threshold value, the speed difference specifying unit 65 transmits a signal to the inflator 20i assuming that a collision is predicted, and the first airbag 21 and Deploy the second airbag 22.

<< Operation of airbag device 20 >>
Next, the operation of the airbag device 20 (FIG. 4) will be described with reference to FIG. 7. FIG. 7 is a flowchart showing the operation of the airbag device 20.
A cyclist P1 and a pedestrian will be described as examples of protection targets.

As shown in FIG. 1, in normal times, the first airbag 21 and the second airbag 22 are folded and housed in the airbag module.

When the driver turns on the ignition switch (not shown) inside the vehicle C, the collision detection / prediction device 3 including the cameras 31 to 34 and the radar device 24, the acceleration sensors GS1, GS2, GS3 and the vehicle speed sensor 4 (FIG. 6) etc. are driven. As a result, the vehicle protection device 1 can monitor the protection target, and the vehicle protection device 1 starts.

First, the collision detection / prediction device 3 captures the image information and the distance information in front of the vehicle C (step S1 in FIG. 7).
Next, the image information of the collision detection / prediction device 3 and the cyclist P1 of the storage unit 60, the height and volume of the pedestrian, the position of the center of gravity, the shape, etc. are protected by the protection target identification unit 63 (see FIG. 6). It is determined whether or not the image is a cyclist P1 or a pedestrian by comparing with the target template (step S2).

When it is determined that the image information to be protected by the collision detection / prediction device 3 is a cyclist P1 or a pedestrian (Yes in step S2), the process proceeds to step S3. When it is determined that the image information of the collision detection / prediction device 3 is not a cyclist P1 or a pedestrian but, for example, a cow or a horse, the process returns to step S1.

Next, the protection target state detection unit 64 captures the vehicle speed signal from the vehicle speed sensor 4. That is, the vehicle speed sensor 4 detects the rotation of the wheel W and detects the vehicle speed of the vehicle C (step S3).

Next, the radar device 24 (see FIG. 1) identifies the distance between the vehicle C and the cyclist P1 or the pedestrian by the distance specifying unit 62 (see FIG. 6) (step S4). Alternatively, the distance between the vehicle C and the protected object may be specified by analyzing the parallax images captured simultaneously by two cameras (for example, cameras 31 and 32).

Next, the determination unit 66 determines whether or not the cyclist P1 collides with the right side portion or the left side portion of the vehicle C from the information of the acceleration sensors GS1, GS2, GS3 (step S5).
The collision between the vehicle C and the cyclist P1 may be predicted in cooperation with ADAS. For example, the relative speed between the vehicle C and the cyclist P1 and the pedestrian is calculated from the speed information in step S3, the distance information from the vehicle C to the cyclist P1 and the pedestrian in step S4, and the elapsed time. With reference to the relative speed and distance information and the data of the storage unit 60, it is determined whether or not the cyclist P1 or the pedestrian collides with the right side portion or the left side portion of the vehicle C.

When the determination unit 66 (see FIG. 5) determines that the cyclist P1 or the pedestrian does not collide with the vehicle C (No in step S5), the process proceeds to step S1.

If the determination unit 66 (see FIG. 5) determines that the cyclist P1 or the pedestrian collides with the right or left side of the vehicle C (Yes in step S5), the determination unit 66 (see FIG. 5) determines that the cyclist P1 or the pedestrian walks. It is determined whether or not a person collides with the right side portion of the vehicle C (step S6).

When it is determined that the vehicle collides with the right side portion (Yes in step S6), the determination unit 66 transmits an operation signal to the inflator 20i of the airbag device 20 on the right side, and similarly to FIGS. 3 (a) and 3 (b). The inflator 20i on the right side activates the first airbag 21 and the second airbag 22 on the right side. In this case, the first and second airbags 21 and 22 are held by the lateral slip prevention mechanism 23. At this time, the second airbag 22 on the right front side of the vehicle C and the first airbag 21 on the right side of the vehicle C are deployed in this order (step S7). The first airbag 21 on the right side of the vehicle C and the second airbag 22 on the right front side of the vehicle C may be deployed at the same timing.

Alternatively, if the determination unit 66 (see FIG. 6) determines that the cyclist P1 or the pedestrian does not collide with the right side of the vehicle C (No in step S6), the determination unit 66 collides with the left side of the vehicle C. 66 transmits an operation signal to the inflator 20i of the left airbag device 20 to activate the left first airbag 21 and the second airbag 22 as shown in FIGS. 3A and 3B. .. In this case, the first and second airbags 21 and 22 are held by the lateral slip prevention mechanism 23. At this time, the second airbag 22 on the left front portion of the vehicle C and the first airbag 21 on the left side portion of the vehicle C are deployed in this order (step S8). The first airbag 21 on the left side of the vehicle C and the second airbag 22 on the left front side of the vehicle C may be deployed at the same timing.

According to the configuration of the airbag device 20 described above, the front window f and the front pillar upper surface (front side surface) 16b are used as reaction force surfaces (collision surfaces) when the cyclist P1 or the pedestrian's head, upper body, etc. collide. , Front pillar outer surface 16a, side window 17, and door 18 can be used to obtain airbags (21, 22) that wrap around to the side of the vehicle C in a curtain shape.

Further, by providing the first and second airbags 21 and 22 with a lateral slip prevention mechanism 23 such as a tether, the first and second airbags 21 and 22 are held by the lateral slip prevention mechanism 23, and the lateral slip is suppressed. By providing the first and second airbags 21 and 22 with the lateral slip prevention mechanism 23, the head and upper body of the cyclist P1 having the initial velocity can be appropriately protected.

Since the first and second airbags 21 and 22 are deployed like the airbags of the side curtains, the front window f, the front pillar upper surface 16b and the front pillar 16 side portions (front) with respect to the cyclist P1 and the pedestrian. The outer surface 16a of the pillar, the side window 17, and the side of the door 18 can also be protected by the airbags (21, 22).

Therefore, the airbags (21 and 22) can handle sudden jumps of the cyclist P1 and the pedestrian vehicle C from the lateral direction, and the protection performance of the cyclist P1 and the pedestrian is improved.
Therefore, if the airbag device 20 is mounted on the vehicle C, the vehicle C having the above-mentioned action and effect can be realized.

<Modifications 1 to 4>
FIG. 8 is a perspective view of the vehicle C1 equipped with the airbag devices 20A to 20D of the modified examples 1 to 4 as viewed diagonally from the front.
In the modified examples 1 to 4, similarly to the first and second airbags 21 and 22 of the embodiment, the front window f, the front pillar upper surface (front side surface) 16b, the front pillar outer surface 16a, the side window 17, and the door 18 Airbag devices 20A to 20D having airbags 21A to 21D to be deployed above are provided at a location other than the front pillar 16.

The airbag device 20A having the airbag 21A of the first modification is mounted on the hood 11 of the vehicle C1.
The airbag device 20B having the airbag 21B of the second modification is mounted on the cowl top 15 of the vehicle C1.

The airbag device 20C having the airbag 21C of the modification 3 is mounted on the left and right fenders 12 of the vehicle C1, respectively.
The airbag device 20D having the airbag 21D of the modified example 4 is mounted on the left and right front portions r1 and r2 of the roof r of the vehicle C1, respectively.

According to the modified examples 1 to 4, the airbag devices 20A to 20D having the front window f, the front pillar upper surface 16b, the front pillar outer surface 16a, the side windows 17 and the airbags 21A to 21D deployed on the door 18, respectively. Since it is mounted on the hood 11, the cowl top 15, the left and right fenders 12, and the left and right front parts r1 and r2 of the roof r, the impact of a collision with the cyclist P1 or the pedestrian vehicle C can be mitigated.

Therefore, when the cyclist P1 to be protected, a pedestrian, or the like collides with the vehicle C, the airbag devices 20, 20A to 20D capable of protecting the protected object from the impact at the time of collision, and the vehicles C, C1 provided with the airbag devices 20 and 20A to 20D can be realized.

[Other Embodiments]
1. 1. In the above-described embodiment, each configuration has been described, but each configuration may be combined as appropriate.

2. 2. The configuration described in the above embodiment is an example, and various configurations and modified configurations are possible within the scope of the claims.

4 Vehicle speed sensor (collision prediction device)
5 Control device 11 Hood (bonnet hood)
12 Fender (fender part)
15 Cowl top (Cowl top part)
16 Front pillar 16a Front pillar upper surface 16b Front pillar outer surface 17 Side window 18 Door 20, 20A, 20B, 20C, 20D Airbag device 21A-21D Airbag 21 First airbag (airbag)
22 Second airbag (airbag)
24 Radar device (collision prediction device)
31, 32, 33, 34 cameras (collision prediction device)
C, C1 Vehicle f Front window GS1, GS2, GS3 Accelerometer (collision prediction device)
P1 cyclist (protected)
r Roof (roof part)

Claims (5)

An airbag device that deploys around the front pillars.
An airbag device that expands to the side of the vehicle and has an airbag that covers the upper surface of the front pillar, the outer surface of the front pillar, the side window, and a part or all of each of the doors from the outer surface. In the airbag device according to claim 1,
The airbag is an airbag device characterized by covering a part of a front window. In the airbag device according to claim 1 or 2.
An airbag device that is mounted on any of the front pillar section, bonnet hood section, cowl top section, fender section, and roof section. A vehicle comprising the airbag device according to any one of claims 1 to 3. In the vehicle according to claim 4,
A collision prediction device that predicts a collision between the protected object and the front side of the vehicle,
A vehicle characterized by comprising a control device for operating the airbag device when the protected object collides with the vehicle.

Images