JP3042285B2 - Airbag device for passenger seat - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an airbag device for a passenger seat which inflates a bag for an occupant sitting in a passenger seat when the vehicle suddenly decelerates.

[0002]

2. Description of the Related Art An airbag device used as an auxiliary device of a seatbelt device is roughly classified into an airbag device for a driver seat and an airbag device for a passenger seat. Further, the airbag device for the passenger seat includes a type disposed above the glove box in the instrument panel,
There is a type arranged at the top of the instrument panel. An example of the latter type of airbag device for a passenger seat is disclosed in Japanese Patent Application Laid-Open No. 1-204838, and the structure disclosed in this publication will be described below.

[0003] As shown in FIG. 8, an opening 102 is formed at the top of the instrument panel 100 on the passenger seat side, and an airbag device 104 for a passenger seat is arranged inside the opening 102. Has been established.

The airbag device 104 has a tray-shaped base plate 106. Base plate 106
An inflator 108 that generates gas when the vehicle suddenly decelerates is disposed in the center of the vehicle. This inflator 108
A bag 110 is stored in a folded state around.

The above-described base plate 106 is covered with an airbag door 112 made of resin. At a predetermined portion of the airbag door 112, a break portion 112A and a deployment center side end portion 112B are formed by thinning each.

Further, in the structure disclosed in this publication,
Deployment center end 112B of airbag door 112
(Hereinafter, this portion is referred to as an “anti-development center-side end”) 112C.
An intermediate portion of the base 18 is embedded by insert molding.
Both ends of the strap 118 are attached to a flange portion 106A formed on the opening side peripheral edge of the base plate 106 via a retainer (not shown).

According to the above configuration, when the vehicle suddenly decelerates, gas is generated from the inflator 108 and the bag 110
Is flowed into. As a result, the bag body 110 is inflated and the airbag door 112 is pressed, so that the airbag door 112 is broken at the break portion 112A and the deployment center side end 11
Expanding around 2B. At this time, the airbag door 112
Unfolds until the strap 118 stretches with a predetermined tension. That is, by arranging the strap 118,
The deployment angle of the airbag door 112 is regulated. As a result, the non-deployment center side end 112 of the airbag door 112 is
C is prevented from contacting the windshield glass 120.

[0008]

However, in the case of the structure disclosed in this publication, as can be seen from FIG. 9, which schematically shows the structure, the air bag door 112 has a substantially non-deployment center side end portion 112C. Strap 11 over the entire width
8 is buried in the airbag door 11
When 2 is deployed, the anti-deployment center end 112C has a relatively steep arch shape. Therefore, the airbag door 1
Since a relatively large bending stress is generated in the strap 12, the reaction force is necessarily applied to the strap 118. Accordingly, the strap 118 has a deployment force when the airbag door 112 is deployed, and the opposite end 1 of the airbag door 112 on the side opposite to the deployment center.
The reaction force from 12C acts simultaneously. Therefore, when this structure is adopted, it is necessary to increase the strength of the fixing portion between the strap 118 and the flange portion 106A of the base plate 106. As a result, the airbag device 104
Will also increase the weight.

The present invention has been made in consideration of the above-described circumstances, and has as its object to provide an airbag device for a passenger's seat that can restrict the deployment angle of an airbag door to a predetermined angle without increasing the weight of the entire device. is there.

[0010]

According to a first aspect of the present invention, there is provided a gas generating means for generating a gas when the vehicle is suddenly decelerated, and a gas generating means which is disposed around the gas generating means in a folded state and which is provided with a gas from the gas generating means. A bag body inflated by the gas generating means and the bag body are accommodated, and a case in which an opening side end is arranged at the top of an instrument panel of a vehicle, and usually the opening side end of the case is closed, At the time of rapid deceleration of the vehicle, the airbag door that expands to the windshield glass side of the vehicle, and the case and the opposite deployment center side end that is opposite to the deployment center side end of the airbag door,
A deployment angle restricting means for restricting a deployment angle of the airbag door to a predetermined angle, wherein the connecting portion between the airbag door and the deployment angle regulating means comprises: It is set on the inner side than the connection part with the deployment angle regulating means, and furthermore, the thickness of the airbag door
(T) and the airbag by the deployment angle regulating means.
The anti-deployment center which is inverted when the door deployment angle is regulated
Of the outer end determined from the reversal amount (δ) of the outer end of the side end
Inversion radius (r) and opening width of the case (L ₂ )
And the deployment angle ruler based on the
The distance (L ₁ ) between the connecting portions to the control means is determined .

According to a second aspect of the present invention, there is provided a gas generating means for generating gas at the time of rapid deceleration of a vehicle, and a bag disposed in a folded state around the gas generating means and inflated by the gas from the gas generating means. A case in which the gas generating means and the bag are housed, and an open end is arranged at the top of the instrument panel of the vehicle. An airbag door that expands to the windshield glass side, and an undeployment center-side end opposite to the deployment center-side end of the airbag door are connected to the case, and a deployment angle of the airbag door is determined. A deployment angle restricting means for restricting the angle to an angle, a passenger airbag device including: a connecting portion between the airbag door and the deployment angle restricting means, the case and the deployment angle restricting means Set Then co on the inside than the binding site
And both ends serving as connection portions with the case, and the air
A belt-shaped part consisting of an intermediate part serving as a connection part with the bag door
The deployment angle regulating means is constituted by a member, and further,
The intermediate part is connected so that it can be displaced relative to the airbag door.
It is characterized by the conclusion .

[0012]

[0013]

The operation of the present invention described in claim 1 is as follows.

When the vehicle suddenly decelerates, gas is generated by the gas generating means, and the folded bag is inflated by the gas. For this reason, the airbag door which closed the opening side end of the case is pressed from the inside, and the airbag door is deployed toward the windshield glass. At this time, the deployment angle of the airbag door is regulated to a predetermined angle by the deployment angle regulating means for connecting the case to the opposite end of the airbag door opposite to the deployment center side. . Then, the bag body is bulged toward the occupant seated on the passenger seat from the open end of the case opened by the deployment of the airbag door.

Here, in the present invention, since the connecting portion between the airbag door and the deployment angle regulating means is set inside the connection portion between the case and the deployment angle regulating means, the airbag door in the deployed airbag door is not deployed. The shape of the center side end becomes a relatively gentle arch shape. In contrast, when the connecting portion between the airbag door and the deployment angle regulating means is the same in the width direction of the airbag door as the connecting portion between the case and the deployment angle regulating means (or In the case where the connection portion between the door and the deployment angle regulating device is set outside the connection portion between the case and the deployment angle regulating device),
It becomes a relatively steep arch shape. For this reason, in the latter case, the reaction force received by the deployment angle regulating means from the airbag door increases, whereas in the former case according to the present invention, the reaction force decreases. Therefore, in the case of the present invention, the strength of the connecting portion between the deployment angle regulating means and the case can be reduced.

Further, according to the present invention, the following effects can be obtained.
You. That is, when the vehicle suddenly decelerates, the airbag door is deployed until the deployment angle is regulated by the deployment angle regulating means. That is, after the deployment angle reaches the predetermined angle, the airbag door does not deploy. However, even after the deployment angle of the airbag door is regulated, the inertial force at the time of deployment acts on the outer end of the airbag door at the end opposite to the deployment center,
The outer end is inverted around a connecting portion between the airbag door and the deployment angle restricting means. If this reversal amount is too large,
Depending on the type of vehicle, the outer end may come into contact with the windshield glass. On the other hand, it is necessary to satisfy the demand for reducing the weight of the entire apparatus by reducing the strength of the connecting portion between the case and the deployment angle regulating means.

Therefore, in the present invention, the radius at the time of reversal of the outer end is obtained from the thickness (t) of the airbag door and the reversal amount (δ) of the outer end of the airbag door on the side opposite to the non-deployment center. (R)
Determines, on the basis of this radius (r) and the case of the opening width (L _2), communicates with the expansion angle restriction means and counter-expanded center side end portion
Since the distance (L ₁ ) between the connection portions is determined, the strength of the connection portion between the case and the deployment angle restricting means can be reduced without making the outer end contact the windshield glass. .

The operation of the present invention described in claim 2 is as follows. In addition, the operation overlaps with the operation of the present invention described in claim 1.
The effect of this is omitted. As described above, when the airbag door is deployed to a predetermined angle by the deployment angle restricting means, the outer end of the non-deployment center side end is inverted. However, as in the present invention, the deployment angle restricting means is connected to the case at both ends. And an intermediate portion serving as a connecting portion to the airbag door, the compression force and the tension force between the deployment angle regulating means and the airbag door before and after the outer end is inverted. And the working relationship is reversed. For this reason, a relative frictional force in the shearing direction is generated between the deployment angle regulating means and the airbag door.

However, according to the present invention, since the intermediate portion of the deployment angle regulating means is connected to the airbag door so as to be relatively displaceable, when a relative frictional force in the shearing direction is generated, The intermediate portion of the deployment angle regulating means relatively moves in a direction to absorb this. Therefore, there is no problem such as wear of the deployment angle regulating means.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates a front side of the vehicle, an arrow UP indicates an upper side of the vehicle, and an arrow IN indicates an interior side of the vehicle.

FIG. 3 shows an airbag device 10 for a passenger seat.
Are shown in the activated state. As shown in this figure, a predetermined opening 14 is formed in the instrument panel 12 of the vehicle on the passenger seat side of the top portion 12A, and the airbag device 10 is disposed inside the opening 14. ing.

The airbag device 10 is provided with a substantially box-shaped airbag case 16 in which the top 12A of the instrument panel 12 is open. A cylindrical inflator 18 is provided inside the airbag case 16. Further, around the inflator 18, the bag body 20 is disposed in a folded state (a state shown by a dashed line in FIG. 3).

The inflator 18 generates a large amount of gas when a mechanical ignition type or electric ignition type sensor (not shown) detects a sudden deceleration state of the vehicle. An example of the internal structure of the inflator 18 will be briefly described as follows. A primer (in the case of a mechanical ignition type) or an ignition device (in the case of an electric ignition type) is disposed at one end of the inflator 18 in the axial direction. When the sensor operates, the primer is first ignited or ignited. The device operates. In addition, a transfer agent is provided on the shaft core of the inflator 18, and a gas generating agent is sealed around the transfer agent. Therefore, when the primer is ignited or the ignition device is activated, the gas generating agent burns through the transfer agent to generate a large amount of gas. The generated gas is supplied to the inflator 18.
Through a plurality of gas holes formed in the peripheral surface of the bag body 20 into the folded bag body 20.

The open side ends of the airbag case 16 accommodating the inflator 18 and the bag body 20 are bent in directions away from each other (hereinafter, this portion is referred to as a "flange portion 16A").

The open end (the end on the flange 16A side) of the airbag case 16 is closed by an airbag door 22 made of resin such as urethane. The front end of the airbag door 22 is connected to a peripheral edge of the front end of the opening 14 of the instrument panel 12 (more precisely, the base material of the instrument panel 12) by a rivet (not shown) or the like. The rear end and both sides of the airbag door 22 are integrated with the peripheral edge of the instrument panel 12 except for the front end of the opening 14 so as to be breakable. In addition, the front end of the airbag door 22 described above is the deployment center when the airbag door 22 is deployed (hereinafter, the front end is referred to as “deployment center side end 22A”,
The rear end is referred to as "the anti-development center end 22B").

The air bag case 16 and the air bag door 22 are connected to a band-shaped and cloth strap 24.
Are linked by Specifically, as shown in FIG. 1, both ends 24A of the strap 24 are fixed to the flange portion 16A of the airbag case 16 by rivets or the like after applying a retainer (not shown). The intermediate portion 24B of the strap 24 is inserted through a pair of locking members 26 provided on the back surface of the opposite end 22B of the airbag door 22 from the non-deployment center. Kakukakaritomegu 26 is a resin and a U-shaped section, for example that have come to be embedded in the air bag door 22 by insert molding (FIG. 2
reference).

The locking members 26 are arranged near the center of the opposite end 22 B of the airbag door 22 from the non-deployment center side. That is, the part viewed from the arrow P line, which is the connection part between the opposite end 22B of the airbag door 22 and the middle part 24B of the strap 24, is connected to the flange part 16A of the airbag case 16 and both ends 24A of the strap 24. Are set inward from the part viewed from the arrow Q line, which is the connection part of the.

Therefore, the distance L between the pair of P-line arrowed parts is
₁Is the distance L between the pair of Q-line arrow parts._Two(Airbag case
(Substantially equal to the opening width of the hole 16). What
Contact, this L ₁Will be described later.

The operation of this embodiment will be described below. When the vehicle suddenly decelerates, this vehicle sudden deceleration state is sensed by a sensor (not shown). Thereby, the inflator 1
Since the primer in 8 is ignited or the ignition device is activated, the gas generating agent burns via the transfer agent. For this reason, a large amount of gas is generated and flows into the folded bag body 20 (the state shown by the dashed line in FIG. 3). Therefore, the bag body 20 expands and presses the airbag door 22 from the inside. As a result, the airbag door 22 is broken at a portion other than the deployment center side end 22A, and is deployed toward the windshield glass 28 around the deployment center side end 22A. At this time, since the non-deployment center end 22B of the airbag door 22 and the flange portion 16A of the airbag case 16 are connected by the strap 24, the deployment angle of the airbag door 22 is determined by the strap 24 having a predetermined tension. It is regulated by elongation. Accordingly, the airbag door 22 is deployed to the deployment angle shown in FIG. 3, and in this state, the bag body 20 is inflated toward the occupant sitting on the passenger seat (the state shown by the two-dot chain line in FIG. 3).

Here, in this embodiment, the airbag door 2
2 is a connecting portion between the end portion 22B on the anti-deployment center side and the intermediate portion 24B of the strap 24, and is a connecting portion between the flange portion 16A of the airbag case 16 and both end portions 24A of the strap 24. Since the airbag door 22 is arranged on the inner side than the part viewed from the arrow Q line, the shape of the non-deployment center side end 22B of the airbag door 22 in a state where the deployment angle is restricted by the strap 24 becomes a relatively gentle arch shape. For this reason, the reaction force which the strap 24 receives from the airbag door 22 becomes smaller than before. Therefore, it is possible to reduce the strength of the portion viewed from the arrow Q line, which is the connection portion between the airbag case 16 and the strap 24, as compared with the related art. Thus, the weight of the entire airbag device 10 can be reduced. In other words, the part viewed from the arrow P line, which is the connection part between the opposite end 22B of the airbag door 22 and the intermediate part 24B of the strap 24, is connected to the flange part 16A of the airbag case 16 and both ends of the strap 24. The problem of the conventional structure can be basically solved by arranging the portion inside the portion viewed from the arrow Q line which is the connection portion with the portion 24A.

However, when such a configuration is employed, as shown in FIG. 4, a new behavior is observed in the portion of the airbag door 22 which is the outer end of the non-deployment center side end 22B as viewed from the direction of the arrow R. . That is, the part viewed from the R line arrow is
Is observed around the P-line arrow portion corresponding to the disposition position. This is due to the fact that the inertia force acts on the R line arrowed portion even after the strap 24 regulates the deployment angle of the airbag door 22.

Therefore, taking into account the fact that the windshield glass 28 is disposed in the vicinity of the airbag door 22 and that the windshield glass 28 has a relatively sharp inclination angle, the above-mentioned description is given. A more accurate connection configuration between the strap 24 and the airbag door 22 has been devised so that the inverted R-line section does not abut the windshield glass 28 while reducing the strength of the Q-line section. desired.

Considering the behavior of the inversion of the R-line arrow, the following can be understood. First, as shown in FIG. 6, which schematically illustrates the behavior of the R-line arrow when it is inverted, the amount of inversion of the R-line arrow is the distance from the P-line arrow to the R-line arrow. That is, it changes depending on the radius. For example, R of radius r _1
1 inversion amount when the view taken along line portion is a [delta] _1, radius r
₂ (> r ₁₎ For R ₂ taken along the line of the inversion amount because the movement locus moves away with respect to the arrow P unit [delta] ₂ (>
δ ₁ ).

If the radius t changes from r ₁ to r ₂ , even if the thickness t of the airbag door 22 is set to a certain thickness, the mass of the air bag door 22 is more viewed from the line R ₂ than from the line R _1. The part is heavier.

Therefore, R₁Line view and R_TwoWith the line and arrow
By comparison, R_TwoThe part viewed from the arrow is R ₁More customary than the line
The sexual moment increases and the angular momentum also increases. this
Therefore, the reversal amount of the R-line arrow part is the radius r
And the thickness t of the airbag door 22 [F
(Δ) = f (r, t)]. Here, the radius r of the portion viewed from the R line arrow
Is the opening width L of the opening 14 of the airbag case 16._TwoAnd P
Distance L between the line and arrow parts₁[R = (L_Two−
L₁) / 2]. Note that (L_Two-L₁) Times 1/2
This is because attention is paid to one of the P-line arrow parts. Ma
The opening width L of the airbag case 16_TwoIs set in advance
Have been. From the above, [F (δ) = f ((L_Two−
L₁) / 2, t)].

On the other hand, FIG.
The relationship between the reversal amount δ of the part viewed from the line and the degree of reinforcement S is shown. This relationship is obtained when the thickness t of the airbag door 22 is set to a predetermined value. Therefore, if the thickness t of the airbag door 22 increases or decreases, the positions of the graphs 1 and 2 are slightly different. In other words, if the thickness t of the airbag door 22 is determined, the graphs 1 and 2 are determined.

As can be seen from the graph 1 in this figure, when the radius r of the portion viewed from the P-line increases, the radius r and the mass of the portion viewed from the P-line also increase, so that the inversion amount δ increases. Here, the condition is that the reversal amount δ does not exceed the windshield glass contact line D.

Conversely, when the radius r of the portion viewed from the arrow P line decreases,
Since the radius r and the mass of the part viewed from the arrow P line decrease, the inversion amount δ decreases. However, in this case, since it comes closer to the conventional structure, the reaction force from the airbag door 22 increases as described above. Therefore, in this case, as can be seen from Graph 2, the degree of reinforcement S in the portion viewed from the arrow Q line increases, which is not preferable.

From the above, the thickness t of the airbag door 22 is set to a certain thickness. In this case, if the reversal amount δ ′ that does not exceed the windshield glass contact line D is obtained, the reversal amount δ ′ Is determined, the radius r 'of the portion viewed from the P-line arrow is determined. Then, a radius slightly shorter than the radius r 'is selected (since the reversal amount δ' is located on the windshield glass contact line D in the radius r '), this radius and the opening width L _{2 of the} airbag case 16 are selected. if determining the distance L ₁ between the arrow P portion and a, it without the arrow P unit is brought into contact with the windshield glass 28, it is possible to achieve a low intensity of the arrow Q unit. In this embodiment, it determines the distance L ₁ between the arrow P portion in this manner.

As described above, in the present embodiment, by arranging the part viewed from the line P on the inside of the part viewed from the line Q, it is possible to achieve a lower strength than in the conventional structure. Then, the radius r at the time of inversion of the R-line arrow part is determined from the thickness t of the airbag door 22 and the inversion amount δ of the R-line arrow part, and the determined radius r of the P-line arrow part is determined. the distance between the arrow P unit based the opening width L ₂ of the air bag case 16, the L
By determining ₁ , it is possible to achieve both prevention of contact of the windshield glass 28 with the P-line arrow part and lower strength of the Q-line arrow part.

Further, according to the present embodiment, as shown in FIG.
B, a pair of locking tools 26 are provided on the back surface, and these locking tools 2
6 is inserted through the intermediate portion 24B of the strap 24 so that the intermediate portion 24B of the strap 24 is
Since the second end portion 22B of the airbag door 22 is connected to the second end portion 22B of the airbag door 22, a reliable connection state between the middle portion 24B of the strap 24 and the second end portion 22B of the airbag door 22 can be maintained. In other words, as shown in FIG. 5, when the R-line section is reversed around the P-line section, the compression force C acts on the back surface of the non-deployment center side end 22B before the reversal. However, in the state after the reversal, the tensile force T acts on the back surface of the end 22B on the side opposite to the development center. In addition, the opposite end 2
Intermediate part 24B of strap 24 arranged on the back of 2B
In the state before, the tensile force T acts on the front surface (the surface in contact with the back surface of the anti-development center end portion 22B) in the state before the inversion, and the compression force C acts on the surface in the state after the inversion. .
For this reason, the strap 24 before and after the R-line arrow is inverted is used.
A relative frictional force in the shearing direction is generated between the intermediate portion 24B of the airbag door 22 and the opposite end 22B of the airbag door 22 on the opposite side of the deployment. However, when such a relative frictional force is generated between the two, the intermediate portion 24B of the strap 24 relatively moves within the pair of locking members 26 to absorb the frictional force. Therefore, the intermediate portion 24B of the strap 24 and the airbag door 2
2 can be reliably connected to the non-deployment center side end 22B.

[0042] In the present embodiment uses the strap 24 of one thing, the present invention according to claim 1,
For example, one of the straps may be from the part viewed from the P-line arrow to the part viewed from the Q-line, and the other strap may be from the other part from the part viewed from the P-line arrow to the part viewed from the Q-line.

[0043] Further, in this embodiment, by using a pair of fastener 26, although the anti-deployment direction side end portion 22B of the intermediate portion 24B and the air bag door 22 of the straps 24 and displaced relative linked, wherein In the case of the present invention described in Item 1, both may be fixedly connected. For example, the intermediate portion 24 </ b> B of the strap 24 is connected to the end 2
A configuration of burying by insert molding in 2B may be adopted.

Further, in the present embodiment, two portions, each of which is viewed from the P-line arrow, which is a connecting portion between the intermediate portion 24B of the strap 24 and the opposite end 22B of the airbag door 22, are provided. The present invention is not limited to this. For example, three or more places may be provided by additionally providing a locking member 26 at the center between a pair of P-line arrows.

[0045]

As described above, in the passenger airbag device according to the first aspect of the present invention, the connecting portion between the airbag door and the deployment angle regulating means is connected to the case and the deployment angle regulating means. Since it is set inside the part, there is an excellent effect that the deployment angle of the airbag door can be restricted to a predetermined angle without increasing the weight of the entire device.

Further, an airbag device for a passenger seat according to the present invention is provided.
The position is determined from the thickness (t) of the airbag door and the reversal amount (δ) of the outer end of the end opposite to the deployment center which is reversed when the deployment angle of the airbag door is regulated by the deployment angle regulating means. The radius (r) of the outer end at the time of inversion and the opening width of the case
(L ₂ ) , the distance (L ₁ ) between the connecting portion between the opposite end of the non-deployment center and the deployment angle regulating means was determined based on
It has an excellent effect that the above effects can be further ensured.

Further, the assistant according to the present invention described in claim 2
The airbag device for a seat has a deployment angle restricting means constituted by a band-shaped member composed of both end portions serving as a connection portion with the case and an intermediate portion serving as a connection portion with the airbag door. Because the airbag door is connected to the airbag door so as to be relatively displaceable, in addition to the above-described effects, it is possible to maintain a reliable connection state between the intermediate portion of the band-shaped member and the end of the airbag door opposite to the center of deployment. Has the effect.

[Brief description of the drawings]

FIG. 1 is a schematic view showing a deployed state of an airbag device for a passenger seat according to an embodiment of the present invention, as viewed from the direction of arrow A in FIG.

FIG. 2 is an enlarged perspective view showing a locking device shown in FIG. 1;

FIG. 3 is a longitudinal sectional view showing an airbag device for a passenger seat according to the present embodiment.

FIG. 4 is a schematic view corresponding to FIG. 1 and showing a state in which an R-line section of the airbag door is inverted.

FIG. 5 is an explanatory diagram for explaining an effect obtained by using the locking tool shown in FIG. 2;

FIG. 6 is an explanatory diagram for explaining a behavior of a portion viewed from the R-line arrow.

FIG. 7 is a graph showing the relationship between the radius at the time of inversion of the R-line arrow portion and the amount of inversion and the degree of reinforcement.

FIG. 8 is a longitudinal sectional view showing a passenger seat airbag device according to a conventional example.

FIG. 9 is a schematic view corresponding to FIG. 1 for explaining a problem when the strap structure shown in FIG. 8 is employed.

[Explanation of symbols]

 Reference Signs List 10 airbag device 12 instrument panel 12A top 16 airbag case 18 inflator (gas generating means) 20 bag body 22 airbag door 22A deployment center end 22B counter deployment center end 24 strap (deployment angle regulating means) 24A Both ends 24B Middle part 26 Locking device 28 Windshield glass

Claims (2)

(57) [Claims] 1. A gas generating means for generating gas when the vehicle suddenly decelerates, a bag disposed in a folded state around the gas generating means, and inflated by gas from the gas generating means, a gas generating means and a bag And a case in which the opening end is arranged at the top of the instrument panel of the vehicle, and normally, the opening end of the case is closed, and when the vehicle suddenly decelerates, it is deployed to the windshield glass side of the vehicle. An airbag door, a deployment angle restriction for connecting the case to an opposite end of the airbag door opposite to the deployment center side opposite to the deployment center side end, and for limiting the deployment angle of the airbag door to a predetermined angle. Means, a passenger seat airbag device, comprising: a connection portion between the airbag door and the deployment angle regulating device, inside a connection portion between the case and the deployment angle regulating device. Setting , and further, the thickness (t) of the airbag door and the deployment
Angle deployment means regulates the deployment angle of the airbag door
Inversion of the outer end of the non-deployment center side end that is inverted when
Inversion radius (r) of the outer end determined from the quantity (δ)
And the opening width (L ₂ ) of the case ,
Between the connecting portion between the end of the anti-deployment center and the deployment angle regulating means
Characterized in that the distance (L ₁ ) is determined . 2. A gas generating means for generating gas at the time of rapid deceleration of a vehicle, a bag disposed in a folded state around the gas generating means, and inflated by gas from the gas generating means, a gas generating means and a bag. And a case in which the opening end is arranged at the top of the instrument panel of the vehicle, and normally, the opening end of the case is closed, and when the vehicle suddenly decelerates, it is deployed to the windshield glass side of the vehicle. An airbag door, a deployment angle restriction for connecting the case to an opposite end of the airbag door opposite to the deployment center side opposite to the deployment center side end, and for limiting the deployment angle of the airbag door to a predetermined angle. Means, a passenger seat airbag device, comprising: a connection portion between the airbag door and the deployment angle regulating device, inside a connection portion between the case and the deployment angle regulating device. Setting while the end portions serving as connecting portions with the casing, said airbag
And a middle part serving as a connection part with the good door.
The deployment angle regulating means is constituted by
Is connected so as to be relatively displaceable with respect to the airbag door.
An airbag device for a passenger seat.