JP3631980B2

JP3631980B2 - Crew restraint system

Info

Publication number: JP3631980B2
Application number: JP2001175066A
Authority: JP
Inventors: 孝志青木; 英俊内海; 史治落合; 直彦斉田; 雄一斉藤
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2001-06-11
Filing date: 2001-06-11
Publication date: 2005-03-23
Anticipated expiration: 2021-06-11
Also published as: JP2002362290A

Description

【０００１】
【発明の属する技術分野】
本発明は、車体のドア開口部の上縁に沿って折り畳み状態のエアバッグを配置し、車両の衝突時にインフレータが発生するガスでエアバッグを膨張させて車室の側部内面に沿ってカーテン状に展開させる乗員拘束装置に関する。
【０００２】
【従来の技術】
かかる乗員拘束装置は、例えば、特開２０００−３３８４７号公報、特開平１１−２３５９６５号公報により公知である。また折り畳んだエアバッグが収納されるルーフサイドレールの近傍に外力の作用により圧潰する衝撃吸収部材を設け、エアバッグが展開しない軽衝突時に乗員との二次衝突の衝撃を吸収するものも知られている。
【０００３】
【発明が解決しようとする課題】
ところで、衝撃吸収部材をルーフサイドレールやルーフガーニッシュに予め取り付けておき、折り畳んだエアバッグを後からルーフサイドレールに取り付けようとすると、衝撃吸収部材の取付作業およびエアバッグの取付作業の両方が必要になって作業能率が低下するだけでなく、エアバッグが衝撃吸収部材に干渉して作業性が悪化するという問題があった。また従来の衝撃吸収部材は可撓性を有していないため、それを湾曲したルーフサイドレールに沿って取り付けるためには複数に分割する必要があり、そのために作業能率が更に低下するという問題があった。
【０００４】
本発明は前述の事情に鑑みてなされたもので、エアバッグおよび衝撃吸収部材の取付作業性を向上させることを目的とする。
【０００５】
【課題を解決するための手段】
上記目的を達成するために、請求項１に記載された発明によれば、車体のドア開口部の上縁に沿って折り畳み状態のエアバッグを配置し、車両の衝突時にインフレータが発生するガスでエアバッグを膨張させて車室の側部内面に沿ってカーテン状に展開させる乗員拘束装置において、エアバッグの上縁には、その上縁より上方に各々突出し且つ車体前後方向に互いに間隔をおいて並ぶ複数の衝撃吸収部材支持部を、該エアバッグの基布自体により、前後を開放した筒状として各々形成すると共に、それら複数の衝撃吸収部材支持部に、エアバッグの上縁に沿って延び且つ該エアバッグの折り畳んだ部分の上側に隣接する円筒状の衝撃吸収部材を挿通、支持させて、該衝撃吸収部材支持部によりエアバッグと衝撃吸収部材とを一体化し、各衝撃吸収部材支持部の上端を車体に固定することで、前記一体化したエアバッグ及び衝撃吸収部材を、該衝撃吸収部材が金属パネルに当接するように車体に固定したことを特徴とする乗員拘束装置が提案される。
【０００６】
上記構成によれば、エアバッグの上縁には、その上縁より上方に各々突出し且つ車体前後方向に互いに間隔をおいて並ぶ複数の衝撃吸収部材支持部を、該エアバッグの基布自体により、前後を開放した筒状として各々形成すると共に、それら複数の衝撃吸収部材支持部に、エアバッグの上縁に沿って延び且つエアバッグの折り畳んだ部分の上側に隣接する円筒状の衝撃吸収部材を挿通、支持させて、該衝撃吸収部材支持部によりエアバッグと衝撃吸収部材とを一体化し、各衝撃吸収部材支持部の上端を車体に固定することで、前記一体化したエアバッグ及び衝撃吸収部材を車体に固定するので、それらを別個に車体に取り付ける場合に比べて取付作業性が大幅に向上する。しかもその衝撃吸収部材支持部によりエアバッグに一体化された衝撃吸収部材が金属パネルに当接するように車体に固定されるので、二次衝突の荷重で衝撃吸収部材を確実に圧潰させて衝撃吸収効果を高めることができる。
【０００７】
また請求項２に記載された発明によれば、車体のドア開口部の上縁に沿って折り畳み状態のエアバッグを配置し、車両の衝突時にインフレータが発生するガスでエアバッグを膨張させて車室の側部内面に沿ってカーテン状に展開させる乗員拘束装置において、エアバッグの上縁には、その上縁より上方に各々突出し且つ車体前後方向に互いに間隔をおいて並ぶ複数の衝撃吸収部材支持部を、該エアバッグの基布自体により、前後を開放した筒状として各々形成すると共に、それら複数の衝撃吸収部材支持部に、可撓性を有してエアバッグの上縁に沿って延び且つ該エアバッグの折り畳んだ部分の上側に隣接する円筒状の衝撃吸収部材を挿通、支持させて、該衝撃吸収部材支持部により折り畳んだエアバッグと衝撃吸収部材とを一体化し、各衝撃吸収部材支持部の上端を車体に固定することで、前記一体化したエアバッグ及び衝撃吸収部材を車体に固定したことを特徴とする乗員拘束装置が提案される。
【０００８】
上記構成によれば、エアバッグの上縁には、その上縁より上方に各々突出し且つ車体前後方向に互いに間隔をおいて並ぶ複数の衝撃吸収部材支持部を、エアバッグの基布自体により、前後を開放した筒状として各々形成すると共に、それら複数の衝撃吸収部材支持部に、可撓性を有してエアバッグの上縁に沿って延び且つエアバッグの折り畳んだ部分の上側に隣接する円筒状の衝撃吸収部材を挿通、支持させて、該衝撃吸収部材支持部により折り畳んだエアバッグと衝撃吸収部材とを一体化し、各衝撃吸収部材支持部の上端を車体に固定することで、前記一体化したエアバッグ及び衝撃吸収部材を車体に固定するので、それらを別個に車体に取り付ける場合に比べて取付作業性が大幅に向上し、しかも衝撃吸収部材が可撓性を有するので車体形状に合わせて容易に湾曲させることができる。
【０００９】
また請求項３に記載された発明によれば、請求項２の構成に加えて、衝撃吸収部材をコルゲートパイプで構成したことを特徴とする乗員拘束装置が提案される。
【００１０】
上記構成によれば、衝撃吸収部材をコルゲートパイプで構成したので、必要な可撓性および衝撃吸収効果を併せ持たせることができる。
【００１１】
尚、実施例のインナー部材３７，４１は本発明の金属パネルに対応する。
【００１２】
【発明の実施の形態】
以下、本発明の実施の形態を、添付図面に示した本発明の実施例に基づいて説明する。図１〜図１４は本発明の第１実施例を示すもので、図１は自動車の車室内部を示す斜視図、図２は乗員拘束装置のエアバッグが展開した状態を示す、前記図１に対応する図、図３はエアバッグが展開した乗員拘束装置の拡大図、図４は乗員拘束装置の分解斜視図、図５は図１の５−５線拡大断面図、図６は図１の６−６線拡大断面図、図７は図１の７−７線拡大断面図、図８は図１の８−８線拡大断面図、図９は図３の９−９線拡大断面図、図１０は図５の１０−１０線拡大断面図、図１１は図４の１１方向矢視図、図１２は図７の１２方向矢視図、図１３は展開したエアバッグ後部近傍の拡大図、図１４はフロントシートに着座した乗員の正面図である。
【００１３】
図１に示すように、車両の車体側面にはフロントピラー１１およびセンターピラー１２間にフロントドア１３が取り付けられるドア開口部１４が形成され、センターピラー１２およびリヤピラー１５間にリヤドア１６が取り付けられるドア開口部１７が形成される。フロントピラー１１の上端とリヤピラー１５の上端とを接続するように車体前後方向に延びるルーフサイドレール１８（図５参照）はフロントドア１３およびリヤドア１６のドア開口部１４，１７の上縁を区画しており、このルーフサイドレール１８に沿って乗員拘束装置Ｃが設けられる。尚、乗員拘束装置Ｃは、実質的に同一構造のものが車体の左右両側にそれぞれ設けられているが、以下その代表として車体の右側に設けられたものについて説明する。
【００１４】
図２に示すように、車両の側面衝突時あるいはロールオーバー時に所定値以上の加速度が検出されると、車体の内部側面、即ちフロントピラー１１、センターピラー１２、リヤピラー１５、フロントドア１３のドアガラス１３ａおよびリヤドア１６のドアガラス１６ａと、フロントシートおよびリヤシートに座った乗員との間に遮るように、乗員拘束装置Ｃのエアバッグ２１がドア開口部１４，１７の上縁から下向きにカーテン状に展開する。
【００１５】
図３に示すように、車体前後方向に延びるエアバッグ２１は略同一形状の第１基布２５および第２基布２６（図９参照）を２重に重ね合わせて縫製２７したものであり、その縫製２７によって複数個（例えば１３個）のセル２８…と、上部連通路２９とが形成される。リヤピラー１５の内部に収納されたインフレータ３０から前方に延びるガス供給パイプ３１の前端は上部連通路２９内に挿入され、その上部連通路２９から下向きに分岐する前記１３個のセル２８…の下端は閉塞される。ガス供給パイプ３１が上部連通路２９内に挿入される部分は金属バンド２２（図１３参照）で締結される。
【００１６】
尚、エアバッグ２１のフロントピラー１１の後側に対応する位置と、センターピラー１２の後側に対応する位置とには、セル２８…が形成されない非膨張部２１ｂ，２１ｃが設けられる。
【００１７】
図１３に拡大して示すように、インフレータ３０から前方に延びるガス供給パイプ３１の直径はエアバッグ２１の上部連通路２９の直径よりも小さいため、上部連通路２９を区画する縫製２７の一部で形成したパイプ支持部２７ａ，２７ａでガス供給パイプ３１を位置決めし、そのガス供給パイプ３１の先端開口部を上部連通路２９の中心に位置させている。このように、エアバッグ２１の縫製２７の一部を変更するだけでガス供給パイプ３１を上部連通路２９に対して位置決めするので、位置決めのための特別の部品が不要になってコストの削減に寄与することができる。
【００１８】
エアバッグ２１の上縁に沿って複数個（例えば５個の）の衝撃吸収部材支持部２１ａ…が設けられており、コルゲートパイプよりなる衝撃吸収部材３３が前記衝撃吸収部材支持部２１ａ…によってエアバッグ２１と一体化される。図１０に示すように、衝撃吸収部材３３はアルミニウム製の本体部３３ａと内外の紙製の被覆３３ｂ，３３ｃとを積層して円形断面の蛇腹状に形成したもので、外部からの荷重により潰れて有効な衝撃吸収効果を発揮する。ルーフ３４はアウター部材３５、センター部材３６およびインナー部材３７から構成されており、エアバッグ２１の後側の４個の衝撃吸収部材支持部２１ａ…の上端は各２本のボルト３８，３８でインナー部材３７に固定される（図５〜図７参照）。フロントピラー１１はアウター部材３９、センター部材４０およびインナー部材４１から構成されており、エアバッグ２１の前端の衝撃吸収部材支持部２１ａの上端は２本のボルト３８，３８でインナー部材４１に固定される（図８参照）。
【００１９】
このように、折り畳んだエアバッグ２１と衝撃吸収部材３３とを予め一体化してモジュールを構成したので、それらを別個に車体に取り付ける場合に比べて取付作業が容易になり、作業能率の向上および組付精度の向上が可能になる。しかも折り畳んだエアバッグ２１およびコルゲートパイプより衝撃吸収部材３３は共に可撓性を有しているため、湾曲したルーフサイドレール１８に沿うように配置することが容易である。
【００２０】
図４から明らかなように、折り畳み状態のエアバッグ２１は、不織布で形成したエアバッグカバー４２の内部に収納される。エアバッグカバー４２は、長方形の布片を筒状にして下縁に沿って縫製したもので、ルーフサイドレール１８に対向する側面に容易に破断するスリット４２ａ…がミシン目状に形成される。またエアバッグ２１の上端から突出する衝撃吸収部材支持部２１ａ…が、エアバッグカバー４２の上面に形成した開口４２ｂ…を通過して上方に突出する。その各々の衝撃吸収部材支持部２１ａは、エアバッグ２１の基布自体により、前後を開放した筒状として形成され、該支持部２１ａ内にコルゲートパイプより衝撃吸収部材３３が挿通、支持される。
【００２１】
図５から明らかなように、アウター部材４３、センター部材４４およびインナー部材４５から構成されたルーフサイドレール１８の下端には、リヤドア１６（あるいはフロントドア１３）に当接可能なウエザーストリップ４６が設けられる。ルーフ３４の下面に沿うように配置された合成樹脂製のルーフガーニッシュ４７の端縁は、ルーフサイドレール１８の下端から車室側に突出したウエザーストリップ４６の端縁に係止される。車室に対向するルーフガーニッシュ４７の下面は表皮材４９で被覆されており、この表皮材４９はルーフガーニッシュ４７の端縁において下面側から上面側に回り込んでいる。これにより、衝撃が加わったときに合成樹脂製のルーフガーニッシュ４７の端縁が割れて飛散するのを防止することができる。
【００２２】
図４および図６から明らかなように、ルーフサイドレール１８から下向きに延びるセンターピラー１２はアウトサイドパネル６５、スチフナ６６およびセンターピラーインナー６７から構成されており、ルーフ３４のインナー部材３７とセンターピラー１２のセンターピラーインナー６７とに亘ってフロントブラケット５０が装着される。フロントブラケット５０は金属板を折り曲げたもので、その上部がルーフ３４のインナー部材３７に重ねられた状態で、エアバッグ２１の衝撃吸収部材支持部２１ａと共に２本のボルト３８，３８で固定され、またその下部がセンターピラー１２のセンターピラーインナー６７に２本のボルト５１，５１で固定される。
【００２３】
フロントブラケット５０の中間には車室側に突出する突出部５２が形成されており、突出部５２の上面に形成したガイド面５２ａが折り畳んだエアバッグ２１の下端に対向するとともに、突出部５２の下面に形成した２個の係止孔５２ｂ，５２ｂに、センターピラーガーニッシュ５３の上部内面に突設した係止爪５３ａ，５３ａが係合する。尚、センターピラーガーニッシュ５３の内面には、乗員の二次衝突の衝撃を吸収すべく多数の衝撃吸収リブ（図示せず）が形成される。
【００２４】
しかして、特別のクリップ等を用いることなく、センターピラーガーニッシュ５３の上部をセンターピラー１２に固定することができ、しかもクリップを用いた場合に比べてセンターピラーガーニッシュ５３を強固に固定することができる。そしてルーフガーニッシュ４７の下縁が、フロントブラケット５０の突出部５２の頂面５２ｃとセンターピラーガーニッシュ５３の上端内面との間に挟まれて固定される。
【００２５】
図４、図７および図１２から明らかなように、ルーフサイドレール１８から下向きに延びるリヤピラー１５はアウター部材５４、センター部材５５およびインナー部材５６から構成されており、ルーフ３４のインナー部材３７とリヤピラー１５のインナー部材５６とに亘ってリヤブラケット５７が装着される。リヤブラケット５７はフロントブラケット５０と略同一形状であり、その上部がルーフ３４のインナー部材３７に重ねられた状態で、エアバッグ２１の衝撃吸収部材支持部２１ａと共に２本のボルト３８，３８で固定され、その下部がリヤピラー１５のインナー部材５６に２本のボルト５８，５８で固定される。リヤブラケット５７の中間には車室側に突出する突出部５９が形成されており、突出部５９の上面に形成したガイド面５９ａが折り畳んだエアバッグ２１の下端に対向する。
【００２６】
リヤピラー１５のインナー部材５６にクリップ６０で固定されたリヤピラーガーニッシュ６１は、その上端に車体外側に折れ曲がったフランジ６１ａを備えており、ルーフガーニッシュ４７の下縁にも前記リヤピラーガーニッシュ６１のフランジ６１ａに突き合わされるフランジ４７ａが形成される。ルーフガーニッシュ４７のフランジ４７ａは、下向きに突出する複数個（実施例では５個）の係止爪４７ｂ…を備えており、これらの係止爪６１ｂ…はリヤピラーガーニッシュ６１のフランジ６１ａの裏面に係合する。尚、リヤピラーガーニッシュ６１の内面には、乗員の二次衝突の衝撃を吸収すべく多数の衝撃吸収リブ（図示せず）が形成される。
【００２７】
図２、図８および図１１に示すように、フロントピラー１１の前面にはラバー部材６２を介してフロントガラス６３の側縁が支持されており、このラバー部材６２とフロントピラー１１の後面に設けたウエザーストリップ４８との間に、断面が弧状に湾曲するフロントピラーガーニッシュ６４が取り付けられる。フロントピラーガーニッシュ６４の上半部は中空であり、そこにエアバッグ２１の前端の折り畳まれた非膨張部２１ｂと、衝撃吸収部材３３の前端部とが収納される。そしてエアバッグ２１および衝撃吸収部材３３が収納されないフロントピラーガーニッシュ６４の下半部の内面には、衝撃吸収用の多数の衝撃吸収リブ６４ａ…が一体に形成される。
【００２８】
このように、フロントピラーガーニッシュ６４の上半部に衝撃吸収部材３３を収納し、フロントピラーガーニッシュ６４の下半部に多数の衝撃吸収リブ６４ａ…を形成したことにより、フロントピラー１１内にエアバッグ２１の前端部を収納しながら、フロントピラー１１の全長に亘って衝撃吸収効果を発揮させることができる。しかもエアバッグ２１の前端部を収納するフロントピラーガーニッシュ６４の上半部に衝撃吸収リブ６４ａ…が形成されていないため、エアバッグ２１の展開時にフロントピラーガーニッシュ６４を容易に撓ませてエアバッグ２１のスムーズな展開を可能にし、かつフロントピラーガーニッシュ６４の一部が割れて飛散するのを確実に防止することができる。
【００２９】
図１３から明らかなように、エアバッグ２１の上部連通路２９の内部に延びるガス供給パイプ３１の先端は、後輪６８のホイールハウス６９の前端よりも距離αだけ後方に位置している。車両の側面衝突時にガス供給パイプ３１が損傷するとエアバッグ２１の正常な展開が妨げられる場合があるが、後輪６８のホイールハウス６９は幅広のリヤピラー１５に近傍に位置して車体の変形に対する剛性を高めるため、そのホイールハウス６９の前端からガス供給パイプ３１の先端が突出しないように配置することで、側面衝突時におけるガス供給パイプ３１の損傷を効果的に防止することができる。しかも、フロントピラー１１よりも幅広で剛性が高いリヤピラー１５にインフレータ３０を収納したので、インフレータ３０の保護効果も向上する。
【００３０】
図１に示すように、前部側突センサ７１および後部側突センサ７２が電子制御ユニット７３に接続されており、電子制御ユニット７３が両加速度センサ７１，７２からの信号に基づいて車両の側面衝突（あるいは車両のロールオーバー）１検知すると、エアバッグ２１を展開すべくインフレータ３０に作動信号を出力する。
【００３１】
図１４に示すように、フロントシート７４に着座した乗員を拘束するためのシートベルト装置７５は、一端がシートフレーム７６に固定され、他端がタング７７に形成したスリットを摺動自在に貫通するラップベルト７８と、一端がラップベルト７８の他端に一体に連なり、センターピラー１２に設けたスリップガイド７９を経由して、他端がセンターピラー１２の下部に設けたリトラクタ８０に巻き取られるショルダーベルト８１とを備える。通常時、タング７７をシートフレーム７６に固定したバックル８２に結合すべく引っ張ると、ショルダーベルト８１はリトラクタ８０から自由に引き出すことが可能であるが、図示せぬ正突センサが車両の正面衝突を検知すると、公知のプリテンショナを内蔵したリトラクタ８０はショルダーベルト８１の他端を引き込むように作動し、乗員をフロントシート７４に確実に拘束する。
【００３２】
次に、上記実施例の作用について説明する。
【００３３】
前部側突センサ７１および後部側突センサ７２により車両の側面衝突が検知されると電子制御ユニット７３からの指令でインフレータ３０が作動し、インフレータ３０内に蓄圧されたガスがガス供給パイプ３１および上部連通路２９を経て１３個のセル２８…に流入し、それら１３個のセル２８…を膨張させる。エアバッグ２１の膨張によりエアバッグカバー４２のスリット４２ａ…が破断し、拘束を解かれたエアバッグ２１が下方に展開する。
【００３４】
図５に示すように、フロントドア１３およびリヤドア１６のドア開口部１４，１７では、展開するエアバッグ２１の圧力でルーフガーニッシュ４７の下縁が下方に押し下げられてウエザーストリップ４６との係合が外れ、そこに形成された開口を通ってエアバッグ２１が車室内に下向きに展開する。
【００３５】
また図６に示すように、センターピラー１２の位置では、展開するエアバッグ２１の圧力でルーフガーニッシュ４７の下縁が下方に押し下げられてセンターピラーガーニッシュ５３の上端との係合が外れ、そこに形成された開口を通ってエアバッグ２１が車室内に下向きに展開する。
【００３６】
ところで、センターピラー１２の車室側側面を覆うセンターピラーガーニッシュ５３は、センターピラー１２ではなくフロントブラケット５０に固定されているため、車両が側面衝突してルーフサイドレール１８に対してセンターピラー１２の上部が変形しても、フロントブラケット５０の上部に支持したエアバッグ２１とセンターピラーガーニッシュ５３との位置関係が変化し難くなる。従って、センターピラーガーニッシュ５３をクリップではなく係止爪５３ａ，５３ａでフロントブラケット５０に強固に固定したことと相俟って、展開するエアバッグ２１がセンターピラーガーニッシュ５３の上端に引っ掛かり難くして確実な展開を保証することができる。
【００３７】
しかも、展開するエアバッグ２１は、フロントブラケット５０の突出部５２の傾斜したガイド面５２ａに案内されて車室内に向けて斜め下方に案内されるため、センターピラーガーニッシュ５３との干渉を回避してエアバッグ２１を一層スムーズに展開させることができる。
【００３８】
また図７に示すように、リヤピラー１５の位置では、展開するエアバッグ２１の圧力でルーフガーニッシュ４７の下縁が下方に押し下げられてリヤピラーガーニッシュ６１の上端との係合が外れ、そこに形成された開口を通ってエアバッグ２１が車室内に下向きに展開する。このとき、展開するエアバッグ２１は、リヤブラケット５７の突出部５９の傾斜したガイド面５９ａに案内されて車室内に向けて斜め下方に案内されるため、リヤピラーガーニッシュ４７との干渉を回避してエアバッグ２１をスムーズに展開させることができる。
【００３９】
更に、ルーフガーニッシュ４７の下縁近傍は突出部５９の頂面５９ｂとリヤピラーガーニッシュ６１のフランジ６１ａとにより両側から挟まれて位置決めされるため、両者のフランジ４７ａ，６１ａは段差を発生せずに突き合わされて美観が向上する。しかもエアバッグ２１の展開時にルーフガーニッシュ４７の係止爪４７ｂ…が撓んでリヤピラーガーニッシュ６１のフランジ６１ａから簡単に外れるため、ルーフガーニッシュ４７とリヤピラーガーニッシュ６１との間にエアバッグ２１が展開する開口を確実に形成することができる。仮に、ルーフガーニッシュ４７の下縁全体をリヤピラーガーニッシュ６１の上縁の裏面に係合させると、エアバッグ２１の展開時にルーフガーニッシュ４７の下縁をリヤピラーガーニッシュ６１の上縁からスムーズに分離させるのが難しくなる。
【００４０】
また図８に示すように、フロントピラー１１の位置では、展開するエアバッグ２１の圧力でフロントピラーガーニッシュ６４の後縁が下方に押し下げられてウエザーストリップ４８との係合が外れ、そこに形成された開口を通ってエアバッグ２１が車室内に下向きに展開する。
【００４１】
側面衝突により発生する加速度が所定値以下の場合には乗員拘束装置Ｃは作動しないが、その衝撃で乗員がルーフサイドレール１８に臨むルーフガーニッシュ４７の下縁、あるいはフロントピラーガーニッシュ６４の上部に二次衝突した場合には、コルゲートパイプよりなる衝撃吸収部材３３が押し潰されて衝撃を吸収するだけでなく、折り畳まれたエアバッグ２１も衝撃吸収効果を高める機能を発揮する。このとき、衝撃吸収部材３３はルーフ３４のインナー部材３７あるいはフロントピラー１１のインナー部材４１に当接する状態で支持されているため（図５〜図８参照）、それらインナー部材３７，４１に押し付けられて確実に圧潰し、二次衝突の衝撃を効果的に吸収することができる。
【００４２】
電子制御ユニット７３に接続されたリトラクタ８０のプリテンショナは、車両の正面衝突時に作動するだけでなく、前部側突センサ７１および後部側突センサ７２により車両の側面衝突が検知された場合にも作動する。従って、車両の側面衝突時にエアバッグ２１の展開に先立ち、シートベルト装置７５のラップベルト７８およびショルダーベルト８１にプリテンショナで張力を与え、下向きに展開するエアバッグ２１と干渉してショルダーベルト８１が乗員の肩からずれるのを確実に防止することができる。
【００４３】
次に、図１５に基づいて本発明の第２実施例を説明する。
【００４４】
第１実施例ではエアバッグ２１に一体に形成した衝撃吸収部材支持部２１ａで衝撃吸収部材３３を挟んで固定していたが、第２実施例は衝撃吸収部材支持部２１ａおよび衝撃吸収部材３３に金属バンド９１を巻き付けることで、両者を更に強固に一体化したものである。
【００４５】
次に、図１６に基づいて本発明の第３実施例を説明する。
【００４６】
第１実施例ではエアバッグ２１の外部に衝撃吸収部材３３を配置していたが、第３実施例はエアバッグ２１の上部連通路２９に衝撃吸収部材３３を挿入することで両者を一体化したものである。この場合、衝撃吸収部材３３に形成した多数の通孔３３ａ…を介して各セル２８…にガスが配分される。
【００４７】
以上、本発明の実施例を詳述したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。
【００４８】
例えば、エアバッグ２１および衝撃吸収部材３３を一体化する手段は実施例に限定されず、任意の手段を採用することができる。また実施例ではフロントピラー１１からリヤピラー１５まで１本の衝撃吸収部材３３を延ばしているが、衝撃吸収部材３３は適宜の位置で分割することができる。
【００４９】
【発明の効果】
以上のように請求項１に記載された発明によれば、エアバッグの上縁には、その上縁より上方に各々突出し且つ車体前後方向に互いに間隔をおいて並ぶ複数の衝撃吸収部材支持部を、該エアバッグの基布自体により、前後を開放した筒状として各々形成すると共に、それら複数の衝撃吸収部材支持部に、エアバッグの上縁に沿って延び且つエアバッグの折り畳んだ部分の上側に隣接する円筒状の衝撃吸収部材を挿通、支持させて、該衝撃吸収部材支持部によりエアバッグと衝撃吸収部材とを一体化し、各衝撃吸収部材支持部の上端を車体に固定することで、前記一体化したエアバッグ及び衝撃吸収部材を車体に固定するので、それらを別個に車体に取り付ける場合に比べて取付作業性が大幅に向上する。しかもその衝撃吸収部材支持部によりエアバッグに一体化された衝撃吸収部材が金属パネルに当接するように車体に固定されるので、二次衝突の荷重で衝撃吸収部材を確実に圧潰させて衝撃吸収効果を高めることができる。
【００５０】
また請求項２に記載された発明によれば、エアバッグの上縁には、その上縁より上方に各々突出し且つ車体前後方向に互いに間隔をおいて並ぶ複数の衝撃吸収部材支持部を、エアバッグの基布自体により、前後を開放した筒状として各々形成すると共に、それら複数の衝撃吸収部材支持部に、可撓性を有してエアバッグの上縁に沿って延び且つエアバッグの折り畳んだ部分の上側に隣接する円筒状の衝撃吸収部材を挿通、支持させて、該衝撃吸収部材支持部により折り畳んだエアバッグと衝撃吸収部材とを一体化し、各衝撃吸収部材支持部の上端を車体に固定することで、前記一体化したエアバッグ及び衝撃吸収部材を車体に固定するので、それらを別個に車体に取り付ける場合に比べて取付作業性が大幅に向上し、しかも衝撃吸収部材が可撓性を有するので車体形状に合わせて容易に湾曲させることができる。
【００５１】
また請求項３に記載された発明によれば、衝撃吸収部材をコルゲートパイプで構成したので、必要な可撓性および衝撃吸収効果を併せ持たせることができる。
【図面の簡単な説明】
【図１】自動車の車室内部を示す斜視図
【図２】乗員拘束装置のエアバッグが展開した状態を示す、前記図１に対応する図
【図３】エアバッグが展開した乗員拘束装置の拡大図
【図４】乗員拘束装置の分解斜視図
【図５】図１の５−５線拡大断面図
【図６】図１の６−６線拡大断面図
【図７】図１の７−７線拡大断面図
【図８】図１の８−８線拡大断面図
【図９】図３の９−９線拡大断面図
【図１０】図５の１０−１０線拡大断面図
【図１１】図４の１１方向矢視図
【図１２】図７の１２方向矢視図
【図１３】展開したエアバッグ後部近傍の拡大図
【図１４】フロントシートに着座した乗員の正面図
【図１５】本発明の第２実施例に係る、衝撃吸収部材支持部の拡大斜視図
【図１６】本発明の第３実施例に係る、前記図３に対応する図
【符号の説明】
１４ドア開口部
１７ドア開口部
２１エアバッグ
３０インフレータ
３３衝撃吸収部材
３７インナー部材（金属パネル）
４１インナー部材（金属パネル）[0001]
BACKGROUND OF THE INVENTION
According to the present invention, a folded airbag is disposed along the upper edge of the door opening of the vehicle body, and the airbag is inflated with gas generated by an inflator at the time of a vehicle collision so that a curtain is formed along the inner surface of the side portion of the passenger compartment. The present invention relates to an occupant restraint device that is deployed in a shape.
[0002]
[Prior art]
Such an occupant restraint device is known, for example, from Japanese Patent Laid-Open No. 2000-33847 and Japanese Patent Laid-Open No. 11-235965. Also known is a shock absorbing member that is crushed by the action of an external force near the roof side rail where the folded airbag is stored to absorb the impact of a secondary collision with the occupant during a light collision when the airbag does not deploy. ing.
[0003]
[Problems to be solved by the invention]
By the way, if the shock absorbing member is attached to the roof side rail or roof garnish in advance, and the folded airbag is to be attached to the roof side rail later, both the shock absorbing member mounting operation and the airbag mounting operation are required. As a result, not only the work efficiency is lowered, but also the air bag interferes with the impact absorbing member and the workability is deteriorated. Further, since the conventional shock absorbing member is not flexible, it needs to be divided into a plurality of parts in order to attach it along the curved roof side rail, and the work efficiency is further reduced. there were.
[0004]
The present invention has been made in view of the above circumstances, and an object thereof is to improve the workability of attaching an airbag and an impact absorbing member.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, a folded airbag is arranged along the upper edge of the door opening of the vehicle body, and the gas generated by the inflator at the time of vehicle collision is used. In an occupant restraint device that inflates an airbag and deploys in a curtain shape along the inner side surface of the passenger compartment, the upper edge of the airbag protrudes above the upper edge and is spaced from each other in the longitudinal direction of the vehicle body. A plurality of shock absorbing member support portions arranged side by side are each formed in a cylindrical shape with the front and rear opened by the airbag base fabric itself, and the plurality of shock absorbing member support portions are formed along the upper edge of the airbag. extending and inserting the cylindrical impact absorbing member adjacent to the upper side of the folded portion of the airbag, by supporting, by integrating the air bag and the impact absorbing member by the shock absorber support portions, each of the impact By fixing the upper end of the yield member support to the vehicle body, the occupant restraint system, characterized in that the air bag and the impact absorbing member in the integrated and fixed to the vehicle body such that the shock absorbing member is in contact with the metal panel Is proposed.
[0006]
According to the above configuration, the upper edge of the airbag has a plurality of impact absorbing member support portions that protrude above the upper edge and are arranged at intervals in the longitudinal direction of the vehicle body. A cylindrical shock absorbing member that is formed as a cylindrical shape that is open at the front and the rear and that extends along the upper edge of the airbag and is adjacent to the upper side of the folded portion of the airbag. the insertion, by supporting, that by the shock absorbing member support by integrating the air bag and the impact absorbing member, for fixing the upper ends of the shock absorber support portion on the vehicle body, the airbag and impact that the integrated Since the absorbing member is fixed to the vehicle body, the attachment workability is greatly improved as compared with the case where they are separately attached to the vehicle body. Moreover, since the shock absorbing member integrated with the airbag is fixed to the vehicle body by the shock absorbing member supporting portion so as to contact the metal panel, the shock absorbing member is surely crushed by the load of the secondary collision to absorb the shock. The effect can be enhanced.
[0007]
According to the second aspect of the present invention, the folded airbag is disposed along the upper edge of the door opening of the vehicle body, and the airbag is inflated with the gas generated by the inflator when the vehicle collides. In an occupant restraint device that is deployed in a curtain shape along the inner surface of a side portion of a chamber, a plurality of shock absorbing members that protrude above the upper edge of the airbag and that are arranged at intervals in the longitudinal direction of the vehicle body The support portions are each formed in a cylindrical shape with the front and rear opened by the airbag fabric itself, and the plurality of shock absorbing member support portions have flexibility along the upper edge of the airbag. extending and inserting the cylindrical impact absorbing member adjacent to the upper side of the folded portion of the airbag, by supporting, by integrating the air bag and the shock absorbing member folded by the shock absorbing member support, the opposition The upper end of the absorber support portion by fixing to the vehicle body, the occupant restraint system, characterized in that to fix the air bag and the impact absorbing member in the integrally to the vehicle body is proposed.
[0008]
According to the above configuration, the upper edge of the airbag has a plurality of impact absorbing member support portions that protrude upward from the upper edge and are arranged at intervals in the longitudinal direction of the vehicle body. Each of the shock absorbing member support portions is formed to be flexible and extends along the upper edge of the airbag and is adjacent to the upper side of the folded portion of the airbag. inserting a cylindrical shock-absorbing member, and is supported, by integrating the air bag and the shock absorbing member folded by the shock absorbing member support portion, for fixing the upper ends of the shock absorber support portion on the vehicle body, since fixing the airbag and the shock-absorbing member mentioned above integrated in the vehicle body, they separate mounting workability is greatly improved as compared with the case of mounting to the vehicle body, and since the shock absorbing member has a flexible body It can be readily curved to match the Jo.
[0009]
According to the invention described in claim 3, in addition to the structure of claim 2, there is proposed an occupant restraint device characterized in that the impact absorbing member is formed of a corrugated pipe.
[0010]
According to the above configuration, since the impact absorbing member is constituted by the corrugated pipe, the necessary flexibility and impact absorbing effect can be provided.
[0011]
In addition, the inner members 37 and 41 of an Example respond | correspond to the metal panel of this invention.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings. 1 to 14 show a first embodiment of the present invention. FIG. 1 is a perspective view showing the interior of an automobile. FIG. 2 shows a state in which an airbag of an occupant restraint device is deployed. 3 is an enlarged view of the occupant restraint device in which the airbag is deployed, FIG. 4 is an exploded perspective view of the occupant restraint device, FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. 1, and FIG. 6 is an enlarged sectional view taken along line 7-7 in FIG. 1, FIG. 8 is an enlarged sectional view taken along line 8-8 in FIG. 1, and FIG. 9 is an enlarged sectional view taken along line 9-9 in FIG. 10 is an enlarged cross-sectional view taken along line 10-10 in FIG. 5, FIG. 11 is a view in the direction of arrow 11 in FIG. 4, FIG. 12 is a view in the direction of arrow 12 in FIG. 14 and 14 are front views of the occupant seated on the front seat.
[0013]
As shown in FIG. 1, a door opening 14 to which a front door 13 is attached is formed between a front pillar 11 and a center pillar 12 on a side surface of the vehicle body, and a rear door 16 is attached between the center pillar 12 and the rear pillar 15. An opening 17 is formed. A roof side rail 18 (see FIG. 5) extending in the longitudinal direction of the vehicle body so as to connect the upper end of the front pillar 11 and the upper end of the rear pillar 15 defines the upper edges of the door openings 14 and 17 of the front door 13 and the rear door 16. An occupant restraint device C is provided along the roof side rail 18. The occupant restraint device C having substantially the same structure is provided on each of the left and right sides of the vehicle body. Hereinafter, the occupant restraint device C provided on the right side of the vehicle body will be described.
[0014]
As shown in FIG. 2, when acceleration of a predetermined value or more is detected at the time of side collision or rollover of the vehicle, the inner side of the vehicle body, that is, the front pillar 11, the center pillar 12, the rear pillar 15, and the door glass of the front door 13. The air bag 21 of the occupant restraint device C is curtained downward from the upper edges of the door openings 14 and 17 so as to block between the door glass 16a of the door 13a and the rear door 16 and the occupant sitting on the front seat and the rear seat. expand.
[0015]
As shown in FIG. 3, the airbag 21 extending in the front-rear direction of the vehicle body is formed by stitching 27 the first base fabric 25 and the second base fabric 26 (see FIG. 9) having substantially the same shape overlapped with each other. A plurality (for example, 13) of cells 28 and an upper communication passage 29 are formed by the sewing 27. The front end of the gas supply pipe 31 extending forward from the inflator 30 housed in the rear pillar 15 is inserted into the upper communication path 29, and the lower ends of the thirteen cells 28 branched downward from the upper communication path 29 are Blocked. The portion where the gas supply pipe 31 is inserted into the upper communication passage 29 is fastened by the metal band 22 (see FIG. 13).
[0016]
Note that non-inflatable portions 21b and 21c where the cells 28 are not formed are provided at a position corresponding to the rear side of the front pillar 11 of the airbag 21 and a position corresponding to the rear side of the center pillar 12.
[0017]
As shown in an enlarged view in FIG. 13, since the diameter of the gas supply pipe 31 extending forward from the inflator 30 is smaller than the diameter of the upper communication path 29 of the airbag 21, a part of the sewing 27 that defines the upper communication path 29. The gas supply pipe 31 is positioned by the pipe support portions 27 a and 27 a formed in the above, and the tip opening of the gas supply pipe 31 is positioned at the center of the upper communication path 29. As described above, the gas supply pipe 31 is positioned with respect to the upper communication passage 29 by only changing a part of the sewing 27 of the airbag 21, so that no special parts for positioning are required, thereby reducing the cost. Can contribute.
[0018]
A plurality of (for example, five) shock absorbing member supporting portions 21a... Are provided along the upper edge of the airbag 21, and the shock absorbing member 33 made of a corrugated pipe is air-operated by the shock absorbing member supporting portions 21a. It is integrated with the bag 21. As shown in FIG. 10, the shock absorbing member 33 is formed by laminating an aluminum main body 33a and inner and outer paper coatings 33b and 33c into a bellows shape having a circular cross section, and is crushed by an external load. Effective shock absorbing effect. The roof 34 is composed of an outer member 35, a center member 36, and an inner member 37. The upper ends of the four shock absorbing member support portions 21a on the rear side of the airbag 21 are connected by two bolts 38, 38 respectively. It fixes to the member 37 (refer FIGS. 5-7). The front pillar 11 includes an outer member 39, a center member 40, and an inner member 41. The upper end of the shock absorbing member support portion 21a at the front end of the airbag 21 is fixed to the inner member 41 with two bolts 38 and 38. (See FIG. 8).
[0019]
As described above, since the folded airbag 21 and the shock absorbing member 33 are integrated in advance to form a module, the mounting work becomes easier compared to the case where they are separately mounted on the vehicle body, and the working efficiency is improved and the assembly is improved. It is possible to improve the attachment accuracy. Moreover, since the shock absorbing member 33 is both flexible from the folded airbag 21 and corrugated pipe, it can be easily arranged along the curved roof side rail 18.
[0020]
As is clear from FIG. 4, the folded airbag 21 is housed inside an airbag cover 42 formed of a nonwoven fabric. The airbag cover 42 is formed by making a rectangular cloth piece into a cylindrical shape and sewing it along the lower edge, and slits 42a... That are easily broken on the side surface facing the roof side rail 18 are formed in a perforated shape. Further, the shock absorbing member support portions 21a projecting from the upper end of the airbag 21 project upward through the openings 42b formed on the upper surface of the airbag cover 42. Each of the shock absorbing member support portions 21a is formed in a cylindrical shape with the front and rear opened by the base fabric of the airbag 21, and the shock absorbing member 33 is inserted into and supported by the corrugated pipe in the support portion 21a.
[0021]
As is clear from FIG. 5, a weather strip 46 capable of contacting the rear door 16 (or the front door 13) is provided at the lower end of the roof side rail 18 composed of the outer member 43, the center member 44, and the inner member 45. It is done. The edge of the synthetic resin roof garnish 47 arranged along the lower surface of the roof 34 is locked to the edge of the weather strip 46 projecting from the lower end of the roof side rail 18 toward the vehicle compartment. The lower surface of the roof garnish 47 facing the passenger compartment is covered with a skin material 49, and the skin material 49 wraps around the edge of the roof garnish 47 from the lower surface side to the upper surface side. Thereby, it is possible to prevent the edge of the synthetic resin roof garnish 47 from being broken and scattered when an impact is applied.
[0022]
As apparent from FIGS. 4 and 6, the center pillar 12 extending downward from the roof side rail 18 includes an outside panel 65, a stiffener 66, and a center pillar inner 67. The front bracket 50 is mounted across the 12 center pillar inners 67. The front bracket 50 is formed by bending a metal plate, and is fixed with two bolts 38 and 38 together with the shock absorbing member support portion 21a of the airbag 21 in a state where the upper portion thereof is overlapped with the inner member 37 of the roof 34. The lower part is fixed to the center pillar inner 67 of the center pillar 12 with two bolts 51, 51.
[0023]
A protrusion 52 that protrudes toward the passenger compartment is formed in the middle of the front bracket 50, and a guide surface 52 a formed on the upper surface of the protrusion 52 faces the lower end of the folded airbag 21. Locking claws 53a and 53a projecting from the upper inner surface of the center pillar garnish 53 are engaged with the two locking holes 52b and 52b formed on the lower surface. A number of shock absorbing ribs (not shown) are formed on the inner surface of the center pillar garnish 53 to absorb the impact of the occupant's secondary collision.
[0024]
Thus, the upper portion of the center pillar garnish 53 can be fixed to the center pillar 12 without using a special clip or the like, and the center pillar garnish 53 can be firmly fixed as compared with the case where the clip is used. . The lower edge of the roof garnish 47 is sandwiched and fixed between the top surface 52c of the protrusion 52 of the front bracket 50 and the upper end inner surface of the center pillar garnish 53.
[0025]
4, 7, and 12, the rear pillar 15 extending downward from the roof side rail 18 includes an outer member 54, a center member 55, and an inner member 56, and the inner member 37 and the rear pillar of the roof 34. A rear bracket 57 is mounted across the 15 inner members 56. The rear bracket 57 has substantially the same shape as the front bracket 50, and is fixed with two bolts 38, 38 together with the shock absorbing member support portion 21 a of the airbag 21, with the upper portion thereof being superimposed on the inner member 37 of the roof 34. The lower part is fixed to the inner member 56 of the rear pillar 15 with two bolts 58 and 58. A projecting portion 59 projecting toward the passenger compartment is formed in the middle of the rear bracket 57, and a guide surface 59a formed on the upper surface of the projecting portion 59 faces the lower end of the folded airbag 21.
[0026]
The rear pillar garnish 61 fixed to the inner member 56 of the rear pillar 15 with a clip 60 is provided with a flange 61a bent at the outer side of the vehicle body at the upper end thereof, and the lower edge of the roof garnish 47 also projects into the flange 61a of the rear pillar garnish 61. A mating flange 47a is formed. The flange 47a of the roof garnish 47 includes a plurality of (five in the embodiment) locking claws 47b... That protrude downward, and these locking claws 61b are engaged with the rear surface of the flange 61a of the rear pillar garnish 61. Match. A number of impact absorbing ribs (not shown) are formed on the inner surface of the rear pillar garnish 61 to absorb the impact of the passenger's secondary collision.
[0027]
As shown in FIGS. 2, 8 and 11, a side edge of the windshield 63 is supported on the front surface of the front pillar 11 via a rubber member 62, and is provided on the rear surface of the rubber member 62 and the front pillar 11. A front pillar garnish 64 whose section is curved in an arc shape is attached between the weather strip 48 and the weather strip 48. The upper half portion of the front pillar garnish 64 is hollow, and the folded non-inflatable portion 21b at the front end of the airbag 21 and the front end portion of the shock absorbing member 33 are accommodated therein. On the inner surface of the lower half of the front pillar garnish 64 where the airbag 21 and the shock absorbing member 33 are not accommodated, a large number of shock absorbing ribs 64a... For shock absorption are integrally formed.
[0028]
As described above, the shock absorbing member 33 is housed in the upper half of the front pillar garnish 64, and a large number of shock absorbing ribs 64a are formed in the lower half of the front pillar garnish 64. The impact absorbing effect can be exhibited over the entire length of the front pillar 11 while storing the front end portion of 21. Moreover, since the shock absorbing ribs 64a... Are not formed in the upper half of the front pillar garnish 64 that houses the front end portion of the airbag 21, the front pillar garnish 64 is easily bent when the airbag 21 is deployed. Can be smoothly developed, and a part of the front pillar garnish 64 can be reliably prevented from being broken and scattered.
[0029]
As is clear from FIG. 13, the front end of the gas supply pipe 31 extending into the upper communication passage 29 of the airbag 21 is located behind the front end of the wheel house 69 of the rear wheel 68 by a distance α. If the gas supply pipe 31 is damaged at the time of a vehicle side collision, the airbag 21 may not be normally deployed. However, the wheel house 69 of the rear wheel 68 is located near the wide rear pillar 15 and is rigid against deformation of the vehicle body. Therefore, the gas supply pipe 31 can be effectively prevented from being damaged at the time of a side collision by disposing the tip of the gas supply pipe 31 so as not to protrude from the front end of the wheel house 69. Moreover, since the inflator 30 is housed in the rear pillar 15 that is wider and more rigid than the front pillar 11, the protective effect of the inflator 30 is also improved.
[0030]
As shown in FIG. 1, a front side collision sensor 71 and a rear side collision sensor 72 are connected to an electronic control unit 73, and the electronic control unit 73 is connected to the side surface of the vehicle based on signals from both acceleration sensors 71 and 72. When a collision (or vehicle rollover) 1 is detected, an operation signal is output to the inflator 30 to deploy the airbag 21.
[0031]
As shown in FIG. 14, the seat belt device 75 for restraining the passenger seated on the front seat 74 has one end fixed to the seat frame 76 and the other end slidably passing through a slit formed in the tongue 77. A shoulder wrapped around a wrap belt 78 and one end integrally connected to the other end of the lap belt 78 and wound around a retractor 80 provided at the lower end of the center pillar 12 through a slip guide 79 provided at the center pillar 12. Belt 81. Normally, when the tongue 77 is pulled to be coupled to the buckle 82 fixed to the seat frame 76, the shoulder belt 81 can be pulled out freely from the retractor 80, but a front collision sensor (not shown) detects a frontal collision of the vehicle. Upon detection, the retractor 80 incorporating a known pretensioner operates to retract the other end of the shoulder belt 81, and the passenger is reliably restrained to the front seat 74.
[0032]
Next, the operation of the above embodiment will be described.
[0033]
When the front side collision sensor 71 and the rear side collision sensor 72 detect a side collision of the vehicle, the inflator 30 is actuated by a command from the electronic control unit 73, and the gas accumulated in the inflator 30 is supplied to the gas supply pipe 31 and It flows into the 13 cells 28 through the upper communication passage 29 and expands the 13 cells 28. Due to the expansion of the airbag 21, the slits 42a of the airbag cover 42 are broken, and the airbag 21 released from the restraint is deployed downward.
[0034]
As shown in FIG. 5, at the door openings 14 and 17 of the front door 13 and the rear door 16, the lower edge of the roof garnish 47 is pushed downward by the pressure of the deploying airbag 21 to engage with the weather strip 46. The airbag 21 is released, and the airbag 21 is deployed downward into the passenger compartment through the opening formed there.
[0035]
As shown in FIG. 6, at the position of the center pillar 12, the lower edge of the roof garnish 47 is pushed downward by the pressure of the deploying airbag 21 to disengage from the upper end of the center pillar garnish 53. The airbag 21 is deployed downward through the formed opening into the passenger compartment.
[0036]
By the way, the center pillar garnish 53 covering the side surface of the center pillar 12 on the passenger compartment side is fixed to the front bracket 50 instead of the center pillar 12, so that the vehicle collides with the roof side rail 18 due to a side collision. Even if the upper portion is deformed, the positional relationship between the airbag 21 supported on the upper portion of the front bracket 50 and the center pillar garnish 53 is difficult to change. Therefore, coupled with the fact that the center pillar garnish 53 is firmly fixed to the front bracket 50 by the locking claws 53 a and 53 a instead of the clip, the deploying airbag 21 is not easily caught on the upper end of the center pillar garnish 53 and is surely secured. Can be guaranteed.
[0037]
In addition, since the airbag 21 to be deployed is guided by the inclined guide surface 52a of the projecting portion 52 of the front bracket 50 and is directed obliquely downward toward the vehicle interior, the interference with the center pillar garnish 53 is avoided. The airbag 21 can be deployed more smoothly.
[0038]
Further, as shown in FIG. 7, at the position of the rear pillar 15, the lower edge of the roof garnish 47 is pushed downward by the pressure of the developing airbag 21, and the engagement with the upper end of the rear pillar garnish 61 is released and formed there. The airbag 21 is deployed downward in the vehicle interior through the opened opening. At this time, the airbag 21 to be deployed is guided by the inclined guide surface 59a of the projecting portion 59 of the rear bracket 57 and obliquely downward toward the vehicle interior, thereby avoiding interference with the rear pillar garnish 47. The airbag 21 can be smoothly deployed.
[0039]
Furthermore, the vicinity of the lower edge of the roof garnish 47 is positioned by being sandwiched from both sides by the top surface 59b of the projecting portion 59 and the flange 61a of the rear pillar garnish 61. Combined to improve aesthetics. Moreover, when the airbag 21 is deployed, the locking claws 47b of the roof garnish 47 are bent and easily disengaged from the flange 61a of the rear pillar garnish 61. It can be reliably formed. If the entire lower edge of the roof garnish 47 is engaged with the back surface of the upper edge of the rear pillar garnish 61, the lower edge of the roof garnish 47 can be smoothly separated from the upper edge of the rear pillar garnish 61 when the airbag 21 is deployed. It becomes difficult.
[0040]
Further, as shown in FIG. 8, at the position of the front pillar 11, the rear edge of the front pillar garnish 64 is pushed downward by the pressure of the developing airbag 21, and is disengaged from the weather strip 48 to be formed there. The airbag 21 is deployed downward in the vehicle interior through the opened opening.
[0041]
When the acceleration generated by the side collision is less than or equal to a predetermined value, the occupant restraint device C does not operate. However, the occupant restraint device C does not operate on the lower edge of the roof garnish 47 facing the roof side rail 18 due to the impact or In the case of a next collision, not only the impact absorbing member 33 made of a corrugated pipe is crushed and absorbs the impact, but the folded airbag 21 also exhibits a function of enhancing the impact absorbing effect. At this time, since the shock absorbing member 33 is supported in a state of contacting the inner member 37 of the roof 34 or the inner member 41 of the front pillar 11 (see FIGS. 5 to 8), it is pressed against the inner members 37 and 41. It can be surely crushed and the impact of secondary collision can be absorbed effectively.
[0042]
The pretensioner of the retractor 80 connected to the electronic control unit 73 not only operates during a frontal collision of the vehicle, but also when a side collision of the vehicle is detected by the front side collision sensor 71 and the rear side collision sensor 72. Operate. Therefore, prior to the deployment of the airbag 21 at the time of a side collision of the vehicle, tension is applied to the lap belt 78 and the shoulder belt 81 of the seat belt device 75 by the pretensioner, and the shoulder belt 81 interferes with the airbag 21 that is deployed downward and the shoulder belt 81 It is possible to reliably prevent displacement from the passenger's shoulder.
[0043]
Next, a second embodiment of the present invention will be described with reference to FIG.
[0044]
In the first embodiment, the impact absorbing member 33 is sandwiched and fixed by the impact absorbing member support 21a formed integrally with the airbag 21, but in the second embodiment, the impact absorbing member support 21a and the impact absorbing member 33 are fixed to each other. By winding the metal band 91, the two are more firmly integrated.
[0045]
Next, a third embodiment of the present invention will be described with reference to FIG.
[0046]
In the first embodiment, the shock absorbing member 33 is disposed outside the airbag 21, but in the third embodiment, the shock absorbing member 33 is inserted into the upper communication path 29 of the airbag 21 to integrate the two. Is. In this case, gas is distributed to each cell 28 through a large number of through holes 33a formed in the shock absorbing member 33.
[0047]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0048]
For example, the means for integrating the airbag 21 and the shock absorbing member 33 is not limited to the embodiment, and any means can be adopted. In the embodiment, one shock absorbing member 33 is extended from the front pillar 11 to the rear pillar 15, but the shock absorbing member 33 can be divided at an appropriate position.
[0049]
【The invention's effect】
As described above, according to the first aspect of the present invention, the upper edge of the airbag has a plurality of shock absorbing member support portions that protrude above the upper edge and are arranged at intervals in the longitudinal direction of the vehicle body. Are formed by the base fabric of the airbag itself as cylinders that are open at the front and rear, and the plurality of shock absorbing member support portions extend along the upper edge of the airbag and the folded portion of the airbag. A cylindrical shock absorbing member adjacent to the upper side is inserted and supported, and the airbag and the shock absorbing member are integrated by the shock absorbing member supporting portion, and the upper end of each shock absorbing member supporting portion is fixed to the vehicle body. Thus, since the integrated airbag and the shock absorbing member are fixed to the vehicle body, the attachment workability is greatly improved as compared with the case where they are separately attached to the vehicle body. Moreover, since the shock absorbing member integrated with the airbag is fixed to the vehicle body by the shock absorbing member supporting portion so as to contact the metal panel, the shock absorbing member is surely crushed by the load of the secondary collision to absorb the shock. The effect can be enhanced.
[0050]
According to the second aspect of the invention, the upper edge of the airbag is provided with a plurality of shock absorbing member support portions that protrude above the upper edge and are arranged at intervals in the longitudinal direction of the vehicle body. The base fabric of the bag itself is formed into a cylindrical shape with its front and rear open, and the plurality of shock absorbing member support portions have flexibility and extend along the upper edge of the airbag and fold the airbag it inserted a cylindrical impact absorbing member adjacent to the upper part, by supporting, by integrating the air bag and the shock absorbing member folded by the shock absorbing member support portion, the upper end of each shock absorbing member support by fixing to the vehicle body, so to secure the air bag and the impact absorbing member in the integrally to the vehicle body, they were separately improved mounting workability significantly as compared with the case of mounting to the vehicle body, moreover variable impact absorbing member It can be readily bent to conform to the body shape because it has a sex.
[0051]
According to the third aspect of the present invention, since the impact absorbing member is constituted by the corrugated pipe, the necessary flexibility and impact absorbing effect can be provided.
[Brief description of the drawings]
FIG. 1 is a perspective view showing the interior of a vehicle interior of an automobile. FIG. 2 is a view corresponding to FIG. 1 showing a state in which an airbag of an occupant restraint device is deployed. FIG. 4 is an exploded perspective view of the occupant restraint device. FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. 1. FIG. 6 is an enlarged sectional view taken along line 6-6 in FIG. 7 is an enlarged sectional view taken along line 8-8 in FIG. 1. FIG. 9 is an enlarged sectional view taken along line 9-9 in FIG. 3. FIG. 10 is an enlarged sectional view taken along line 10-10 in FIG. 4 is a view taken in the direction of arrow 11 in FIG. 4. FIG. 12 is a view taken in the direction of arrow 12 in FIG. 7. FIG. 13 is an enlarged view of the rear portion of the deployed airbag. FIG. 16 is an enlarged perspective view of the shock absorbing member support according to the second embodiment of the present invention. FIG. 16 is a diagram corresponding to FIG. 3 according to the third embodiment of the present invention. Description]
14 Door opening 17 Door opening 21 Air bag 30 Inflator 33 Shock absorbing member 37 Inner member (metal panel)
41 Inner member (metal panel)

Claims

A folded airbag (21) is disposed along the upper edge of the door opening (14, 17) of the vehicle body, and the airbag (21) is inflated with gas generated by the inflator (30) when the vehicle collides. In the occupant restraint device that deploys in the form of a curtain along the inner side of the passenger compartment,
At the upper edge of the airbag (21), there are provided a plurality of impact absorbing member support portions (21a) protruding above the upper edge and arranged at intervals in the longitudinal direction of the vehicle body. Each of the cloths itself is formed into a cylindrical shape with its front and back open, and extends to the plurality of shock absorbing member support portions (21a) along the upper edge of the airbag (21), and the airbag (21) is folded. A cylindrical impact absorbing member (33) adjacent to the upper side of the ridge portion is inserted and supported, and the airbag (21) and the impact absorbing member (33) are integrated by the impact absorbing member support portion (21a). ,
By fixing the upper end of each shock absorbing member support portion (21a) to the vehicle body, the integrated airbag (21) and shock absorbing member (33) are connected to the metal panel (37, 41) An occupant restraint device that is fixed to the vehicle body so as to abut against the vehicle.

A folded airbag (21) is disposed along the upper edge of the door opening (14, 17) of the vehicle body, and the airbag (21) is inflated with gas generated by the inflator (30) when the vehicle collides. In the occupant restraint device that deploys in the form of a curtain along the inner side of the passenger compartment,
At the upper edge of the airbag (21), there are provided a plurality of impact absorbing member support portions (21a) protruding above the upper edge and arranged at intervals in the longitudinal direction of the vehicle body. Each of the plurality of shock absorbing member support portions (21a) is flexible and extends along the upper edge of the airbag (21), and is formed by the cloth itself as a cylindrical shape with its front and rear open. inserting a cylindrical impact absorbing member adjacent to the upper side of the folded portion of the airbag (21) (33), by support, the shock absorbing member support portion and the airbag folded by (21a) (21) shock Integrating the absorbent member (33) ;
An occupant restraint device , wherein the integrated airbag (21) and shock absorbing member (33) are fixed to the vehicle body by fixing the upper ends of the respective shock absorbing member support portions (21a) to the vehicle body .

The occupant restraint device according to claim 2, wherein the shock absorbing member (33) is formed of a corrugated pipe.