JP4797145B2 - Airbag device for vehicle - Google Patents

Description

  The present invention relates to a vehicle airbag device.

2. Description of the Related Art Conventionally, a vehicle airbag device including a pillar airbag that is deployed so as to cover a front pillar is known (see, for example, Patent Document 1). The pillar airbag is deployed when, for example, a collision of a pedestrian with the vehicle front end is detected or predicted. The pillar airbag is divided into, for example, three parts, and includes two first airbag parts and a second airbag part provided between the first airbag parts. Thus, since the pillar airbag is divided | segmented, the shape at the time of expansion | deployment of a pillar airbag can be hold | maintained, and the raise rate of the pressure in a pillar airbag can be raised.
JP 2003-306100 A

  However, in the above vehicle airbag device, a tensile force due to the deployment of the first airbag portion acts on the second airbag portion, but such a tensile force does not act on the first airbag portion. The tension at the time of a pedestrian collision is lower in the 1 airbag portion than in the second airbag portion. For this reason, there exists a possibility that what is called a bottom may generate | occur | produce in which the surface of the side near the pedestrian of a 1st airbag part and the surface of a far side contact | abut.

  The present invention has been made in view of such points, and the object of the present invention is to make the shock absorption property of the pillar airbag uniform throughout and to suppress the occurrence of bottoming. It is to protect pedestrians stably throughout the pillar airbag when deployed.

  1st invention is a vehicle airbag apparatus provided with the pillar airbag developed so that a front pillar may be covered, Comprising: The said pillar airbag is divided | segmented, The 1st airbag part and this 1st airbag A gas outflow adjusting means for making the first airbag portion less likely to flow out of gas than the second airbag portion. It is characterized by.

  Thereby, since the first airbag portion is less likely to flow out of the gas than the second airbag portion, a decrease in pressure in the first airbag portion at the time of a pedestrian collision is suppressed, and the first airbag portion Can be maintained at a predetermined level. For this reason, the shock absorption property of the pillar airbag can be made uniform throughout, the occurrence of bottoming can be suppressed, and the pedestrian can be stably protected throughout the pillar airbag during deployment. can do.

  In a second aspect based on the first aspect, the gas outflow adjusting means is provided in a communication passage communicating the inflator and the first airbag portion, and the gas in the first airbag portion flows out. It is characterized by having gas outflow suppression means for suppressing the above.

  Thereby, since the gas outflow suppression means for suppressing the outflow of the gas in the first airbag part is provided in the communication path that communicates the inflator and the first airbag part, the first airbag part is securely connected to the first airbag part. 2 Gas can be more difficult to flow out than the airbag portion. For this reason, the fall of the pressure in the 1st airbag part at the time of a pedestrian collision can be suppressed reliably, and the repulsive force of a 1st airbag part can be maintained reliably at a predetermined level. Therefore, the shock absorbing property of the pillar airbag can be made uniform throughout, and the occurrence of bottoming can be reliably suppressed, and the pedestrian can be stabilized throughout the pillar airbag when deployed. And can be reliably protected.

  A third invention is characterized in that, in the first or second invention, further comprising gas release means for opening the second airbag part when the pressure in the second airbag part is equal to or higher than a predetermined pressure. To do.

  Thereby, since the gas release means for opening the second airbag portion when the pressure in the second airbag portion is equal to or higher than the predetermined pressure is provided, the pressure in the second airbag portion at the time of a pedestrian collision is the predetermined pressure. It is possible to suppress the repulsive force of the second airbag portion from becoming too high. For this reason, when a pedestrian collides with a 2nd airbag part, the impact can fully be absorbed in a 2nd airbag part.

  According to a fourth invention, in any one of the first to third inventions, the first and second airbag portions are arranged in a vehicle width direction.

  Thereby, it becomes possible to receive a primary collision to a pedestrian's pillar airbag in a 2nd airbag part, and to receive a secondary collision in a 1st airbag part.

  In a fifth aspect based on the fourth aspect, the pillar airbag includes the first airbag portion, the second airbag portion, and the first airbag portion arranged in that order in the vehicle width direction. It is characterized by this.

  Thereby, it becomes possible to receive a primary collision to a pedestrian's pillar airbag in a 2nd airbag part, and to receive a secondary collision in a 1st airbag part.

  A sixth invention is characterized in that, in any one of the first to third inventions, the second and first airbag portions are arranged in that order from bottom to top.

  Thereby, it becomes possible to receive a primary collision to a pedestrian's pillar airbag in a 2nd airbag part, and to receive a secondary collision in a 1st airbag part.

  According to the present invention, since the first airbag portion is more difficult to flow out of the gas than the second airbag portion, it is possible to suppress a decrease in the pressure in the first airbag portion at the time of a pedestrian collision. The repulsive force of the air bag portion can be maintained at a predetermined level. For this reason, the shock absorbing property of the pillar air bag can be made uniform throughout and the occurrence of bottoming can be suppressed. The pedestrian can be stably protected throughout the pillar airbag when deployed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 is a schematic perspective view of a vehicle 1 equipped with a vehicle airbag device 10 according to an embodiment of the present invention as viewed obliquely from the front, and FIG. 2 is a block diagram of the vehicle airbag device 10. . As shown in FIGS. 1 and 2, the vehicle airbag device 10 includes a pedestrian collision detection sensor 11, an ECU 12, an inflator 13, and a pillar airbag 14.

  The pedestrian collision detection sensor 11 is provided in the bumper 1a and detects that a pedestrian (not shown) collides with the front end of the vehicle 1. When the collision is detected, the collision detection is performed. A signal is transmitted to the ECU 12.

  When the ECU 12 receives a collision detection signal from the pedestrian collision detection sensor 11, the ECU 12 transmits an operation signal to the inflator 13.

  The inflator 13 is disposed at each end of the cowl 1b in the vehicle width direction. Upon receipt of an operation signal from the ECU 12, the inflator 13 explodes explosives to generate gas and inflate and deploy the pillar airbag 14.

  The pillar airbags 14 are respectively disposed at both ends of the cowl 1b in the vehicle width direction, and are inflated and deployed so as to cover the front pillar 1c during operation. FIG. 1 shows a state in which the pillar airbag 14 is inflated and deployed.

  Hereinafter, the vehicle airbag device 10 will be described in detail. FIG. 3 is a schematic view showing a state in which the left pillar airbag 14 is deployed. The vehicle airbag device 10 further includes a module case 15. The module case 15 is attached to both ends of the bottom plate of the cowl 1b in the vehicle width direction, and is formed with an airbag deployment opening 15a that opens upward. The opening edge is provided with a lid (not shown) that normally closes the opening 15a and breaks and deploys when the deployment pressure of the pillar airbag 14 exceeds a predetermined value. Inside the module case 15, inner and outer partition plates 15b, 15c extending in the vertical direction are arranged so as to be lined from the inner side to the outer side in the vehicle width direction, and an inner check valve is disposed above the inner partition plate 15b. 16 (corresponding to gas outflow adjusting means and gas outflow suppressing means) is provided on the upper side of the outer partition plate 15c, and an outer check valve 17 (corresponding to gas outflow adjusting means and gas outflow suppressing means) is provided. With this configuration, the inside of the module case 15 is partitioned into an inner case chamber 15d, a central case chamber 15e, and an outer case chamber 15f. The inner and central case chambers 15d and 15e can exchange gas with each other only through the inner check valve 16, and the central and outer case chambers 15e and 15f can exchange gas with each other only through the outer check valve 17. An inflator 13 is accommodated in the central case chamber 15e.

  The pillar airbag 14 is normally stored in a folded state on the upper part of the module case 15, specifically on the upper side of the partition plates 15 b and 15 c in the module, and is sewn in the vertical direction at two locations. It is divided into three in the direction. That is, due to these stitching portions 14a and 14a, the pillar airbag 14 can be used as an inner airbag portion 14b (corresponding to a first airbag portion), a central airbag portion 14c (corresponding to a second airbag portion), and an outer airbag. The bag portion is divided into three airbag portions 14d (corresponding to a first airbag portion). These inner, middle, and outer airbag portions 14b, 14c, and 14d are arranged from the inner side to the outer side in the vehicle width direction so as to correspond to the inner, middle, and outer case chambers 15d, 15e, and 15f, respectively, and the stitching portion 14a. Gas cannot be exchanged between each other.

  The gas from the inflator 13 flows into the inner airbag portion 14b through the central case chamber 15e, the inner check valve 16, and the inner case chamber 15d, and the gas from the same inflator 13 flows into the central airbag portion 14c. It flows in through the central case chamber 15e, and the gas from the same inflator 13 flows into the outer airbag portion 14d through the central case chamber 15e, the outer check valve 17, and the outer case chamber 15f. By this inflow, the inner airbag portion 14b is inflated and deployed so as to cover the front window 1d (see FIG. 1), the central airbag portion 14c is inflated and deployed so as to cover the front pillar 1c, and the outer airbag portion 14d. Expands and expands so as to cover the side surface of the vehicle 1. Here, a tensile force due to inflation and deployment of the inner and outer airbag portions 14b and 14d acts on the central airbag portion 14c, but such a tensile force does not act on the inner and outer airbag portions 14b and 14d. The inner and outer airbag portions 14b and 14d have lower pedestrian collision tension than the central airbag portion 14c. The central case chamber 15e and the inner case chamber 15d, or the central case chamber 15e and the outer case chamber 15f constitute a communication path that connects the inflator 13 and the inner or outer airbag portions 14b and 14d.

  Further, the inner check valve 16 allows only the gas flow from the central case chamber 15e to the inner airbag portion 14b, and the reverse flow, that is, the gas from the inner airbag portion 14b to the central case chamber 15e. The passage is closed against this flow. The outer check valve 17 allows only the flow of gas from the central case chamber 15e to the outer airbag portion 14d, and the reverse flow, that is, the flow of gas from the outer airbag portion 14d to the central case chamber 15e. In contrast, the passage is closed. By these check valves 16 and 17, the outflow of gas from the inner and outer airbag portions 14b and 14d is suppressed. As a result, the inner and outer airbag portions 14b and 14d are less likely to allow gas to flow out than the central airbag portion 14c. That is, the inner and outer airbag portions 14b and 14d have a larger gas outflow resistance than the central airbag portion 14c.

  A relief valve 18 (corresponding to a gas release means) is provided on the bottom plate of the central case chamber 15e. The relief valve 18 opens when the pressure in the central airbag portion 14c is equal to or higher than a predetermined pressure, and opens the inside of the central airbag portion 14c to the outside.

-Operation of vehicle airbag device-
Hereinafter, the operation of the vehicle airbag device 10 will be described.

  When the pedestrian collides with the front end portion of the vehicle 1, the inflator 13 is activated and the pillar airbag 14 is inflated and deployed. Here, as described above, the central airbag portion 14c receives a tensile force from the inflated and deployed inner and outer airbag portions 14b and 14d, but the inner and outer airbag portions 14b and 14d exert such a tensile force. Since it does not receive, the inner and outer airbag portions 14b and 14d have lower pedestrian tension than the central airbag portion 14c.

  And when a pedestrian collides primarily with the central airbag part 14c, the pressure in the central airbag part 14c will become high. Further, due to the collision, the gas in the central airbag portion 14c flows out, and the gas flows inside and outside through the central case chamber 15e, the inner and outer check valves 16 and 17, and the inner and outer case chambers 15d and 15f. The air flows into the airbag portions 14b and 14d, respectively. Thereby, the pressure in the center airbag part 14c becomes low, and the pressure in the inner side and outer side airbag parts 14b and 14d becomes high. Further, when the pressure in the central airbag portion 14c becomes equal to or higher than a predetermined pressure, the relief valve 18 is opened and the inside of the central airbag portion 14c is opened to the outside. Thereby, the pressure in the central airbag part 14c is kept lower than the predetermined pressure, and the repulsive force of the central airbag part 14c is suppressed from becoming too high.

  Then, when the pedestrian has a secondary collision with the inner or outer airbag portions 14b and 14d, the gas from the inner and outer airbag portions 14b and 14d is prevented from flowing out as described above. The pressure drop in the bag portions 14b and 14d is suppressed, and the repulsive force of the inner or outer airbag portions 14b and 14d is maintained at a predetermined level.

  Here, the case where the pedestrian collides primarily with the central airbag portion 14c and the secondary collision with the inner or outer airbag portions 14b and 14d has been described. A case of primary collision with 14b and 14d is also conceivable. Also in this case, the pressure change in each airbag part 14b, 14c, 14d at the time of a collision with each airbag part 14b, 14c, 14d of a pedestrian is the same as that of the above-mentioned.

-Effect-
As described above, according to the present embodiment, the inner and outer airbag portions 14b and 14d are prevented from flowing out into the communication path that communicates the inflator 13 with the inner and outer airbag portions 14b and 14d. Since the outer check valves 16 and 17 are respectively provided, it is possible to reliably prevent gas from flowing out of the inner or outer airbag portions 14b and 14d more than the central airbag portion 14c. For this reason, the pressure drop in the inner or outer airbag portions 14b, 14d at the time of a pedestrian collision is reliably suppressed, and the repulsive force of the inner or outer airbag portions 14b, 14d is reliably maintained at a predetermined level. Can do. Therefore, the shock absorption property of the pillar airbag 14 can be reliably made uniform throughout, and the occurrence of bottoming can be reliably suppressed, and the pillar airbag 14 as a whole when the pedestrian is deployed. Can be stably and reliably protected.

  Further, since a gas release means is provided for opening the central airbag portion 14c when the pressure in the central airbag portion 14c is equal to or higher than a predetermined pressure, the pressure in the central airbag portion 14c at the time of a pedestrian collision is predetermined. The pressure is kept lower than the pressure, and the repulsive force of the central airbag portion 14c can be suppressed from becoming too high. For this reason, when a pedestrian collides with the central airbag portion 14c, the impact can be sufficiently absorbed by the central airbag portion 14c.

  Further, it becomes possible to receive a primary collision of the pedestrian on the pillar airbag 14 at the central airbag portion 14c and a secondary collision at the inner or outer airbag portions 14b and 14d.

  In this embodiment, the check valves 16 and 17 are provided as gas outflow suppression means on the upper side of the partition plates 15b and 15c, but the inflator 13 and the inner airbag portion 14b (or the outer airbag portion 14d) communicate with each other. Any device may be provided as long as it is provided in the communication path and can suppress the outflow of the gas in the inner airbag portion 14b (or the outer airbag portion 14d). For example, as shown in FIGS. 4 and 5, variable inflow / outflow resistance members 19, 19 made of a deformable material such as rubber may be provided above the partition plates 15 b, 15 c. The inflow / outflow resistance variable member 19 has a hollow truncated cone shape in which a large diameter faces the central case chamber 15e when the gas flows from the inner airbag portion 14b (or the outer airbag portion 14d) into the central case chamber 15e. When the gas flows into the inner airbag portion 14b (or the outer airbag portion 14d) from the central case chamber 15e, the shape of the cylinder is hollow and cylindrical. The gas flow is promoted by taking the shape (see FIG. 5B). Alternatively, as shown in FIG. 6, electromagnetic solenoid valves 20 and 20 may be provided above the partition plates 15b and 15c. In this case, a pressure sensor (not shown) is provided in each airbag part 14b, 14c, 14d, and the pressure in the central airbag part 14c is equal to or higher than the pressure in the inner and outer airbag parts 14b, 14d. The electromagnetic solenoid valve 20 is controlled to be opened and closed when the pressure in the central airbag portion 14c is smaller than the pressure in the inner and outer airbag portions 14b and 14d. Alternatively, the opening control may be performed until 50 msec after the inflator 13 detonates, and then the closing control may be performed.

  In this embodiment, the relief valve 18 is provided as a gas release means on the bottom plate of the central case chamber 15e. However, when the pressure in the central airbag portion 14c is equal to or higher than a predetermined pressure, the central airbag portion 14c is opened. Anything can be provided as long as it can be done.

  Further, in the present embodiment, the pillar airbag 14 is configured by three airbag portions, that is, the inner side, the center, and the outer side airbag portions 14b, 14c, and 14d. You may comprise two or more airbag parts. In the case of four or more airbag parts, the innermost and outer airbag parts constitute the first airbag part, and the other airbag parts constitute the second airbag part.

(Embodiment 2)
As shown in FIG. 7, in the present embodiment, the pillar airbag 14 includes an upper airbag portion 14e, a central airbag portion 14f, and a lower airbag portion 14g. Hereinafter, differences from the first embodiment will be described.

  An inflator 13 is accommodated in the module case 15. The module case 15 is connected to an extendable communication path 21 that allows the module case 15 to communicate with the upper airbag portion 14e and the central airbag portion 14f. The communication path 21 includes a main path 21a connected to the module case 15, an upper branch path 21b that communicates the main path 21a and the upper airbag part 14e, and a center that communicates the main path 21a and the central airbag part 14f. And a branch path 21c. The upper branch path 21b is provided with a check valve 22 (corresponding to a gas outflow adjusting means and a gas outflow suppressing means).

  The pillar airbag 14 is normally stored in a folded state in the module case 15 and is sewn in the vehicle width direction at two locations and divided into three in the vertical direction. That is, due to these stitching portions 14a and 14a, the pillar airbag 14 can be used as an upper airbag portion 14e (corresponding to a first airbag portion), a central airbag portion 14f (corresponding to a second airbag portion), and a lower side. The airbag portion is divided into three airbag portions 14g (corresponding to a second airbag portion). These upper, center, and lower airbag portions 14e, 14f, and 14g are arranged in that order from the top to the bottom, and gas cannot pass through each other via the stitching portion 14a.

  Further, the pillar airbag 14 is fixedly attached to the inflator 13 or the module case 15 at the lower end opening of the lower airbag portion 14g.

  The gas from the inflator 13 flows into the upper airbag portion 14e through the module case 15, the communication path 21, and the check valve 22, and the gas from the same inflator 13 flows into the central airbag portion 14f. And the gas from the same inflator 13 flows into the lower airbag portion 14g through the opening 15a of the module case 15. By this inflow, the upper, center, and lower airbag portions 14e, 14f, and 14g are inflated and deployed so as to cover the front pillar 1c. Here, the central and lower airbag portions 14f and 14g include a lower airbag portion 14g that resists the upward pulling force caused by the inflation and deployment of the upper airbag portion 14e and the inflation and deployment of the upper airbag portion 14e. However, the upper airbag portion 14e does not act on the upper airbag portion 14e, so that the upper airbag portion 14e has a central and lower side. Tension at the time of pedestrian collision is lower than that of the side airbag portions 14f and 14g.

  Further, the check valve 22 allows only the gas flow from the communication passage 21 to the upper airbag portion 14e, and the reverse flow, that is, the gas flow from the upper airbag portion 14e to the communication passage 21. On the other hand, the passage is closed. The check valve 22 prevents the gas in the upper airbag portion 14e from flowing out. As a result, the upper airbag portion 14e is less likely to allow gas to flow out than the central and lower airbag portions 14f and 14g.

  A relief valve 18 (corresponding to a gas release means) is provided on the bottom plate of the module case 15. The relief valve 18 opens when the pressure in the center or lower airbag portions 14f, 14g is equal to or higher than a predetermined pressure, and opens the center and lower airbag portions 14f, 14g to the outside.

-Operation of vehicle airbag device-
Hereinafter, the operation of the vehicle airbag device 10 will be described.

  When the pedestrian collides with the front end portion of the vehicle 1, the inflator 13 is activated and the pillar airbag 14 is inflated and deployed. Here, as described above, the central and lower airbag portions 14f and 14g receive an upward and downward tensile force, but the upper airbag portion 14e does not receive such a tensile force. 14e has lower tension at the time of pedestrian collision than the center and lower airbag portions 14f and 14g.

  And when a pedestrian collides primarily with the lower airbag part 14g, the pressure in the lower airbag part 14g will become high. Further, due to the collision, the gas in the lower airbag portion 14g flows out, and the gas flows into the upper and central airbag portions 14e and 14f via the module case 15, the communication path 21, and the check valve 22. As a result, the pressure in the lower airbag portion 14g is reduced, and the pressure in the upper and central airbag portions 14e and 14f is increased. Further, when the pressure in the lower airbag portion 14g becomes equal to or higher than a predetermined pressure, the relief valve 18 is opened, and the center and lower airbag portions 14f and 14g are opened to the outside. Thereby, the pressure in the center and lower airbag portions 14f, 14g is kept lower than the predetermined pressure, and the repulsive force of the center and lower airbag portions 14f, 14g is suppressed from becoming too high.

  Then, when the pedestrian collides with the central airbag portion 14f, the pressure in the central airbag portion 4f increases. Further, due to the collision, the gas in the central airbag portion 14f flows out, and the gas flows into the upper and lower airbag portions 14e and 14g via the module case 15, the communication path 21, and the check valve 22. Thereby, the pressure in the center airbag part 14f becomes low, and the pressure in the upper side and lower side airbag parts 14e and 14g becomes high. Further, when the pressure in the central airbag portion 14f becomes equal to or higher than a predetermined pressure, the relief valve 18 is opened, and the insides of the central and lower airbag portions 14f and 14g are opened to the outside. Thereby, the pressure in the center and lower airbag portions 14f, 14g is kept lower than the predetermined pressure, and the repulsive force of the center and lower airbag portions 14f, 14g is suppressed from becoming too high.

  Further, when the pedestrian has a secondary collision with the upper airbag portion 14e, the gas in the upper airbag portion 14e is suppressed from flowing out as described above, and thus the pressure drop in the upper airbag portion 14e is suppressed. The repulsive force of the upper airbag portion 14e is maintained at a predetermined level.

  Here, the case where the pedestrian collides primarily with the lower airbag portion 14g and the secondary collision with the upper or central airbag portions 14e and 14f has been described. A case of primary collision with the parts 14e and 14f is also conceivable. Also in this case, the pressure change in each airbag part 14e, 14f, 14g at the time of a collision with each airbag part 14e, 14f, 14g of a pedestrian is the same as that of the above-mentioned.

-Effect-
As described above, according to the present embodiment, the primary collision of the pedestrian to the pillar airbag 14 can be received by the lower airbag portion 14g, and the secondary collision can be received by the upper and / or central airbag portions 14e and 14f. It becomes possible.

  In the present embodiment, the check valve 22 is provided in the branch passage 21b as gas outflow suppression means. However, the check valve 22 is provided in the communication passage 21, and it is possible to suppress the outflow of gas from the upper airbag portion 14e. As long as possible, anything may be provided anywhere. For example, as shown in FIG. 8, the inflow / outflow resistance variable member 19 may be provided in the branch path 21b, or the electromagnetic solenoid valve 20 may be provided in the branch path 21b as shown in FIG. In addition, since the functions of the inflow / outflow resistance variable member 19 and the electromagnetic solenoid valve 20 are the same as those of the first embodiment, detailed description thereof will be omitted.

  In this embodiment, the relief valve 18 is provided as a gas release means on the bottom plate of the module case 15, but the center or lower side when the pressure in the center or lower airbag portions 14f, 14g is equal to or higher than a predetermined pressure. As long as the inside of the airbag parts 14f and 14g can be opened, what kind of thing may be provided anywhere.

  Further, in the present embodiment, the pillar airbag 14 is constituted by three airbag portions, that is, the upper, middle, and lower airbag portions 14e, 14f, and 14g. In other words, the central and lower airbag portions 14f and 14g may be integrated into one airbag portion) or may be constituted by four or more airbag portions. In this case, the uppermost airbag portion constitutes the first airbag portion, and the other airbag portions constitute the second airbag portion.

(Other embodiments)
In each of the above embodiments, the inner and outer check valves 16 and 17 are provided as the gas outflow adjusting means, but as long as the gas can be more difficult to flow out of the first airbag portion than the second airbag portion, Anything may be provided anywhere.

  Moreover, in each said embodiment, although the inflator 13 is provided, you may provide a blower fan motor instead. When the pedestrian collides with the vehicle 1, the blower fan motor is rotated forward to inflate and deploy the pillar airbag 14. Thereafter, the blower fan motor is reversely rotated to reset the pillar airbag 14. However, since the blower fan motor has poor responsiveness, a pedestrian collision prediction sensor is provided instead of the pedestrian collision detection sensor 11, and when a collision of the pedestrian with the vehicle 1 is predicted, the blower fan motor Need to be activated.

  The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. The scope of the present invention is indicated by the claims, and is not restricted by the text of the specification. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the vehicle airbag device according to the present invention can be applied to a use for stably protecting a pedestrian with the entire pillar airbag at the time of deployment.

It is the schematic perspective view which looked at the vehicle carrying the airbag apparatus for vehicles which concerns on embodiment of this invention from the diagonally forward. It is a block diagram of the airbag apparatus for vehicles. It is the schematic which shows a mode that the left pillar airbag is expand | deployed. It is the schematic which shows a mode that the left pillar airbag is expand | deployed. It is a figure which shows the left inflow / inflow resistance variable member, (a) is a figure which shows a mode that took the shape of a hollow cylinder shape, (b) shows a mode that the shape of a hollow frustum shape was taken. FIG. It is the schematic which shows a mode that the left pillar airbag is expand | deployed. It is the schematic which shows a mode that the left pillar airbag is expand | deployed. It is the schematic which shows a mode that the left pillar airbag is expand | deployed. It is the schematic which shows a mode that the left pillar airbag is expand | deployed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Vehicle airbag apparatus 14 Pillar airbag 14b Inner airbag part (1st airbag part)
14c Central airbag part (second airbag part)
14d Outer airbag part (first airbag part)
14e Upper airbag part (first airbag part)
14f Central airbag part (second airbag part)
14g Lower airbag part (second airbag part)
15 Module case 15d Inner case chamber (communication path)
15e Central case room (communication passage)
15f Outer case room (communication path)
16 Inner check valve (gas outflow adjustment means, gas outflow suppression means)
17 Outer check valve (gas outflow adjustment means, gas outflow suppression means)
18 Relief valve (gas release means)
21 Communication path 22 Check valve (gas outflow adjustment means, gas outflow suppression means)

Claims (6)

A vehicle airbag device including a pillar airbag that extends so as to cover a front pillar,
The pillar airbag is divided, and has a first airbag portion and a second airbag portion on which a tensile force due to the deployment of the first airbag portion acts,
A vehicle airbag apparatus, further comprising gas outflow adjusting means for making the first airbag section less likely to flow out of gas than the second airbag section. The vehicle airbag device according to claim 1,
The gas outflow adjustment means includes a gas outflow suppression means that is provided in a communication path that communicates the inflator and the first airbag portion, and that suppresses the outflow of gas from the first airbag portion. A vehicle airbag device. In the vehicle airbag device according to claim 1 or 2,
The vehicle airbag apparatus according to claim 1, further comprising gas release means for opening the second airbag section when the pressure in the second airbag section is equal to or higher than a predetermined pressure. In the vehicle airbag device according to any one of claims 1 to 3,
The vehicle airbag device, wherein the first and second airbag portions are arranged in a vehicle width direction. The vehicle airbag device according to claim 4,
The pillar airbag includes the first airbag section, the second airbag section, and the first airbag section arranged in that order in the vehicle width direction. In the vehicle airbag device according to any one of claims 1 to 3,
The vehicle airbag device, wherein the second and first airbag portions are arranged in that order from the bottom to the top.

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