JP4815862B2 - Vehicle occupant protection device - Google Patents

Description

  The present invention relates to a vehicle occupant protection device that protects an occupant in the event of a collision from the front of the vehicle, and in particular, is configured to restrain the occupant by a restraining means in the event of a vehicle collision and to prevent a restraining force exceeding a predetermined value from acting on the occupant The present invention relates to a vehicle occupant protection device.

  Generally, a vehicle such as an automobile is equipped with an occupant restraint device such as a seat belt device or an airbag device. The seat belt device includes a webbing and a seat belt retractor capable of winding and pulling out the webbing, and the webbing is pulled out from the seat belt retractor and is mounted on the trunk of the occupant. The seat belt retractor is provided with a lock mechanism that makes it impossible to pull out the webbing, and this lock mechanism is actuated at the time of a vehicle collision and is restrained by the webbing so that the occupant does not move forward.

  The airbag device includes an airbag and an inflator that supplies pressurized gas to the airbag, and is mounted on a front portion of a passenger in the vehicle (the steering wheel or an instrument panel on the passenger seat side) in the event of a vehicle collision. Restrain an occupant from moving forward. In other words, the airbag is stored in a folded state in a storage case attached to the front part of the occupant, and the inflator generates pressurized gas at the time of a vehicle collision, and the airbag is moved in front of the occupant by the pressurized gas. Deploy and catch the occupant with the airbag.

  By the way, it is not preferable that the restraining force (load applied to the occupant) that restrains the occupant by the occupant restraint device at the time of the vehicle collision becomes excessive. Therefore, Patent Document 1 includes a function of yielding a restraining force that increases at the time of a vehicle collision in a seat belt device and then maintaining a predetermined load that is equal to or less than the yield load. An occupant protection device is disclosed in which a predetermined load maintained after yielding is changed.

  Patent Document 2 includes a decompression hole formed in an airbag storage case, a valve that adjusts the opening of the decompression hole, an actuator that drives the valve, and a controller that controls the actuator. A gas pressure adjusting device is disclosed in which the opening degree is adjusted so that the gas pressure supplied to the airbag is always within a normal range.

  By the way, the characteristics of the collision load (impact force) applied to the vehicle differ depending on the degree of offset at the time of collision from the front of the vehicle. For example, as shown in FIGS. 5 and 6 according to the embodiment, the collision load characteristic of the full lap collision and the collision load characteristic of the offset collision are clearly different. Also, in the offset collision, the collision load characteristic is different if the offset degree is different. Will be different. Regarding the impact load characteristics, basically, the smaller the degree of offset, the greater the rate of increase of the impact load, and the shorter the time from the vehicle collision to the maximum impact load, the impact load is acting as a whole. Time is also shortened.

  Here, Patent Document 3 detects decelerations at the left, center, and right parts of the vehicle, determines whether the collision of the vehicle is an oblique collision based on these decelerations, and is not an oblique collision. When determined, a collision type determination device is disclosed that determines whether a full lap collision or an offset collision when the deceleration at the center of the vehicle reaches a maximum.

JP 2002-87209 A Japanese Patent Laid-Open No. 10-35405 JP 2001-247004 A

  When a collision from the front of the vehicle has occurred, as described above, if the degree of offset is different, the collision load characteristics will be different.Therefore, at the time of the vehicle collision, simply operating the seat belt device or the airbag device, Although the occupant is restrained by the webbing or the air bag, there is a possibility that the occupant moves too far forward and an excessive load is applied to the occupant. That is, the occupant cannot be restrained properly, and the impact energy of the occupant cannot be absorbed effectively.

  The collision type discrimination device of Patent Literature 3 discriminates whether a vehicle collision is a diagonal collision, a full lap collision, or an offset collision. In this literature, the discrimination result is used effectively for the start timing of an airbag device or the like. There is a description that it is possible. However, since the collision load characteristics are different when the offset degree is different, even if the start timing of the airbag device is changed, the occupant cannot be restrained properly, and the impact energy of the occupant may not be absorbed effectively.

  In addition, the occupant protection device of Patent Document 1 has a function of yielding a restraining force that restrains the occupant at the time of a vehicle collision in a seat belt device, and thereafter maintaining a predetermined load equal to or less than the yield load, depending on the physique of the occupant The yield load of restraint force and the predetermined load to be maintained after yielding are changed. The gas pressure adjusting device of Patent Document 2 adjusts the opening of the decompression hole according to the vehicle interior temperature and supplies it to the airbag The gas pressure is always kept within a normal range, and these documents neither disclose nor suggest the above-mentioned problems or means for solving the problems.

  The object of the present invention is to restrain the occupant by the restraining means at the time of the vehicle collision and appropriately reduce the restraining force for restraining the occupant according to the offset degree at the time of the collision from the front of the vehicle. Regardless of the size, it is possible for the vehicle to prevent the occupant from moving too far forward and the load on the occupant from becoming excessive, restrain the occupant appropriately, and effectively absorb the impact energy of the occupant. It is to provide an occupant protection device.

The vehicle occupant protection device according to claim 1 is a vehicle occupant protection device that protects an occupant in the event of a collision from the front of the vehicle, a collision detection means that detects a collision from the front of the vehicle, A restraining means for restraining the occupant so as not to move to the vehicle, a restraining force restricting means for restricting the restraining force so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant, and at the time of a collision from the front of the vehicle An offset degree determining means for determining an offset degree; and a restriction value reducing means for reducing a restriction value of the restraining force by the restraining force restricting means, wherein the restriction value reducing means is an offset determined by the offset degree determining means. The greater the degree, the slower the timing for reducing the regulation value.
The vehicle occupant protection device according to claim 2 is a vehicle occupant protection device that protects an occupant in the event of a collision from the front of the vehicle, a collision detection means that detects a collision from the front of the vehicle, and an occupant that moves forward in the event of a vehicle collision. A restraining means for restraining the occupant so as not to move to the vehicle, a restraining force restricting means for restricting the restraining force so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant, and at the time of a collision from the front of the vehicle An offset degree determining means for determining an offset degree; and a restriction value reducing means for reducing a restriction value of the restraining force by the restraining force restricting means, wherein the restriction value reducing means is an offset determined by the offset degree determining means. The larger the degree, the larger the reduction amount of the regulation value.
The vehicle occupant protection device according to claim 3 is a vehicle occupant protection device that protects an occupant at the time of a collision from the front of the vehicle. A collision detection means that detects a collision from the front of the vehicle; A restraining means for restraining the occupant so as not to move to the vehicle, a restraining force restricting means for restricting the restraining force so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant, and at the time of a collision from the front of the vehicle An offset degree determining means for determining an offset degree; and a restriction value reducing means for reducing a restriction value of the restraining force by the restraining force restricting means, wherein the restriction value reducing means is an offset determined by the offset degree determining means. The larger the degree, the lower the reduction rate of the regulation value.

  The collision detection means detects a collision from the front of the vehicle. The collision detection means is, for example, at least one of an acceleration sensor, a front radar, and a front camera installed in the vehicle. The restraining means restrains the occupant so that the occupant does not move forward when the vehicle collides. The restraining means is, for example, a seat belt device or an airbag device.

  The offset degree determination means determines an offset degree at the time of a collision from the front of the vehicle, and is determined based on information detected by the collision detection means and / or other detection means. In the offset degree determination means, for example, when using three acceleration sensors provided in the left part, the center part, and the right part of the vehicle, the magnitudes of the detected three accelerations, their integrated values, or their derivatives The degree of offset is determined by comparing the values. When using a front radar and a front camera, the degree of offset can be estimated.

  The restraining force restricting means is configured to restrict the restraining force to a predetermined restricting value so that a restraining force greater than a predetermined value by the restraining means does not act on the occupant. The restriction value reducing means is configured to reduce the restriction value of the restraining force by the restraining force restricting means. The restriction value reduction means delays the restriction value reduction timing, increases the restriction value reduction amount, or reduces the restriction value reduction speed as the offset degree determined by the offset degree determination means increases. Therefore, it is possible to prevent the occupant from moving too far forward and the load applied to the occupant from becoming excessive, regardless of the magnitude of the offset degree, to appropriately restrain the occupant, and to effectively absorb the impact energy of the occupant. .

  Here, the following configurations may be employed in the first to third aspects of the invention.

Before Symbol offset degree determining means further comprises offset degree estimating means for estimating the offset degree (claim 4). Collision energy calculating means for calculating the collision energy at the time of an offset collision of the vehicle is provided, and the restraining force restricting means decreases the amount of reduction of the restriction value as the collision energy calculated by the collision energy calculating means increases ( Claim 5 ).

Even when the offset degree determination means determines that an offset collision has occurred, the apparatus includes a restriction value reduction restriction means for restricting the operation of the restriction value reduction means when a predetermined condition is satisfied (Claim 6 ). The vehicle is provided with second restraining means for restraining the occupant so that the occupant does not move forward in the event of a vehicle collision, and the predetermined condition is that the second restraining means does not function (claim 7 ). The restraining means is an airbag device, and the restraining force regulating means includes a vent hole that leaks gas in the airbag developed by the airbag device, and an opening amount adjusting means that adjusts an opening amount of the vent hole. (Claim 8 ).

  According to the vehicle occupant protection device of the first aspect, the collision detection means detects a collision from the front of the vehicle, and the restraining means restrains the occupant so that the occupant does not move forward when the vehicle collides. By the means, the restraining force can be reduced to a predetermined regulation value so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant. In this case, the restraining force restricting means reduces the restraining force to the restriction value reduced by the restriction value reducing means. Since the restriction value reducing means delays the timing of reducing the restriction value as the offset degree determined by the offset degree determining means is larger, basically, the higher the offset degree, the smaller the increase rate of the collision load. The time from the collision to the maximum collision load is long, and the overall time when the collision load is acting is long, but the timing for reducing the restriction value of the appropriate binding force according to the offset degree can be set, Regardless of the magnitude of the offset, it is possible to prevent the occupant from moving too far forward and the load on the occupant from becoming excessive, restrain the occupant appropriately, and effectively absorb the impact energy of the occupant. it can.

  According to the vehicle occupant protection device of the second aspect, since the reduction amount of the restriction value is increased as the offset degree determined by the offset degree determination means is larger, basically, the higher the offset degree, the higher the collision load. The increase rate of the vehicle is small, the time from the vehicle collision to the maximum collision load is long, and the overall time during which the collision load is applied becomes long, but the restraint force is appropriately restrained according to the offset degree. Regardless of the degree of offset, the amount of force regulation can be reduced, preventing the occupant from moving too far forward and the load on the occupant from becoming excessive, and restraining the occupant appropriately It can absorb impact energy effectively.

  According to the vehicle occupant protection device of the third aspect, the larger the offset degree determined by the offset degree determining means, the lower the reduction rate of the regulation value. Basically, the larger the offset degree, the more the collision load The increase rate of the vehicle is small, the time from the vehicle collision to the maximum collision load is long, and the overall time during which the collision load is applied becomes long, but the restraint force is appropriately restrained according to the offset degree. The reduction rate of the force regulation value can be set, regardless of the magnitude of the offset, preventing the occupant from moving too far forward and excessive load on the occupant, and restraining the occupant appropriately. It can absorb impact energy effectively.

According to the vehicle occupant protection device of the fourth aspect , since the offset degree determination means has the offset degree estimation means for estimating the offset degree, the offset degree can be reliably and quickly determined in some cases.

According to the vehicle occupant protection device of the fifth aspect, the vehicle occupant protection device includes the collision energy calculation means for calculating the collision energy at the time of the offset collision of the vehicle, and the restraint force regulating means increases the collision energy calculated by the collision energy calculation means. Since the reduction amount of the restriction value of the restraining force for reducing the restraining force is reduced, even when the collision energy is large, the passenger's impact energy absorption rate can be increased to reliably restrain the passenger.

According to the vehicle occupant protection device of the sixth aspect , even when the offset degree determination means determines that an offset collision occurs, if the predetermined condition is satisfied, the restriction value reduction restricts the operation of the restriction value reduction means. Since the limiting means is provided, even if it is determined that the collision is an offset collision, the occupant can be strongly restrained without reducing the restraining force by the restraining means more than necessary.

According to the vehicle occupant protection device of the seventh aspect, the vehicle is provided with the second restraining means for restraining the occupant so that the occupant does not move forward at the time of the collision of the vehicle. If the second restraining means is functioning, the cooperation between the restraining means and the second restraining means can more securely restrain the occupant and absorb the impact energy of the occupant. When the second restraining means does not function, the occupant can be strongly restrained without reducing the restraining force by the restraining means.

According to the vehicle occupant protection device of claim 8 , the restraining means is an airbag device, and the restraining force regulating means includes a vent hole for leaking gas in the airbag developed by the airbag device, and the vent hole. Since the opening amount adjusting means for adjusting the opening amount is provided, the restraining force can be reliably reduced at the set timing, the reduction amount, and the like.

  The vehicle occupant protection device according to the present invention includes a collision detection means for detecting a collision from the front of the vehicle, a restraining means for restraining the occupant so that the occupant does not move forward during a vehicle collision, and a predetermined value by the restraining means. Restraint force regulating means for reducing the restraining force so that the above restraining force does not act on the occupant, offset degree judging means for judging the offset degree at the time of collision from the front of the vehicle, and restraining force by the restraining force regulating means The restriction value reduction means reduces the restriction value as the offset degree determined by the offset degree determination means increases. It is configured to slow down, increase the reduction amount of the regulation value, or reduce the reduction rate of the regulation value.

  As shown in FIGS. 1 and 2, a vehicle 1 (automobile 1) is provided with a pair of left and right front seats 2 (a driver seat 2 and a passenger seat 2), and each seat 2 includes a seat cushion 2a and a seat back 2b. And. An instrument panel 3 is provided on the front side of the front seat 2, and a steering wheel 4 is provided on the front side of the driver seat 2 on the rear side of the instrument panel 3. Corresponding to each seat 2, a seat belt device 5 and an airbag device 6 corresponding to restraining means are provided, and the seat belt device 5 and the airbag device 6 are operated when the vehicle 1 collides, and are seated on the seat 2. The occupant P is restrained so that the occupant P is not moving forward.

  The vehicle occupant protection device PE includes a seat belt device 5 and an airbag device 6, a control unit 10 (hereinafter referred to as C / U 10), and sensors connected electrically to the C / U 10. A radar 11, a vehicle speed sensor 12, a left G sensor 13, a center G sensor 14, a right G sensor 15, a pair of rear radars 16, and a seat belt SW 27 of each seat belt device 5 are provided. Each seat belt device 5 and each airbag device 6 are controlled based on the detection information received from ˜16, 27. The front radar 11 and the G sensors 13 to 15 correspond to a collision detection unit that detects a collision from the front of the vehicle 1.

  As shown in FIGS. 1 to 3, each seat belt device 5 includes a webbing 20 and a seat belt retractor 21 (hereinafter referred to as a retractor 21) capable of winding and withdrawing the webbing 20. A pretensioner 22 and a restraining force restricting mechanism 23 (restraining force restricting means) are provided, and the retractor 21 is attached to a vehicle body member (a center pillar or the like) outside the seat 2 in the vehicle width direction.

  The webbing 20 extends upward from the retractor 21 and is guided by a webbing guide 24 attached to a vehicle body member (center pillar or the like) to make a U-turn, and the front end of the webbing 20 is fixed to the outer side in the vehicle width direction of the seat cushion 2a. In addition, a tongue plate 25 is movably mounted between the webbing 20 and the webbing guide 24 on the webbing 20, and a buckle 26 is provided on the inner side of the seat cushion 2a in the vehicle width direction. The webbing 20 is pulled out from the retractor 21 and hung on the trunk of the occupant P seated on the seat 2, and the tongue plate 25 is engaged with the buckle 26 and attached.

  A seat belt SW27 is provided on the buckle 26. With this seat belt SW27, it is possible to determine whether or not the webbing 20 is attached in the C / U 10, that is, whether or not the seat belt device 5 functions when the vehicle 1 collides. Become.

  As shown in FIG. 3, the retractor 21 has a winding drum 29 rotatably supported by a case 28, and a webbing 20 is wound around the winding drum 29. The winding drum 29 is always wound by webbing. It is urged to turn to the side. The pretensioner 22 is controlled by the C / U 10 and operates immediately before or at the beginning of the collision of the vehicle 1, and forcibly rotates the winding drum 29 toward the webbing winding side by an inflator or an actuator. The webbing 20 is wound around the winding drum 29 and is tightly attached to the passenger P.

  The retractor 21 is provided with a lock mechanism 30, and the webbing 20 extending from the take-up drum 29 is drawn out of the case 28 via the lock mechanism 30. The lock mechanism 30 includes first and second clamp members 31 and 32, and these clamp members 31 and 32 are opposed to the inside of a clamp case 33 fixedly provided on the case 28 via the webbing 20. It is movably provided. The webbing 20 is guided by guide holes 33 a and 33 b formed in the clamp case 33 and passes through the inside of the clamp case 33.

  A base plate 34 is provided so as to face the inside of the clamp case 33, the first clamp member 31 is fixed to the base plate 34, and the first clamp member 31 and the base plate 34 can be moved up and down integrally. A stopper mechanism 35 that limits the upper limit position of the first clamp member 31 and can change the upper limit position is provided. The stopper mechanism 35 includes an actuator 36 (for example, an electric motor) fixed to the case 28, and an actuator A screw member 37 rotated by 36 and a stopper 38 screwed into the screw member 37 and supported by the case 28 so as to be movable up and down.

  The second clamp member 32 is swingably connected to the distal end portion of the arm member 40, and the base end portion of the arm member 40 is rotatably supported by the case 28 via the support shaft 41. The arm member 40 is urged to rotate in the counterclockwise direction in FIG. 3 around the support shaft 41. Normally, the second clamp member 32 is held at a position where the webbing 20 is not sandwiched between the first clamp member 31 and the arm member 40. When the vehicle collides, the holding is released, and the second clamping member 32 presses the webbing 20 against the first clamping member 31 by the rotation bias, and the webbing 20 is clamped by the first and second clamping members 31 and 32. And locked.

  By the way, the restraining force restricting mechanism 23 restricts the restraining force of the predetermined value N1 or more, which is the restricting value, from acting on the occupant P through the lock mechanism 30. Here, at the time of a vehicle collision, the first and second clamp members 31 and 32 clamp the webbing 20 by the biasing force that biases the arm member 40. The clamping force is predetermined by the setting of the biasing force and the like. The webbing 20 is set to slide between the first and second clamp members 31 and 32 when the value N1 is reached. That is, when the restraining force reaches the predetermined value N1, the webbing 20 slides between the first and second clamp members 31, 32 so that the restraining force of the predetermined value N1 or more does not act on the occupant P. Here, the predetermined value N <b> 1 can be changed by changing the upper limit position of the first clamp member 31 by the stopper mechanism 35.

  An actuator 42 (for example, a linear solenoid actuator) is provided downward on the arm member 40. By the output portion 42a of the actuator 42, the arm member 40 is pressed downward against the urging force that urges the arm member 40 to rotate, so that the first and second clamp members 31 and 32 The clamping force of the webbing 20, that is, the restraining force regulated by the restraining force regulating mechanism 23 is reduced. The pressing force by the actuator 42 is linearly variable, and therefore the amount of reduction for reducing the restraining force is also linearly variable.

  As shown in FIGS. 1, 2, and 4, each airbag device 6 includes a storage case 50, an airbag 51 stored in a folded state in the storage case 50, and an airbag 51 provided in the storage case 50. An inflator 52 for supplying pressurized gas, a vent hole 53 formed in the storage case 50, and an opening amount adjusting mechanism 54 for adjusting the opening amount of the vent hole 53 are provided. The airbag apparatus 6 for the driver's seat and the airbag apparatus 6 for the passenger's seat have the same basic structure and will be described with the same reference numerals.

  Each airbag device 6 has a storage case 50 attached to a front part of the passenger P (the steering wheel 4 for the driver seat 2 and the instrument panel 3 on the passenger seat 2 side for the passenger seat 2). The fragile portion 50b is formed in the skin member 50a of the storage case 50, and when the vehicle collides, the inflator 52 is operated to generate pressurized gas, and the airbag 51 breaks the fragile portion 50b by the pressurized gas, and the skin member 50a. Is opened to the outside, deployed on the front side of the occupant P, and the occupant P is received by the airbag 51.

  The vent hole 53 corresponds to the restraining force restricting mechanism 53 (restraining force restricting means), and leaks the gas in the airbag 51 deployed by the airbag device 6 so that the airbag 20 has a predetermined value N1 or more that is a restriction value. To prevent the restraining force from acting on the passenger. The opening adjustment mechanism 54 includes an opening / closing member 55 that opens and closes the vent hole 53 and an actuator 56 (for example, a linear solenoid actuator) that drives the opening / closing member 55 to open and close. The opening / closing member 55 is guided and supported by the guide member 55 a, the actuator 56 is fixed to the storage case 50, and the output portion 56 a is connected to the opening / closing member 55.

  Here, the opening amount of the vent hole 53 is linearly variable by the opening amount adjusting mechanism 54, and normally, a restraining force equal to or greater than a predetermined value N1 from the airbag 20 is maintained with the predetermined opening amount opened. Keep it from acting on the occupant. The restraining force can be reduced by further increasing the opening amount of the vent hole 53. In this case, the reduction amount is also linearly variable. It should be noted that a vent hole is separately provided for restricting the restraint force from the airbag 20 to a predetermined value N1 or more, which is a restrictive value, from acting on the occupant, and the vent hole 53 is used only for reducing the restraint force. It may be.

  Now, in the occupant protection device PE, a seat that reduces the restriction value of the restraining force that is restrained by the restraining force restricting mechanism 23 so that the restraining force by the seat belt device 5 does not act on the occupant P beyond the predetermined value N1 that is the restriction value. Belt restraining force reducing means 49 (regulatory value reducing means) is provided, and the seat belt restraining force reducing means 49 is composed of the actuator 42 of the seat belt device 5 and the C / U 10. The offset degree OFd is determined based on the detection signals from ˜15, and the actuator 42 is controlled in accordance with the offset degree OFd so that the restriction value of the binding force can be reduced as will be described later. Has been.

  Specifically, the magnitude of the three accelerations detected by the G sensors 13 to 15 or their integrated values or their differential values are compared by the C / U 10, and a collision from the front of the vehicle 1 is detected. The offset degree OFd as the collision mode is determined. C / U 10 corresponds to an offset degree determination unit. Then, the restraining force regulated by the restraining force restricting mechanism 23 is reduced at a predetermined timing according to the determined offset degree OFd by the C / U 10, and in this case, the restraining force is reduced as the offset degree OFd increases. Slow down the timing.

  FIG. 5 shows the characteristics of the collision load at the time of the full lap collision and the offset collision, and the characteristics of the restraining force for restraining the occupant P by the seat belt device 5 at that time, and FIG. 6 shows the characteristics of the full wrap collision and the offset collision of FIG. The characteristic of the collision load at the time of the offset collision with a smaller offset degree OFd and the characteristic of the restraint force that restrains the occupant P by the seat belt device 5 at that time are shown.

  For example, in the full lap collision of FIGS. 5 and 6, the time until the collision load becomes maximum from the time of the collision is 40 to 50 ms, the maximum value of the collision load is converted to acceleration of 30 to 40G, In the offset collision, the time until the collision load becomes maximum from the time of the collision is 70 to 80 ms, the maximum value of the collision load is 15 to 20 G in terms of acceleration, and in the offset collision of FIG. The time from the collision to the maximum is 60 to 70 ms, and the maximum value of the collision load is 20 to 25 G in terms of acceleration.

  As shown in FIGS. 5 and 6, when the vehicle 1 collides, the restraining force for restraining the occupant P by the seat belt device 5 is instantaneously increased, and the restraining force restricting mechanism 23 functions so that the occupant P is controlled by the regulation value. Restricting is performed so that a binding force of a certain first predetermined value N1 or more does not act. In the case of the full lap collision of FIGS. 5 and 6, the actuator 42 is operated after the time t1 (for example, t1 = 40 to 50 + 5 to 10 ms) immediately after the collision load becomes maximum from the time of the collision, and the restraining force regulating mechanism 23 The restriction value of the restraining force restricted by is reduced from N1 to N2 by the reduction amount n1.

  In the case of the offset collision in FIG. 5, the actuator 42 is activated and regulated by the restraining force regulating mechanism 23 after a time t2 (for example, t2 = 70 to 80 + 5 to 10 ms) immediately after the collision load becomes maximum after the collision. The restriction value of the binding force is reduced from N1 to N2 by the reduction amount n1. In the case of the offset collision in FIG. 6, the value of the time t2 becomes smaller than that in the case of the offset collision in FIG. 5, and the time t2 immediately after the collision load becomes maximum from the time of the collision (for example, t2 = 60 to 70 + 5 to 10 ms). Later, the actuator 42 is operated, and the restriction value of the restraining force restricted by the restraining force restriction mechanism 23 is reduced from N1 to N3 (N3> N2) by the reduction amount n2 (n2 <n1).

For example, in the case of FIG. 5, the first timing t1 and the second timing t2 for reducing the restraining force correspond to the timing for reducing the restriction value, and in the case of FIG. 6, the first timing t1 for reducing the restraining force and The second timing t2 corresponds to the timing for reducing the regulation value, and the second timing t2 in FIG. 5 and the second timing t2 in FIG. 6 correspond to the timing for reducing the regulation value.
Further, the first reduction amount n1 and the second reduction amount n2 that reduce the restriction value of the restraining force correspond to the reduction amount of the restriction value.

The processing executed by the C / U 10 for realizing the above operation is as shown in the flowchart of FIG. 7 (Si (i = 1, 2, 3,... In the figure indicates each step) in FIG. 7).
As shown in FIG. 7, this process is described. First, signals detected by the G sensors 13 to 15 are read (S1), it is determined whether or not a collision has occurred (S2), and a collision occurs. If not (S2; No), return. When a collision occurs (S2; Yes), a collision type determination process (S3) is executed, and in this collision type determination process, the offset degree OFd is determined as described above.

After S3, first, whether full-wrap collision or offset collision is determine the constant (S4), the offset degree OFd approximately 0, if the full-wrap collision (S4; No), the first reduction timing t1 is set (S5 ). In the case of an offset collision (S4; Yes), next, it is diagnosed whether or not the airbag device 6 has failed. If the airbag device 6 has failed (S6; Yes), the first reduction timing t1 is set. When it is set (S5) and the airbag apparatus 6 is not out of order (S6; No), the second reduction timing t2 that is larger as the offset degree OFd is larger than the first reduction timing t1 and the offset degree OFd is larger. Is set (S7).

  Here, the first reduction timing t1 is in the vicinity of when the collision load (collision energy of the vehicle 1) becomes maximum in the case of a full lap collision, specifically when it becomes maximum as shown in FIGS. The second reduction timing t2 is set after a predetermined time (for example, after 5 to 10 ms) from the time when the collision load (collision energy of the vehicle 1) becomes maximum in the case of an offset collision. 5. As shown in FIG. 6, it is set after a predetermined time (for example, after 5 to 10 ms) from the maximum time.

  Even if S6 is determined to be an offset collision in S4, if it is satisfied that the airbag device 6 is not functioning as a predetermined condition, the restriction for restricting the operation of the seat belt restraining force reducing means 49 is satisfied. It corresponds to a value reduction limiting means. Here, the airbag device 6 corresponds to a second restraining means. Thereby, even when it is determined that the collision is an offset collision, the first reduction timing t1 that does not reduce the restraining force by the seat belt device 5 more than necessary is set (S5), and the first reduction amount n1 (S10) is set. .

  After S7, a collision energy calculation process (S8) is executed. In this collision energy calculation process, for example, based on detection signals of the G sensors 13 to 15 detected in the vicinity of when the collision load of each collision becomes maximum. When the collision energy at the time of the offset collision is calculated and this collision energy is smaller than a predetermined set value (S9; No), the first reduction amount n1 is set (S10), or the process proceeds to S5 After that, the first reduction amount n1 is set (S10). When the collision energy is larger than the set value (S9; Yes), a second reduction amount n2 (n2 <n1) smaller than the first reduction amount n1 is set (S11), and the operation of the seat belt restraining force reducing means 49 is activated. Limited. S8 corresponds to the collision energy calculation means.

  In the restraint force reduction control in S12, the restraint force restriction of the seat belt device 5 increases as the offset degree OFd increases at the reduction timing (first reduction timing t1 or second reduction timing t2) set in S5 or S7 from the time of the collision. The actuator 42 is controlled so as to delay the timing at which the restriction value of the binding force in the mechanism 23 is reduced. Further, as the offset degree OFd is larger in the reduction amount (first reduction amount n1 or second reduction amount n2) set in S10 or S11, the restriction value of the restraining force in the restraining force restriction mechanism 23 of the seat belt device 5 is increased. The actuator 42 is controlled so as to increase the amount of reduction.

  The occupant protection device PE has an airbag restraining force that reduces the restraining force that is restrained by the restraining force restricting mechanism 53 so that the restraining force by the airbag device 6 does not act on the occupant P at or above a predetermined value N1 that is a restricting value. A reducing means 59 (regulatory value reducing means) is provided, and the airbag restraint reducing means 59 is configured by the opening amount adjusting mechanism 54 of the airbag device 6 and the C / U 10. 15 is used to determine the offset degree OFd when the vehicle 1 collides from the front, and the actuator 56 is controlled in accordance with the offset degree OFd. It is comprised so that a value can be reduced.

  Specifically, similarly to the seat belt restraining force reducing means 49, the C / U 10 determines the offset degree OFd as a collision mode at the time of the collision from the front of the vehicle 1, and the predetermined degree is determined according to the offset degree OFd. In this case, the restraining force restricted by the restraining force restricting mechanism 53 is reduced. In this case, the timing at which the restraining force is reduced is delayed as the offset degree OFd increases. In this case, the characteristic of the restraining force that restrains the occupant P by the airbag device 6 is the same as that of the restraining force of the seat belt device 5 in FIGS.

The processing executed by the C / U 10 for realizing the above operation is the same flowchart in most of the flowchart of FIG. The different part is a step of determining whether the seat belt device 5 is in use in S6, that is, whether the webbing 20 is attached. S6: If No, the process proceeds to S5, and if S6; Yes, the process proceeds to S7. To do. Here, the seat belt device 5 corresponds to a second restraining means. Further, in the restraint force reduction control in S12, the restraint of the airbag device 6 increases as the offset degree OFd increases at the reduction timing (first reduction timing t1 or second reduction timing t2) set in S5 or S7 from the time of the collision. The actuator 56 is controlled so as to delay the timing for reducing the restriction value of the restraining force in the force restricting mechanism 53.
Further, the larger the offset degree OFd is the reduction amount set in S10 or S11 (first reduction amount n1 or second reduction amount n2), the restriction value of the restraining force in the restraining force restricting mechanism 53 of the airbag device 6 becomes larger. The actuator 56 is controlled so as to increase the reduction amount.

The occupant protection device PE described above has the following effects.
A collision from the front of the vehicle 1 is detected by the G sensors 13 to 15, and the occupant P is restrained by the seat belt device 5 and the airbag device 6 so that the occupant P does not move forward when the vehicle 1 collides. The restraining force restricting mechanisms 23 and 53 prevent the restraining force of the predetermined value N1 or more, which is a restriction value by the seat belt device 5 and the airbag device 6, from acting on the occupant P by the force reducing means 49 and the airbag restraining reducing means 59. The restraining force regulated by can be reduced.

In this case, the seat belt restraining force reducing means 49 and the airbag restraining reducing means 59 delay the timing for reducing the restriction value of the restraining force as the offset degree OFd increases in accordance with the offset degree OFd. The larger the is, the smaller the rate of increase of the collision load is, the longer the time from the collision of the vehicle to the maximum of the collision load and the longer the overall time during which the collision load is acting, but depending on the offset degree OFd It is possible to set an appropriate timing for reducing the restriction value of the restraining force. Regardless of the magnitude of the offset degree OFd, it is possible to prevent the occupant P from moving too far forward and the load applied to the occupant P from becoming excessive. The impact energy of the occupant P can be effectively absorbed by being restrained appropriately.
Moreover, the seat belt restraining force reducing means 49 and the airbag restraining reducing means 59 increase the amount of reduction of the restriction value as the offset degree OFd increases according to the offset degree OFd. Therefore, as the offset degree OFd increases, The rate of increase of the collision load is small, the time from when the vehicle collides to the maximum collision load is long, and the overall time during which the collision load is applied is long, but the binding force depends on the offset degree OFd. Appropriate restraint force restraint value can be set. Regardless of the magnitude of the offset degree OFd, it is possible to prevent the occupant from moving too far forward and the load on the occupant from becoming excessive, and restrain the occupant appropriately. The impact energy of the passenger can be absorbed effectively.

By determining the offset degree OFd, it is possible to determine whether the collision from the front of the vehicle 1 is an offset collision or a full wrap collision. Therefore, at least the offset collision and the full wrap collision are performed using different methods for reducing the binding force. The occupant P can be appropriately restrained to effectively absorb the impact energy of the occupant P.

  The collision energy at the time of the offset collision of the vehicle 1 is calculated, and the seat belt restraining force reducing means 49 and the airbag restraining reducing means 59 are more effective when the calculated collision energy is larger than when the collision energy is small. Therefore, even when the collision energy is large, the absorption rate of the impact energy of the occupant P can be increased and the occupant P can be reliably restrained.

  If the condition that the airbag device 6 or the seat belt device 5 does not function is satisfied even if it is determined by the offset degree OFd that an offset collision has occurred, the seat belt restraint force reducing means 49 or the airbag restraint reduction is achieved. Since the operation of the means 59 is limited, the occupant P can be strongly restrained without reducing the restraining force by the seat belt device 5 or the airbag device 6 more than necessary.

  In the case of the airbag device 6, the airbag restraint reducing means 59 includes a vent hole 53 that leaks gas in the airbag 51 developed by the airbag device 6, and an opening amount adjusting mechanism that adjusts the opening amount of the vent hole 53. 54, the restraining force can be reliably reduced with the set timing and reduction amount.

The occupant protection device PE can be changed as follows.
1] Timing for reducing the restraining force (a) With the first and second reduction timings t1 and t2 as predetermined timings, any one of the first and second reduction timings t1 and t2 is determined according to the offset degree OFd. Select alternatively. For example, the first timing t1 is selected in the case of a full lap collision, and the second reduction timing t2 is selected in all cases of an offset collision.
(B) The first and second timings t1 and t2 in the seat belt device 5 are different from the first and second timings t1 and t2 in the airbag device 6. Thereby, for example, by making the reduction timing of the seat belt device 5 earlier than the reduction timing in the airbag device 6, first, the restraint force of the seat belt device 5 is reduced, so that the occupant P is airbag of the airbag device 6. It is possible to guide so that it is properly applied to 20.

2] A reduction amount for reducing the restraining force is set (a) to be linearly variable according to the calculated collision energy.
(B) The reduction amount is set according to the offset degree OFd. In this case, it is set to be linearly variable according to the offset degree OFd, or the first and second reduction amounts n1 and n2 are set as predetermined reduction amounts, and the first and second reduction amounts n1 are set according to the offset degree OFd. , N2 are alternatively selected. For example, the first reduction amount n1 is selected in the case of full lap collision, and the second reduction amount n2 is selected in all cases of offset collision.
(C) All the reduction amounts are made uniform.

3] The front radar 11 predicts the detection of the collision of the vehicle 1. In this case, a front camera is mounted and applicable.
4] Regarding the determination of the offset degree OFd, the forward radar 11 estimates (predicts) the offset degree OFd. This makes it possible to reliably and quickly determine the offset degree OFd. In this case, a front camera is mounted and applicable. The front radar 11 or the like corresponds to the offset degree estimating means.
5] One of the seat belt restraining force reducing means 49 and the airbag restraint reducing means 59 is omitted.

  The vehicle occupant protection device PE according to the second embodiment is different from the first embodiment in the functions of the seat belt restraining force reducing means 49 and the air bag restraining force reducing means 59, and these restraining force reducing means 49, 59. Since other configurations including the configuration are the same, the description thereof is omitted.

  In the airbag restraining force reducing means 59, the offset degree OFd is determined by the C / U 10 in the same manner as in the first embodiment, and the restraining force regulated by the restraining force regulating mechanism 53 at a predetermined timing according to the offset degree OFd. In this case, the greater the offset degree OFd, the greater the restraining force reduction amount for restricting the restraining force. Here, the collision load characteristics of the full wrap collision and the offset collision in FIGS. 8 and 9 are the same as those in FIGS. 5 and 6.

  As shown in FIGS. 8 and 9, when the vehicle 1 collides, the restraining force for restraining the occupant P by the airbag device 6 is instantaneously increased, and the restraining force restricting mechanism 53 functions so that the occupant P is controlled by the regulation value. It is regulated so that a binding force of a certain first predetermined value N1 or more does not act. In the case of the full lap collision shown in FIGS. 8 and 9, the actuator 56 is operated and the restraint force regulation is performed after a predetermined time t1 (for example, immediately after the collision load reaches the maximum, t1 = 40 to 50 + 5 to 10 ms). The restriction value of the restraining force restricted by the mechanism 53 is reduced from N1 to N2 by the reduction amount n1.

  In the case of the offset collision shown in FIG. 8, the actuator 56 operates after a predetermined time t1 from the time of the collision, and the restraining force regulated by the restraining force regulating mechanism 53 is reduced by n2 (n2 <n1) from N1 to N3 (N3> N2). ). In the case of the offset collision in FIG. 9 where the offset degree OFd is small, the value of the reduction amount n2 becomes smaller than in the case of the offset collision in FIG. 8 where the offset degree OFd is large, and the actuator 56 is activated after a predetermined time t1 from the time of the collision. The restriction value of the restraining force regulated by the restraining force regulation mechanism 53 is reduced from N1 to N4 (N4> N3) by the reduction amount n2.

The processing executed by the C / U 10 for realizing the above operation is as shown in the flowchart of FIG. 10 (Si (i = 20, 21, 22... In the figure indicates each step)).
Explaining this process, as shown in FIG. 10, S20 to S22 are the same as S1 to S3 of FIG. 7, and then, in the case of a full wrap collision (S23; No), the first reduction amount n1 is set. (S24). In the case of an offset collision (S23; Yes), next, when the webbing 20 is not attached (S25; No), the first reduction amount n1 is set (S24), and when the webbing 20 is attached (S25; Yes), a second reduction amount n2 smaller than the first reduction amount n1 is set according to the offset degree OFd (S26).

  Even if S25 is determined to be an offset collision in S23, if it is satisfied that the seatbelt device 5 which is a predetermined condition does not function, a regulation value for restricting the operation of the airbag restraint reducing means 59 It corresponds to a reduction limiting means. Here, the seat belt device 5 corresponds to a second restraining means.

  After S26, a collision energy calculation process (S27) is executed. In this collision energy calculation process, for example, based on the detection signals of the G sensors 13 to 15 detected in the vicinity when the collision load of the full lap collision becomes maximum. Thus, the collision energy at the time of the offset collision is calculated, and when the collision energy is larger than a predetermined set value (S28; Yes), the value of the second reduction amount n2 is corrected and reduced (S29), and the airbag The operation of the constraint reducing means 59 is limited. S27 corresponds to the collision energy calculation means.

  In the restraint force reduction control in S30, the reduction amount set in S24 or S26 (first reduction amount n1 or second reduction amount n2) at the predetermined reduction timing t1 from the time of the collision, and further the correction amount corrected in S29 The actuator 56 is controlled so as to reduce the restraining force restricted by the restraining force restricting mechanism 53 of the airbag device 6 by (the second reduction amount n2).

  In the seat belt restraining force reducing means 49, as in the airbag restraining reducing means 59, the C / U 10 determines the offset degree OFd at the time of a collision from the front of the vehicle 1, and the degree of offset OFd is determined according to the offset degree OFd. Thus, the restraining force restricted by the restraining force restricting mechanism 23 is reduced at a predetermined timing. In this case, the restraining force reduction amount for reducing the restraining force is increased as the offset degree OFd is increased. In this case, the characteristic of the restraining force that restrains the occupant P by the seat belt device 5 is the same as the characteristic of the restraining force of the airbag device 6 shown in FIGS.

  The processing executed by the C / U 10 for realizing the above operation is the same flowchart in most of the flowchart of FIG. In S25, the different part is a step for determining whether the airbag device 6 is malfunctioning. If S25; Yes, the process proceeds to S24, and if S25; No, the process proceeds to S26. Here, the airbag device 6 corresponds to a second restraining means. Further, in the restraint force reduction control of S30, the reduction amount (first reduction amount n1 or second reduction amount n2) set in S24 or S26 at the predetermined reduction timing t1 from the time of the collision is further corrected in S29. The actuator 42 is controlled so that the restraining force restricted by the restraining force restricting mechanism 23 of the seat belt device 5 is reduced by the reduction amount (second reduction amount n2).

The occupant protection device PE described above has the following effects.
The airbag restraint reducing means 59 and the seat belt restraining force reducing means 49 reduce the restraining force at a predetermined timing t1, and the restraining force reduces the restraining force regulation value as the offset degree OFd increases. Since the amount of reduction is increased, basically, the larger the offset degree OFd, the smaller the rate of increase of the collision load, and the longer the time from when the vehicle collides until the collision load becomes maximum, the entire collision load is acting. However, the restraining force is reduced by an appropriate restraining force reduction amount corresponding to the offset degree OFd, and the passenger P is restrained appropriately regardless of the magnitude of the offset degree OFd. It can absorb energy effectively. In addition, the same effects as those of the first embodiment are obtained.

The occupant protection device PE can be changed as follows.
1] The timing for reducing the restraining force may be changed according to the offset degree OFd. In this case, when the offset degree OFd is large, the restraint force reduction timing is delayed as compared with the case where the offset degree OFd is small. In this case, it is set to be linearly variable according to the offset degree OFd, or the first and second reduction timings are set as predetermined reduction amounts, and either the first or second reduction timing is set according to the offset degree OFd. Select alternatively.

2] The reduction amount for reducing the restraining force is not set to be linearly variable according to the offset degree OFd, but the first and second reduction amounts n1 and n2 are set as predetermined reduction amounts, and the offset degree OFd. In response to this, one of the first and second reduction amounts n1 and n2 is selected alternatively. For example, the first reduction amount n1 is selected in the case of full lap collision, and the second reduction amount n2 is selected in all cases of offset collision.
3] In addition, the same changes as those of the first embodiment may be added.

  The vehicle occupant protection device PE according to the third embodiment is different from the first and second embodiments in the functions of the seat belt restraining force reducing means 49 and the airbag restraining force reducing means 59. , 59 and other configurations are the same and will not be described.

  In the airbag restraining force reducing means 59, the offset degree OFd is determined by the C / U 10 in the same manner as in the first embodiment, and the restraining force regulated by the restraining force restricting mechanism 53 at a predetermined timing t1 in accordance with the OFd. In this case, as the offset degree OFd is larger, the reduction speed of the restriction value of the restraining force is reduced so that the restraining force is gradually reduced. Here, the collision load characteristics of the full lap collision and the offset collision in FIGS. 11 and 12 are the same as those in FIGS. 5 and 6.

  As shown in FIGS. 11 and 12, when the vehicle 1 collides, the restraining force for restraining the occupant P by the airbag device 6 is instantaneously increased, and the restraining force restricting mechanism 53 functions so that the occupant P is controlled by the regulation value. It is regulated so that a binding force of a certain first predetermined value N1 or more does not act. In the case of the full lap collision shown in FIGS. 11 and 12, the actuator 42 is operated after a predetermined time t1 from the time of the collision (for example, t1 = 40 to 50 + 5 to 10 ms immediately after the collision load is maximized), thereby restricting the binding force. The restriction value of the restraining force restricted by the mechanism 53 is reduced from N1 to N2 by the reduction amount n1.

  In the case of the offset collision in FIG. 11, the actuator 56 starts to operate after a predetermined time t1 from the time of the collision, and the reduction of the restraining force restricted by the restraining force restriction mechanism 53 is started, and the opening amount of the vent hole 53 gradually increases. In this way, the restraining force is reduced at a restraining force reduction amount change rate p2 which is smaller than the restraining force reduction amount change rate p1 which is a reduction speed in the case of a full lap collision. In the case of the offset collision in FIG. 12 where the offset degree OFd is small, the value of the restraining force reduction amount change rate p2 becomes larger than that in the case of the offset collision in FIG. 11 where the offset degree OFd is large. Is started, the opening amount of the vent hole 53 is gradually increased, and the restraining force is reduced at a restraining force reduction amount change rate p2 larger than that in the case of the offset collision in FIG.

The processing executed by the C / U 10 for realizing the above operation is as shown in the flowchart of FIG. 13 (Si in the figure (i = 40, 41, 42... Indicates each step)).
Explaining this process, as shown in FIG. 13, S40 to S42 are the same as S1 to S3 of FIG. 7, and then, in the case of a full wrap collision (S43; No), the first reduction amount change rate p1 is set. (S44). In the case of an offset collision (S43; Yes), next, when the webbing 20 is not worn (S45; No), the first reduction amount change rate p1 is set (S44), and when the webbing 20 is worn (S44). S45; Yes), a second reduction amount change rate p2 larger than the first reduction amount change rate p1 is set according to the offset degree OFd (S46).

  Even if S45 is determined to be an offset collision in S43, if it is satisfied that the seat belt device 5 which is a predetermined condition does not function, the restraining force for restricting the operation of the airbag restraint reducing means 59 is satisfied. It corresponds to the reduction prohibition means. Here, the seat belt device 56 corresponds to a second restraining means.

  After S46, the collision energy calculation process (S47) is executed. In this collision energy calculation process, for example, based on the detection signals of the G sensors 13 to 15 detected in the vicinity when the collision load of the full lap collision becomes maximum. Thus, the collision energy at the time of the offset collision is calculated, and when this collision energy is larger than a predetermined set value (S48; Yes), the value of the second reduction amount change rate p2 is corrected and reduced (S49), The operation of the airbag restraint reducing means 59 is limited. S47 corresponds to the collision energy calculation means.

  In the restraint force reduction control of S50, at the predetermined reduction timing t1 from the time of the collision, the reduction amount change rate (first reduction amount change rate p1 or second reduction amount change rate p2) set in S44 or S46, and further S29 The actuator 56 is controlled so as to reduce the restraining force restricted by the restraining force restricting mechanism 53 of the airbag device 6 at the reduction amount change rate (second reduction amount change rate p2) corrected in (1).

  In the seat belt restraining force reducing means 49, as in the airbag restraining reducing means 59, the C / U 10 determines the offset degree OFd at the time of a collision from the front of the vehicle 1, and the degree of offset OFd is determined according to the offset degree OFd. Thus, the restraining force restricted by the restraining force restricting mechanism 23 is reduced at a predetermined timing. In this case, as the offset degree OFd is increased, the reduction rate of the restraining force restriction value is decreased. In this case, the characteristic of the restraining force that restrains the occupant P by the seat belt device 5 is equivalent to the property of the restraining force of the airbag device 6 of FIGS. 11 and 12.

  The process executed by the C / U 10 for realizing the above operation is the same flowchart in most of the flowchart of FIG. In S45, the different part is a step of determining whether the airbag device 6 is malfunctioning. If S45; Yes, the process proceeds to S44, and if S45; No, the process proceeds to S46. Here, the airbag device 6 corresponds to a second restraining means. Further, in the restraint force reduction control of S50, at the predetermined reduction timing t1 from the time of the collision, at the reduction amount change rate (first reduction amount change rate p1 or second reduction amount change rate p2) set in S44 or S46, Further, the actuator 42 is controlled so as to reduce the restraining force restricted by the restraining force restricting mechanism 23 of the seat belt device 5 at the reduction amount change rate (second reduction amount change rate p2) corrected in S29.

The occupant protection device PE described above has the following effects.
The air bag restraint reducing means 59 and the seat belt restraining force reducing means 49 reduce the restraining force at a predetermined timing t1, and as the offset degree OFd increases, the restraining force is gradually reduced. In particular, the larger the offset degree OFd, the smaller the rate of increase of the collision load, the longer the time from when the vehicle collides until the collision load is maximized, and the longer the overall time during which the collision load is acting, The restraining force is reduced by an appropriate restraining force reduction amount change rate according to the offset degree OFd, and the impact energy of the passenger P is effectively absorbed by restraining the passenger P appropriately regardless of the magnitude of the offset degree OFd. it can. In addition, the same effects as those of the first embodiment are obtained.

The occupant protection device PE can be changed as follows.
1] The timing for reducing the restraining force may be changed according to the offset degree OFd. In this case, when the offset degree OFd is large, the restraint force reduction timing is delayed as compared with the case where the offset degree OFd is small. In this case, it is set to be linearly variable according to the offset degree OFd, or the first and second reduction timings are set as predetermined reduction amounts, and either the first or second reduction timing is set according to the offset degree OFd. Select alternatively.

2] The reduction rate change rate for reducing the binding force is not set to be linearly variable according to the offset degree OFd, but the first and second reduction rate change rates p1 and p2 are set as predetermined reduction amounts. Then, one of the first and second reduction amount change rates p1 and p2 is alternatively selected according to the offset degree OFd. For example, the first reduction amount p1 is selected in the case of full lap collision, and the second reduction amount p2 is selected in all cases of offset collision.
3] In addition, the same changes as those of the first embodiment may be added.

  The vehicle occupant protection apparatus PE according to the first to third embodiments can be modified in various ways other than the above disclosure within a range not departing from the gist of the present invention. For example, various seat belt devices and airbag devices can be applied as the restraining means, and various configurations can be employed for the seat belt restraining force reducing means and the airbag restraining reducing means. In addition, the present invention can be applied to various automobiles and various vehicles other than automobiles.

1 is a perspective perspective view of an automobile according to an embodiment. It is a block diagram of a control system including a side view of the interior of the automobile. It is a longitudinal cross-sectional view of the seatbelt retractor of a seatbelt apparatus. It is a longitudinal cross-sectional view of an airbag apparatus. FIG. 3 is a characteristic diagram of collision load / restraint force of Example 1. FIG. 3 is a characteristic diagram of collision load / restraint force of Example 1. It is a flowchart of the process which the control unit of Example 1 performs. 6 is a characteristic diagram of collision load / restraint force of Example 2. FIG. 6 is a characteristic diagram of collision load / restraint force of Example 2. FIG. It is a flowchart of the process which the control unit of Example 2 performs. 6 is a characteristic diagram of collision load / restraint force in Example 3. FIG. 6 is a characteristic diagram of collision load / restraint force in Example 3. FIG. It is a flowchart of the process which the control unit of Example 3 performs.

PE Vehicle occupant protection device 1 Vehicle 5 Seat belt device 6 Air bag device 10 Control unit (C / U)
11 Front radar 12 Vehicle speed sensor 13 Left G sensor 14 Center G sensor 15 Right G sensor 23, 53 Restraint force restriction mechanism 49 Seat belt restraint force reducing means 59 Airbag restraint reducing means

Claims (8)

In a vehicle occupant protection device that protects an occupant during a collision from the front of the vehicle,
Collision detection means for detecting a collision from the front of the vehicle;
Restraining means for restraining the occupant so that the occupant does not move forward in the event of a vehicle collision;
A restraining force restricting means for restricting the restraining force so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant;
An offset degree determination means for determining an offset degree at the time of a collision from the front of the vehicle;
Restriction value reduction means for reducing the restriction value of the restraining force by the restraining force restriction means,
The vehicle occupant protection apparatus according to claim 1, wherein the restriction value reducing means delays the timing of reducing the restriction value as the offset degree determined by the offset degree determining means is larger. In a vehicle occupant protection device that protects an occupant during a collision from the front of the vehicle,
Collision detection means for detecting a collision from the front of the vehicle;
Restraining means for restraining the occupant so that the occupant does not move forward in the event of a vehicle collision;
A restraining force restricting means for restricting the restraining force so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant;
An offset degree determination means for determining an offset degree at the time of a collision from the front of the vehicle;
Restriction value reduction means for reducing the restriction value of the restraining force by the restraining force restriction means,
The vehicle occupant protection apparatus according to claim 1, wherein the restriction value reduction means increases the reduction amount of the restriction value as the offset degree determined by the offset degree determination means increases. In a vehicle occupant protection device that protects an occupant during a collision from the front of the vehicle,
Collision detection means for detecting a collision from the front of the vehicle;
Restraining means for restraining the occupant so that the occupant does not move forward in the event of a vehicle collision;
A restraining force restricting means for restricting the restraining force so that a restraining force of a predetermined value or more by the restraining means does not act on the occupant;
An offset degree determination means for determining an offset degree at the time of a collision from the front of the vehicle;
Restriction value reduction means for reducing the restriction value of the restraining force by the restraining force restriction means,
The vehicle occupant protection apparatus according to claim 1, wherein the restriction value reduction unit decreases the restriction value reduction rate as the offset degree determined by the offset degree determination unit increases. The vehicle occupant protection apparatus according to any one of claims 1 to 3, wherein the offset degree determination means includes offset degree estimation means for estimating the offset degree . A collision energy calculating means for calculating a collision energy at the time of an offset collision of the vehicle,
3. The vehicle occupant protection device according to claim 2 , wherein the restraining force restricting unit reduces the amount of reduction of the restricting value as the collision energy calculated by the collision energy calculating unit increases . Even when the offset degree determination means determines that an offset collision has occurred, when a predetermined condition is satisfied, a restriction value reduction restriction means for restricting the operation of the restriction value reduction means is provided. The vehicle occupant protection device according to any one of claims 1 to 5 . A second restraining means for restraining the occupant so that the occupant does not move forward in the event of a vehicle collision;
The vehicle occupant protection device according to claim 6 , wherein the predetermined condition is that the second restraining means does not function . The restraining means is an airbag device;
The restraining force regulating means, according to claim 1, characterized in that it comprises a vent hole for leaking the gas in the deployed airbag of the airbag device and an opening amount adjustment means for adjusting the opening amount of the venthole The vehicle occupant protection device according to any one of? 7 .

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