JP5195894B2 - Crew protection device - Google Patents

Description

The present invention relates to an occupant protection device for protecting the secondary collision of the occupant with respect to a vehicle side collision.

  At the time of a side collision of the vehicle, a load is input from the side, and the vehicle body deforms or moves along the load input direction, but the occupant tries to maintain the original position by inertia force against this side input load, As a result, the occupant moves relatively to the collision side.

  Therefore, in order to effectively protect the occupant at the time of a side collision, the occupant is moved integrally with the vehicle body with respect to the lateral movement of the vehicle body after the collision, and is secondary to the door and other vehicle interior members. It is necessary to prevent a collision. To that end, it is necessary to secure a living space and move the occupant together with the vehicle body to the non-collision side.

  On the other hand, conventionally, a partially fragile crash space is provided on the floor, and a deformation mode of the crash space by load input at the time of a side collision is used to move the seat in a direction away from the roof side rail ( For example, see Patent Document 1).

  In addition, a seat rail structure and a side airbag structure that can move in the vehicle width direction are provided so that the space between the seat and the door is secured by moving the seat rail in the vehicle width direction, and the impact is absorbed by a large capacity airbag. (For example, refer to Patent Document 2).

Japanese Patent Laid-Open No. 7-81465 (page 5-6, FIG. 1) JP-A-7-323802 (page 2-3, FIG. 2)

  However, in the occupant protection device shown in Patent Document 1, an attempt is made to secure a living space by moving the seat by deformation mode control using a collision load, but also when the seat is moved in this way. Since the frictional force acting between the occupant and the seat back is much less than the inertial force described above, it may be difficult for the occupant to follow the seat movement completely.

  In the occupant protection device shown in Patent Document 2, a living space can be secured by lateral movement of the seat as in Patent Document 1, but sufficient between the seat and the occupant due to inertial force as described above. Since the restraining force cannot be obtained, it may be difficult for the occupant to follow the seat movement.

  Also, when absorbing an impact with a large-capacity air bag, the load transmission surface is mainly the occupant's side, and the load area cannot be increased. As a result, the pressing force on the load surface increases and stress concentration occurs. A part will be formed.

Therefore, the present invention prevents the secondary collision by effectively supporting the occupant by the seat by forcing the upper body of the occupant seated on the vehicle seat to the non-collision side when a side collision is detected. It is an object of the present invention to provide an occupant protection device that can be used.

An occupant protection device according to the present invention includes a collision detection means for detecting or predicting a side collision to detect a side collision, and an upper body of an occupant seated on a vehicle seat when the side collision is detected. Forced turning means for forcibly directing to the non-collision side by a surface is provided, and the forced turning means is divided into a plurality of stages in the vertical direction so that the upper stage has a horizontal curved locus that protrudes rearward of the vehicle relative to the lower stage. A seat back having a plurality of seat back split bodies movable in the vehicle width direction along the upper side and when the side collision is detected, the upper seat back split body collides relatively with the lower seat back split body. The main feature is that a seat back driving means for moving the seat back is provided .

According to the occupant protection device of the present invention, when a side collision is detected, the occupant support surface of the seat is rotated so that the direction perpendicular to the surface faces the non-collision side. A part of the back surface can be received by the occupant's back surface, and the back surface has a larger area than the side surface, so that stress on the load surface when a collision load is applied can be relieved.

  In addition, when the collision load is input, the vehicle body moves sideways toward the non-collision side. At this time, the occupant support surface of the seat rotates and tilts in the horizontal plane. In addition, the occupant support surface reliably restrains the upper body of the occupant and generates vertical stress on the occupant.

  Then, the frictional force between the seat and the occupant increases in proportion to the vertical stress, and the frictional force and the vehicle width direction component of the vertical stress act as the occupant restraining force. The ability can be improved, and as a result, the occupant can be moved together with the seat to prevent the secondary collision, and the occupant can be effectively protected.

1 is a front view of a vehicle seat in an occupant seated state according to a first embodiment of the present invention. It is a perspective view which shows the frame | skeleton structure of the vehicle seat in 1st Embodiment of this invention. It is an expanded sectional view along the AA line in FIG. It is an expanded sectional view of the B section in FIG. FIG. 3 is an enlarged cross-sectional view taken along line CC in FIG. 2. It is an expanded sectional view of the D section in FIG. It is a top view which shows the state of the vehicle seat at the time of the side collision detection in 1st Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of the operation | movement start of the passenger | crew protection apparatus in 1st Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of the completion | finish of operation | movement of the passenger | crew protection apparatus in 1st Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a characteristic view which compares the time history of the passenger | crew's moving speed with respect to the moving speed of the vehicle body at the time of detecting the side collision in 1st Embodiment of this invention compared with the moving speed of the conventional passenger | crew. It is a perspective view of the vehicle seat which shows through the frame of the seat back in a 2nd embodiment of the present invention. It is a top view which shows the state of the vehicle seat at the time of the side collision detection in 2nd Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of the operation | movement start of the passenger | crew protection apparatus in 2nd Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of the completion | finish of operation | movement of the passenger | crew protection apparatus in 2nd Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew sitting state in (b). It is a perspective view of the vehicle seat which shows through the skeleton of the seat back in a 3rd embodiment of the present invention. It is an expanded sectional view of the E section in Drawing 15 showing the seat back rotation means in the 3rd embodiment of the present invention before the operation start of (a) and after the operation end of (b). It is a perspective view of the vehicle seat which shows through the frame of the seat back in a 4th embodiment of the present invention. It is an expanded sectional view of F section in Drawing 17 showing the seat back rotation means in a 4th embodiment of the present invention before the operation start of (a) and after the operation end of (b). It is an expanded sectional view along the GG line in FIG. It is an expanded sectional view along the HH line in FIG. It is a perspective view of the vehicle seat in 5th Embodiment of this invention. It is the block diagram seen from the back direction of the seat back rotation means in 5th Embodiment of this invention. It is explanatory drawing seen from the back direction which shows the operation state of the seat back rotation means in 5th Embodiment of this invention. It is a perspective view of the vehicle seat in 6th Embodiment of this invention. It is the block diagram seen from the back direction of the seat back rotation means in 6th Embodiment of this invention. It is explanatory drawing seen from the back direction which shows the operation state of the seat back rotation means in 6th Embodiment of this invention. It is a perspective view of the vehicle seat which sees through and shows the frame of the seat back in a 7th embodiment of the present invention. It is a top view which shows the state of the vehicle seat at the time of the side collision detection in 7th Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of the operation | movement start of the passenger | crew protection apparatus in 7th Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of completion | finish of operation | movement of the passenger | crew protection apparatus in 7th Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a perspective view of a vehicular seat showing through a frame of a seat back in an 8th embodiment of the present invention. It is a top view which shows the state of the vehicle seat at the time of the side collision detection in 8th Embodiment of this invention with a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of the operation | movement start of the passenger | crew protection apparatus in 8th Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is a top view which shows the state of the vehicle seat at the time of completion | finish of operation | movement of the passenger | crew protection apparatus in 8th Embodiment of this invention in a frame | skeleton in (a) and a passenger | crew seating state in (b). It is the disassembled perspective view which saw through the seat back inside of the vehicle seat in 9th Embodiment of this invention. FIG. 36 is a front view corresponding to the portion I in FIG. 35 showing the assembled state of the upper sub seat back frame in the ninth embodiment of the present invention. It is a top view which shows the assembly | attachment state of the upper sub seat back frame in 9th Embodiment of this invention. It is a perspective view which shows the operation state of the upper sub seat back frame in 9th Embodiment of this invention. It is a top view which shows the operating state of the headrest in 9th Embodiment of this invention. It is a top view which shows only the sheet | seat which removed the headrest to the vehicle seat in the normal driving | running | working state in 9th Embodiment of this invention, and the state which the passenger | crew seated to the seat to (b). It is the top view which shows only the sheet | seat which removed the headrest to the vehicle seat at the time of the side collision in 9th Embodiment of this invention in (a), and the state in which the passenger | crew sat down to the seat in (b). It is a disassembled perspective view of the vehicle seat in 10th Embodiment of this invention. It is a front view corresponding to the J section in FIG. It is a top view which shows only the sheet | seat which removed the headrest to the vehicle seat in the normal driving | running | working state in 10th Embodiment of this invention, and the state which the passenger | crew seated to the seat to (b). It is a top view which shows only the sheet | seat which removed the headrest to the vehicle seat at the time of the side collision in 10th Embodiment of this invention in (a), and the state in which the passenger | crew sat down to the seat in (b). It is the perspective view which saw through the seat back inside of the vehicle seat in 11th Embodiment of this invention. It is an expanded sectional view along the KK line in FIG. 46 which shows operation | movement of the fixing apparatus of the seat back upper and lower part in 11th Embodiment of this invention later on to (a), (b). It is the perspective view which saw through the inside of the headrest in 11th Embodiment of this invention. It is the perspective view which saw through the inside which shows the operating state of the headrest in 11th Embodiment of this invention. It is a top view which shows only the sheet | seat which removed the headrest to the vehicle seat in the normal driving | running | working state in 11th Embodiment of this invention, and the state which the passenger | crew seated to the sheet | seat to (b). It is a top view which shows only the sheet | seat which removed the headrest to the vehicle seat at the time of the side collision in 11th Embodiment of this invention to (a), and the state which the passenger | crew seated to the seat to (b).

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

  1 to 10 show a first embodiment of an occupant protection device according to the present invention, FIG. 1 is a front view of a vehicle seat in an occupant seated state, and FIG. 2 is a perspective view showing a skeletal structure of the vehicle seat. 3 is an enlarged sectional view taken along the line AA in FIG. 2, FIG. 4 is an enlarged sectional view of a portion B in FIG. 2, FIG. 5 is an enlarged sectional view taken along the line CC in FIG. 2 is an enlarged cross-sectional view of a portion D, FIG. 7 is a plan view showing the state of the vehicle seat at the time of a side collision detection in (a) with a skeleton, and (b) in an occupant seated state, and FIG. FIG. 9 is a plan view showing the state of the vehicle seat at the time of start with (a) the skeleton and (b) with the occupant seated state, and FIG. 9 shows the state of the vehicle seat at the end of operation of the occupant protection device with (a) FIG. 10B is a plan view showing the occupant in a seated state, and FIG. It is a characteristic diagram showing the gravel as compared with the conventional occupant moving speed.

  The occupant protection device of the first embodiment is applied to a vehicle seat 1 as shown in FIGS. 1 and 2, and this vehicle seat 1 is installed on a vehicle body floor 2 and seats on which an occupant M is seated. A cushion 3 and a seat back 4 that stands from the rear end of the seat cushion 3 and supports the back of the occupant M are provided. A headrest 5 is provided at the center of the upper end of the seat back 4.

  As shown in FIG. 2, the seat cushion 3 includes a seat cushion frame 6 serving as a skeleton, and the seat cushion frame 6 includes a pair of left and right seat cushion side frames 7L extending in the vehicle front-rear direction on both sides in the vehicle width direction. 7R and a pair of front and rear seat cushion cross frames 8F and 8R disposed across the pair of seat cushion side frames 7L and 7R are configured in a substantially rectangular shape.

  The seat cushion side frames 7L and 7R are coupled to a pair of left and right seat rails 10L and 10R provided on the vehicle body floor 2 via front and rear legs 9 at both front and rear ends of the vehicle.

  The seat back 4 includes a seat back frame 11 serving as a skeleton, and the seat back frame 11 is positioned on both sides in the vehicle width direction and extends in a substantially vertical direction of the vehicle. 12R and the seat back cross frame 13 disposed across the upper ends of the pair of seat back side frames 12L and 12R are formed in a substantially gate shape.

  The lower ends of the seat back side frames 12L and 12R are attached to the seat cushion side frames 7L and 7R via a pair of left and right reclining devices 14L and 14R, and the reclining devices 14L and 14R Reclining adjustment is possible.

  The seat rails 10L and 10R are fixed to the vehicle body floor 2 by a bracket 10a, and are inserted into the seat rail outer 10b so as to be slidable in the front-rear direction. The front and rear legs 9 are coupled to the seat rail inner 10c so that the seat cushion 3 can be moved back and forth.

  Here, the occupant protection device of the present invention forcibly turns the upper body of the occupant M seated on the vehicle seat 1 toward the non-collision side by the occupant support surface of the seat 1 when a side collision is detected. Means are provided.

  The forced turning means is a seat back 4 that stands up from the rear end of the seat cushion 3 and supports the back surface of the occupant M. When a side collision is detected, a front surface 4a that serves as an occupant support surface of the seat back 4 is provided. Seat back rotating means R is provided to rotate the direction perpendicular to the non-collision side.

  In the occupant protection method of the present invention, the side collision is detected by detecting or predicting the side collision, and when the side collision is detected, the upper body of the occupant M seated on the vehicle seat 1 is forced to the non-collision side. In this state, the sheet 1 is supported.

  In the present embodiment, the seat back rotating means R adjusts the front / rear position of the pair of left and right seat rails 10L, 10R so that the non-collision side seat rail is moved relatively rearward of the collision side seat rail. The seat rail driving means 20 is a mechanism.

  As shown in FIG. 2, the seat rail driving means 20 comprises left and right driving means 20A and 20B for independently driving the left and right seat rails 10L and 10R.

  That is, when a side collision is detected, the left / right drive means 20A, 20B drives the non-collision side seat rail inner 10c to move rearward relative to the collision side seat rail inner 10c.

  In the present embodiment, as shown in FIG. 1, the vehicle seat 1 is provided with a seat belt device 30 with a pretensioner 30a for restraining the occupant M to the seatback 4, and the pretensioner 30a is connected to the forced turning means (seat It is operated in conjunction with the operation of the back rotating means R), and the restraining force of the occupant M by the seat belt device 30 is increased.

  The seat belt device 30 is preferably a pre-crash seat belt that winds up the seat belt during emergency braking.

  The seat belt device 30 includes a shoulder belt 30b that obliquely restrains one shoulder portion of the occupant M from the opposite waist portion and a lap belt 30c that restrains the lumbar portion of the occupant M left and right. The upper part is inserted through a through ring 30d provided at the upper part of the center pillar 15 and guided downward, and then wound around a retractor 30e. The pretensioner 30a is incorporated in the retractor 30e.

  As is generally known, the pretensioner 30a increases the restraining force of the occupant M by pulling the seat belt instantaneously at the time of a vehicle collision (including a side collision in the present embodiment).

  Further, in the middle part of the center pillar 15, a collision detection means 31 for detecting a side collision, and a signal detected by the collision detection means 31 are judged and a control signal is outputted to the seat back rotation means R. And a signal control means 32 for performing the operation.

  By the way, when one of the left / right drive means 20A and 20B is driven when the side rail is detected, the seat rail inner means 10c on the driven side moves backward. The seat cushion side frames 7L and 7R connected to the moved seat rail inner 10c via the leg portions 9 also move backward.

  At this time, the left and right seat cushion side frames 7L and 7R facing in the vehicle width direction are shifted in the front-rear direction, and connected to the rear ends of the seat cushion side frames 7L and 7R via the reclining devices 14L and 14R. The left and right seat back side frames 12L and 12R are also displaced in the front-rear direction.

  Therefore, in the present embodiment, in order to allow the front and rear displacement of the left and right seat cushion side frames 7L and 7R, both ends of the seat cushion cross frames 8F and 8R are connected to the seat cushion side frame as shown in FIG. The seat cushion cross frames 8F and 8R themselves can be extended and contracted in the length direction as shown in FIG.

  That is, the seat cushion cross frames 8F and 8R are composed of a seat cushion cross frame inner 8a and a seat cushion cross frame outer 8b, which are slidably fitted to each other in the length direction as shown in FIG. The inner and outer members 8a and 8b can slide in the longitudinal direction.

  Further, for example, both end portions of the seat cushion cross frames 8F and 8R are illustrated on the inner 8a side in FIG. 4, but the seat cushion cross frames 8F and 8R are arranged on the upper surface of the flange portion 7a protruding from the seat cushion side frames 7L and 7R. The end portions of the cushion cross frames 8F and 8R are placed, and the end portions of the seat cushion cross frames 8F and 8R are rotatably attached to the flange portion 7a via pins 16 provided with bearings 16a.

  On the other hand, in order to allow the left and right seat back side frames 12L, 12R to be displaced in the front-rear direction, the both ends of the seat back cross frame 13 are connected to the seat back side frames 12L, 12R as shown in FIG. The seat back cross frame 13 itself can be expanded and contracted in the length direction as shown in FIG.

  That is, as shown in FIG. 5, the seat back cross frame 13 includes a seat back cross frame inner 13a and a seat back cross frame outer 13b that are slidably fitted to each other in the length direction. -Stretching in the length direction is possible by sliding the outer members 13a and 13b.

  In addition, for example, both end portions of the seat back cross frame 13 are shown on the seat back cross frame inner 13a side in FIG. 6, but the end portions of the seat back cross frame 13 and the seat back side frames 12L and 12R Are connected via a ball joint 17 with three degrees of freedom of rotation.

  A mounting hole 13h for the headrest 5 (see FIG. 1) is formed in the seat back cross frame 13, and a pair of left and right stays 5a (see FIG. 5) for hanging from the headrest 5 are inserted and fixed in the mounting hole 13h. It is supposed to be.

  At this time, the seat back cross frame 13 whose both ends are rotatable is provided in two upper and lower stages as shown in FIG. 2, and the stay 5 a of the headrest 5 is supported by the two stages of the seat back cross frame 13. Thus, the supportability of the headrest 5 can be secured.

  By the way, the vehicle seat 1 is provided with occupant seating detection means 33 for detecting whether or not the occupant M is seated inside the seat cushion 3 as shown in FIG. Thus, the seat back rotating means R is operated only when the occupant M is seated on the seat 1.

  In the present embodiment, the collision detection unit 31 is provided to detect a side collision. In particular, the collision detection unit 31 is preferably configured as a collision pre-detection unit 31A that detects a side collision in advance.

  According to the occupant protection device of the present embodiment having the above configuration, when a side collision occurs in a normal traveling state (in this case, described as a left side collision), as shown in FIG. The signal is detected by the collision detection means 31 and the signal is sent to the signal control means 32. The signal control means 32 outputs a control signal to the seat rail driving means 20 (seat back rotation means R) and the seat belt device. An operation signal is output to 30 pretensioners 30a.

  In this case, when the control signal is output from the signal control means 32 to the seat rail driving means 20, the seat rail 10L is moved forward by the collision side driving means 20B as shown in FIG. The driving means 20A moves the seat rail 10R rearward, and as shown in FIG. 9, the non-collision side seat cushion side frame 7R is moved rearward relative to the collision side seat cushion side frame 7L.

  The relative front and rear movements of the seat cushion side frames 7L and 7R are transmitted to the seat back side frames 12L and 12R via the left and right reclining devices 14L and 14R, and as shown in FIG. The seat back side frame 12R on the non-collision side is moved relative to the seat back side frame 12L toward the rear of the vehicle.

  That is, the occupant protection device according to the present embodiment provides the upper body of the occupant M seated on the vehicle seat 1 as shown in FIG. 9B when a side collision is detected by providing the forced turning means. The occupant support surface can be forced toward the non-collision side.

  Further, the occupant protection method of the present embodiment detects or predicts a side collision to detect a side collision, and when the side collision is detected, the upper body of the occupant M seated on the vehicle seat 1 is brought to the non-collision side. The sheet 1 can be supported forcibly.

  At this time, the forcible turning means is erected from the rear end of the seat cushion 3 so as to support the back of the occupant M, and when a side collision is detected, the occupant of the seat back 4 is detected by the seat back rotating means R. Since the support surface (front surface 4a) is rotated so that the direction perpendicular to the surface is directed to the non-collision side, a part of the load F acting from the side during the collision can be received by the back surface Mb of the occupant M. Since Mb has a larger area than the side surface Ms, it is possible to relieve stress on the load surface when the collision load F is applied.

  Further, the vehicle body moves sideways toward the non-collision side (upward in FIG. 9) by the input of the collision load F. At this time, the occupant support surface 4a of the seat back 4 rotates and tilts in the horizontal plane. Therefore, when the seat back 4 moves together with the vehicle body, the seat back 4 reliably interferes with the back surface Mb of the occupant M, and the vertical stress Pf is generated from the seat back 4 to the occupant M.

  The frictional force f between the seat back 4 and the occupant M increases in proportion to the vertical stress Pf, and the component in the vehicle width direction of the frictional force f and the vertical stress Pf is a restraining force Rf in the lateral direction of the occupant. Therefore, the occupant restraint ability at the time of a side collision can be improved, and as a result, as shown in FIG. 10, the occupant M is moved together with the seat 1 to prevent a secondary collision, thereby effectively protecting the occupant. It can be carried out.

  That is, in the time history at the time of the side collision in FIG. 10, the occupant speed Mv shown by the solid line in the figure smoothly follows the vehicle body speed Bv shown by the one-dot chain line in the figure. Even when the vehicle body side panel enters, it is possible to suppress the occupant M from interfering with the vehicle body side panel that enters. The broken line in FIG. 10 indicates the conventional occupant speed mv. In this conventional technique, a large time lag occurs with respect to the vehicle body speed Bv, so that it is difficult to avoid a secondary collision.

  By the way, in the present embodiment, the seat back rotating means R is constituted by the seat rail driving means 20, and the non-collision side seat rail is made relative to the collision side seat rail of the pair of left and right seat rails 10L, 10R. Therefore, the seat back 4 can be rotated by relatively moving the left and right seat cushion side frames 7L and 7R back and forth by the relative movement of the seat rails 10L and 10R. Therefore, since the seat cushion 3 and the seat back 4 can be twisted as a whole, it is possible to prevent the twisting of the occupant M from being caused by excessive twisting.

  At this time, both ends of the seat cushion cross frames 8F and 8R are rotatably connected to the seat cushion side frames 7L and 7R, and the seat cushion cross frames 8F and 8R themselves can be expanded and contracted in the length direction. When the seat cushion side frames 7L, 7R are moved forward and backward relative to the left and right seat rails 10L, 10R, the seat cushion cross frames 8F, 8R rotate following the movement of the seat cushion side frames 7L, 7R. Since the seat cushion cross frames 8F and 8R are not hindered, the seat cushion frame 6 can be smoothly deformed while maintaining its rigidity.

  Further, both ends of the seat back cross frame 13 are connected to the seat back side frames 12L and 12R via the ball joint 17 with three degrees of freedom of rotation, and the seat back cross frame 13 itself can be extended and contracted in the length direction. Therefore, when the seat back side frames 12L and 12R move relative to each other in the front-rear direction, the seat back cross frame 13 rotates and expands and contracts following these movements, so that the seat back cross frame 13 does not hinder. Thus, the seat back frame 11 can be smoothly deformed while maintaining the rigidity thereof.

  Further, when the occupant seating detection means 33 for detecting whether or not the occupant M is seated is provided inside the seat cushion 3, the occupant M is seated on the seat 1 by a detection signal from the occupant seating detection means 33. Since the seat back rotating means R is operated only in the seats, the seat back rotating means R is not operated in a vacant seat where the occupant M is not seated. It is possible to prevent the occupant M sitting on the vehicle from feeling uncomfortable.

  Furthermore, the seat belt device 30 is provided with a pretensioner 30a, and the pretensioner 30a is operated in conjunction with the operation of the seat back rotating means R so as to increase the restraining force of the occupant M by the seat belt device 30. Therefore, the occupant M can be more reliably restrained to the occupant support surface 4a of the seat back 4, the lateral restraint force of the occupant M due to the rotation of the seat back 4 can be improved, and the improved lateral restraint. The occupant M can be prevented from slipping from the shoulder belt 30b or the lap belt 30c by force, and the restraint by the seat belt device 30 can be continued.

  At this time, since the seat belt device 30 is a pre-crash seat belt in addition to the pre-tensioner 30a, the seat belt can be wound during emergency braking, so that the restraining effect of the occupant M can be further enhanced.

  Further, by configuring the collision detection unit 31 as a collision pre-detection unit 31A that detects a side collision in advance, the seat rail driving unit 20 (seat back rotation unit R) can be operated prior to the actual collision. Therefore, the time lag from the actual collision until the seat back 4 is rotated can be reduced as much as possible, and the restraining effect of the occupant M can be further enhanced.

  FIGS. 11 to 14 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 11 is a skeleton of the seat back. FIG. 12 is a perspective view of the vehicle seat shown in a perspective view, FIG. 12 is a plan view showing the state of the vehicle seat when a side collision is detected, (a) a skeleton, and (b) a passenger seated state, and FIG. Fig. 14A is a plan view showing the state of the vehicle seat at the start of the vehicle operation in Fig. 14A, and Fig. 14B is a plan view showing the state of the vehicle seat at the end of the operation of the occupant protection device. It is a top view shown in the occupant seated state in the skeleton and (b).

  The occupant protection device according to the second embodiment includes, as shown in FIG. 11, a pair of left and right reclining devices 14L, 14R provided with seat back rotation means R at the lower ends of the seat back side frames 12L, 12R. The reclining adjustment mechanism 34 is configured to relatively increase the reclining amount of the non-collision side reclining device with respect to the collision side reclining device.

  The reclining adjustment mechanism 34 is operated by a control signal output from the signal control means 32 in the same manner as in the first embodiment, and the reclining amounts of the left and right reclining devices 14L and 14R are controlled, so that the seat back side on the collision side is controlled. The non-collision side seat back side frame 12R is largely inclined backward with respect to the frame 12L.

  Further, even in the present embodiment, both end portions of the seat back cross frame 13 are placed on the seat back side frames 12L and 12R in order to allow the left and right seat back side frames 12L and 12R to be displaced in the front-rear direction. The joints 17 are connected with a degree of freedom of rotation in three directions via a joint 17 (see FIG. 6), and the seat back cross frame 13 itself can be expanded and contracted in the length direction by an inner 13a and an outer 13b (see FIG. 5).

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs in a normal traveling state as shown in FIG. The side collision is detected by the collision detection means 31 (see FIG. 1), and the signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the reclining adjustment mechanism 34. To do.

  Then, as shown in FIG. 13, the reclining adjustment mechanism 34 performs reclining control of the collision-side reclining device 14 </ b> L in the standing direction and recline-controls the non-collision-side reclining device 14 </ b> R in the tilting direction, as shown in FIG. 14. Thus, the non-collision side seat back side frame 12R is moved relative to the rear side of the vehicle with respect to the collision side seat back side frame 12L.

  Accordingly, as shown in FIG. 14B, the passenger support surface (front surface 4a) of the seat back 4 can be rotated so that the direction perpendicular to the non-collision side is the same as in the first embodiment. There is an effect.

  By the way, in the present embodiment, the seat back rotating means R is configured as the reclining adjustment mechanism 34 using the left and right reclining devices 14L and 14R, so the left and right reclining devices 14L and 14R are driven independently. The present invention can be achieved with a simple configuration.

  Of course, even in this embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the reclining adjustment mechanism 34 is provided only when the occupant M is seated on the seat 1. In addition, a seat belt device 30 (see FIG. 1) with a pretensioner 30a can be provided, and the pretensioner 30a can be operated in conjunction with the operation of the occupant seating detection means 33. The seat belt device 34 is preferably a pre-crash seat belt.

  Furthermore, it is preferable to provide a collision pre-detection means 31A (see FIG. 1) to operate the occupant seating detection means 33 prior to the actual collision.

  FIGS. 15 and 16 show a third embodiment of the present invention, in which the same components as those in the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 16 is an enlarged cross-sectional view of a portion E in FIG. 15 showing the seat back rotating means before the start of the operation of (a) and after the end of the operation of (b).

  In the occupant protection device according to the third embodiment, as shown in FIG. 15, the seat back rotating means R has a collision-side protrusion amount relatively larger than the non-collision-side protrusion amount of the front surface 4 a of the seat back 4. The seat back shape changing means 35 is configured.

  The seat back shape changing means 35 is provided on both sides in the vehicle width direction inside the seat back 4 so as to be capable of being pushed forward of the vehicle. When a side collision is detected, the pushing amount on the collision side is the pushing amount on the non-collision side. A pair of left and right push-out means 35L, 35R that are relatively larger than each other.

  That is, the push-out means 35L, 35R includes a support cushion frame 36 in which a support cushion 37 is attached to a front surface 36a as shown in FIG. 16A, and each seat back side frame so that the support cushion frame 36 can be moved back and forth. And an X-shaped link arm 38 supported by 12L and 12R.

  The link arm 38 can be opened / closed around a pin 38a connecting the central portion, and one end 38b, 38c forming one pair of the link arm 38 is slidable on a slide rail 36b formed on the support cushion frame 36. The other end portions 38d and 38e forming a pair are slidably engaged with slide rails 12a formed on the seat back side frames 12L and 12R.

  The other end 38d is screwed into a screw shaft 39a whose rotation is controlled by a motor 39, and when the screw shaft 39a rotates, the other end 38d becomes the other other end 38e as shown in FIG. In the direction, the link arm 38 is rotated in the closing direction to push out the support cushion frame 36 from the seat back side frames 12L and 12R.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs (the left side collision also occurs in this embodiment), the side collision is detected by the collision detection means 31 (see FIG. 1), The signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the motor 39 of the pushing means 35L, 35R.

  Then, the motor 39 of each of the pushing means 35L and 35R rotates to push the support cushion 37 forward, but the pushing amount on the collision side is set relatively larger than the pushing amount on the non-collision side. The front surface 4a that supports the four occupants M rotates so that the direction perpendicular to the surface faces the non-collision side, and the same effects as in the first embodiment can be obtained.

  By the way, in this embodiment, since the object can be achieved by adding the extrusion means 35L, 35R without deforming the skeleton of the sheet 1 as in the first and second embodiments, the existing sheet 1 It can be used and the cost can be reduced.

  When driving the motor 39 of the push-out means 35L, 35R, the non-collision-side push-out means 35R is deactivated and only the motor 39 of the collision-side push-out means 35L is driven, so that the front surface 4a of the seat back 4 is driven. The amount of rotation can be increased.

  Of course, even in the present embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the seat belt device 30 (see FIG. 1) with the pretensioner 30a or the pre-crash seat belt. It is preferable to provide a collision prior detection means 31A (see FIG. 1).

  17 to 20 show a fourth embodiment of the present invention, in which the same components as those of the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 18 is a perspective view of the vehicle seat shown in perspective, FIG. 18 is an enlarged cross-sectional view of a portion F in FIG. 17 showing the seat back rotating means before the start of the operation of (a) and after the end of the operation of (b), and FIG. FIG. 20 is an enlarged sectional view taken along line GG in FIG. 17, and FIG. 20 is an enlarged sectional view taken along line HH in FIG.

  As in the third embodiment, the occupant protection device according to the fourth embodiment moves the seat back rotating means R closer to the collision side than the non-collision side protrusion amount of the front surface 4a of the seat back 4 as shown in FIG. The seat back shape changing means 40 is configured to relatively increase the protruding amount.

  The seat back shape changing means 40 is disposed inside the seat back 4 so as to be freely extendable and contractable in the vehicle width direction, and both ends in the vehicle width direction push out to the vehicle front side on both sides in the vehicle width direction of the seat back 4. The sub-seat back frame 41 is attached so as to be capable of being relatively larger than the non-collision side push amount when a side collision is detected.

  The sub seat back frame 41 is formed in a substantially rectangular shape by left and right sides 41L and 41R and upper and lower sides 41U and 41D, and the left and right sides 41L and 41R are X-shaped link arms as shown in FIG. Attached to the seat back side frames 12L and 12R via 42.

  As shown in FIG. 19, the left and right sides 41 </ b> L and 41 </ b> R are rotatably fitted with an outer tube 43, and the link arm 42 is attached to the outer tube 43.

  Further, as shown in FIG. 20, the upper and lower sides 41U and 41D are divided into an inner member 44 divided into left and right at the center portion, and an outer member 44a slidably fitted over the divided inner member 44. It can be expanded and contracted in the length direction by relative sliding of these members 44 and 44a.

  On the other hand, the link arm 42 has substantially the same configuration as that of the link arm 38 of the third embodiment, and can be opened and closed around a pin 42a connecting the central portion, and one end portion 42b forming one pair of the link arms 42, 42c is slidably engaged with a slide rail 43a formed on the outer tube 43, and the other end portions 42d and 42e forming a pair are slidable on a slide rail 12b formed on the seat back side frames 12L and 12R. Engage.

  As shown in FIG. 18, the seat back side frames 12L and 12R are provided with an internal pressure generating link operating mechanism 45, and the internal pressure generating link operating mechanism 45 is connected via the link operating guide 45a having an internal pressure holding function. The other end 42d of the link arm 42 is connected to the inner pressure generating link operating mechanism 45, so that the other end 42d moves in the direction of the other end 42e as shown in FIG. 18B. Approaching, the link arm 42 is rotated in the closing direction, and the left and right sides 41L, 41R of the sub seat back frame 41 are pushed out from the seat back side frames 12L, 12R.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs (the left side collision also occurs in this embodiment), the side collision is detected by the collision detection means 31 (see FIG. 1), The signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the internal pressure generating link operating mechanism 45 of the sub seat back frame 41.

  Then, the left and right sides 41L and 41R of the sub seat back frame 41 are pushed out from the seat back side frames 12L and 12R. The pushing amount on the collision side is set to be relatively larger than the pushing amount on the non-collision side. Therefore, the front surface 4a that supports the occupant M of the seat back 4 rotates so that the direction perpendicular to the non-collision side is directed to the same effect as in the first embodiment.

  When the internal pressure generating link operating mechanism 45 of the sub seat back frame 41 is driven, the amount of rotation of the front surface 4a of the seat back 4 can be increased by driving only the collision side while the non-collision side is inactive. .

  By the way, even in the present embodiment, similar to the third embodiment, the purpose can be achieved by adding the sub-seat back frame 41 without deforming the skeleton of the seat 1, so that the existing seat 1 can be used. As a result, costs can be reduced.

  Of course, even in the present embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the seat belt device 30 (see FIG. 1) with the pretensioner 30a or the pre-crash seat belt. It is preferable to provide a collision prior detection means 31A (see FIG. 1).

  FIGS. 21 to 23 show a fifth embodiment of the present invention, in which the same components as those of the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 21 is a perspective view of a vehicle seat. FIG. 22 is a configuration diagram viewed from the back direction of the seat back rotating means, and FIG. 23 is an explanatory diagram viewed from the back direction showing the operating state of the seat back rotating means.

  In the occupant protection device according to the fifth embodiment, as shown in FIG. 21, the seat back rotating means R is used to make the reaction force of the front surface 4a of the seat back 4 relatively larger on the collision side than on the non-collision side. It comprises force changing means 46.

  As shown in FIG. 22, the seat back reaction force changing means 46 is disposed in a pair of left and right sides of the seat back 4 in the vehicle width direction so that the internal pressure on the collision side is set relatively higher than that on the non-collision side. It consists of air cushions 46L and 46R as enclosing reaction force members.

  The air cushions 46 </ b> L and 46 </ b> R are formed in a hollow cylindrical shape with an airtight flexible film body, and each is provided with an internal pressure holding control mechanism 47, and these internal pressure holding control mechanisms 47 control internal pressure distribution via a pressure introduction pipe 48. It is connected to an internal pressure generating compressor 49 having a function.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs (the left side collision also occurs in this embodiment), the side collision is detected by the collision detection means 31 (see FIG. 1), The signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the internal pressure generating compressor 49.

  Then, the internal pressure distribution function of the internal pressure generating compressor 49 causes the internal pressure of the collision-side air cushion 46L to be relatively higher than the non-collision-side air cushion 46R as shown in FIG. By distributing through the internal pressure holding control mechanism 47, the deformation amount of the air cushion 46L on the collision side is reduced, and as a result, the front surface 4a that supports the occupant M of the seat back 4 faces the non-collision side in the direction perpendicular to the surface. Thus, the same function as that rotated is exhibited.

  Of course, even in the present embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the seat belt device 30 (see FIG. 1) with the pretensioner 30a or the pre-crash seat belt. It is preferable to provide a collision prior detection means 31A (see FIG. 1).

  Further, the reaction force of the air cushions 46L and 46R that is required in the normal state is controlled by the internal pressure holding control mechanism 47 to constantly accumulate the internal pressure. If the necessary reaction force is less than the appropriate value, the internal pressure is appropriately set. The required internal pressure is supplied by an internal pressure generating compressor 49 having a distribution control function.

  FIGS. 24 to 26 show a sixth embodiment of the present invention, in which the same components as those of the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 24 is a perspective view of a vehicle seat. FIG. 25 is a structural view of the seat back rotating means as viewed from the back side, and FIG. 26 is an explanatory view of the operating state of the seat back rotating means as viewed from the back side.

  As shown in FIG. 24, the occupant protection device according to the sixth embodiment uses the seat back rotating means R in the same manner as the fifth embodiment. The seat back reaction force changing means 50 is configured to be relatively large.

As shown in FIG. 25, a plurality of the seat back reaction force change means 50 are arranged over the entire width of the seat back 4 in the vehicle width direction, and the internal pressure is set to be gradually lowered from the collision side toward the non-collision side. It is comprised by air cushion 50A-50D as a gas enclosure reaction force member.

  Each of the air cushions 50 </ b> A to 50 </ b> D is formed of an airtight flexible film body in a hollow cylindrical shape, and is provided with an internal pressure holding control mechanism 51. The internal pressure holding control mechanism 51 controls internal pressure distribution via a pressure introduction pipe 52. It is connected to an internal pressure generating compressor 53 having a function.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs (the left side collision also occurs in this embodiment), the side collision is detected by the collision detection means 31 (see FIG. 1), The signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the internal pressure generating compressor 53.

  Then, due to the internal pressure distribution function of the internal pressure generating compressor 53, as shown in FIG. 26, the air cushions 50A, 50B have the highest internal pressure of the collision-side air cushion 50A and the lowest non-collision-side air cushion 50D. , 50C, 50D are controlled stepwise, and the deformation of the air cushions 50A to 50D gradually decreases from the non-collision side toward the collision side.

  By controlling the internal pressure of the air cushions 50A to 50D in this way, the same function as the front surface 4a that supports the occupant M of the seat back 4 is rotated so that the direction perpendicular to the surface faces the non-collision side. Will be played.

  Of course, even in the present embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the seat belt device 30 (see FIG. 1) with the pretensioner 30a or the pre-crash seat belt. It is preferable to provide a collision prior detection means 31A (see FIG. 1).

  Further, even in the present embodiment, as in the fifth embodiment, the reaction force of the air cushions 50A to 50D that is necessary in the normal state is controlled by the internal pressure holding control mechanism 51, and the internal pressure is constantly accumulated. When the required reaction force is less than the appropriate value, the required internal pressure is supplied by the internal pressure generating compressor 53 having an internal pressure distribution control function as appropriate.

  27 to 30 show a seventh embodiment of the present invention, in which the same components as those in the above embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 28 is a perspective view of the vehicle seat shown in a perspective view, FIG. 28 is a plan view showing the state of the vehicle seat at the time of a side collision detection in FIG. FIG. 30A is a plan view showing the state of the vehicle seat at the start of operation in FIG. 30A, and FIG. 30B is a plan view showing the state of the occupant seated in FIG. 30B. FIG. It is a top view shown in a passenger seating state in and (b).

As shown in FIG. 27, the occupant protection device according to the seventh embodiment includes a seat back rotating means R, a release means 54 for releasing the fixation between the seat back 4 and the seat cushion 3, and a lower central portion of the seat back 4. The rotary motion control mechanism 55 rotates the seat back 4 along the horizontal plane while supporting the seat cushion 3 around the support portion.

  Of course, the direction in which the seatback 4 is rotated along the horizontal plane by the rotational motion control mechanism 55 is the direction in which the perpendicular direction of the seatback 4 faces the non-collision side.

  That is, in the present embodiment, the seat cushion cross frame 8 is supported in the vicinity of the rear ends of the seat cushion side frames 7L and 7R with a degree of freedom of rotation around the major axis of the member, and the seat cushion cross frame 8 rotates. The motion control mechanism 55 is supported.

  Further, the seat back side frames 12L, 12R are supported by the reclining devices 14L, 14R via the release means 54, and the seat back cross frame 18 extends over the vicinity of the lower ends of the seat back side frames 12L, 12R. The seat back cross frame 18 is connected to the seat cushion cross frame 8 via the rotational motion control mechanism 55.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs (the left side collision is assumed in this embodiment) as shown in FIG. 28, the side collision is detected by the collision detection means 31 (FIG. 1). The signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the release means 54 and the rotary motion control mechanism 55.

  Then, as shown in FIG. 29, the release means 54 releases the fixation between the seat back 4 and the seat cushion 3, and the rotational motion control mechanism 55 is activated, so that the seat back 4 is moved as shown in FIG. The direction perpendicular to the surface can be rotated in the direction toward the non-collision side, and the same effect as in the first embodiment can be obtained.

  Of course, even in the present embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the seat belt device 30 (see FIG. 1) with the pretensioner 30a or the pre-crash seat belt. It is preferable to provide a collision prior detection means 31A (see FIG. 1).

  FIGS. 31 to 34 show an eighth embodiment of the present invention, in which the same components as those of the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 31 shows the skeleton of the seat back. FIG. 32 is a perspective view of the vehicle seat shown in a perspective view, FIG. 32 is a plan view showing the state of the vehicle seat at the time of side collision detection in (a) with the skeleton, and (b) in the occupant seated state, and FIG. FIG. 34 is a plan view showing the state of the vehicle seat at the start of operation in FIG. 34 (a) with the skeleton and FIG. 34 (b) in the occupant seated state, and FIG. It is a top view shown in a passenger seating state in and (b).

  The occupant protection device according to the eighth embodiment has seat back rotating means R provided on both sides in the vehicle width direction below the seat back 4 as shown in FIG. The non-collision side is composed of a pair of left and right reclining devices 56L and 56R whose release is fixed.

  That is, the reclining devices 56L and 56R are provided between the seat cushion side frames 7L and 7R and the seat back side frames 12L and 12R, and when the reclining device 56L or 56R is unlocked, the seat back side frames 12L or 12R are provided. , The seat back side frame 12L or 12R on the side released from being fixed by the load on the back surface Mb of the occupant M falls backward, and the reclining amount is increased.

  Of course, the reclining devices 56L and 56R are in a fixed state in a normal running state, and a normal reclining function is exhibited.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs (left side collision even in this embodiment) as shown in FIG. 32, the side collision is detected by the collision detection means 31 (FIG. 1). The signal is sent to the signal control means 32 (see FIG. 1), and a control signal is output from the signal control means 32 to the reclining device 56R on the non-collision side.

  Then, as shown in FIG. 33, the non-collision side reclining device 56R is unlocked, and as shown in FIG. 34, the reclining amount of the non-collision side seat back side frame 12R increases, and the seat back 4 The straight direction is twisted and deformed in the direction toward the non-collision side.

  Therefore, by twisting and deforming in this way, the seat back 4 becomes the same as when the direction perpendicular to the surface rotates in the direction toward the non-collision side, and the same effect as in the first embodiment can be obtained.

  Of course, even in the present embodiment, the occupant seating detection means 33 (see FIG. 1) shown in the first embodiment is provided, and the seat belt device 30 (see FIG. 1) with the pretensioner 30a or the pre-crash seat belt. It is preferable to provide a collision prior detection means 31A (see FIG. 1).

  35 to 41 show a ninth embodiment of the present invention, in which the same components as in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 36 is a front view corresponding to the portion I in FIG. 35 showing the assembled state of the upper sub seat back frame, and FIG. 37 is a plan view showing the assembled state of the upper sub seat back frame. 38 is a perspective view showing the operating state of the upper sub seat back frame, and FIG. 39 is a plan view showing the operating state of the headrest.

  FIG. 40 is a plan view showing the vehicle seat in the normal running state with (a) only the seat with the headrest removed and (b) with the occupant seated on the seat, and FIG. 41 shows the vehicle in a side collision. It is a top view which shows only the sheet | seat which removed the headrest to (a), and the state to which the passenger | crew seated to the sheet | seat to (b).

  In the occupant protection device of this ninth embodiment, the forcible turning means is divided into two steps in the vertical direction as shown in FIG. 35, and the upper stage side has a horizontal curved locus T1 that protrudes rearward of the vehicle relative to the lower stage side. A seat back 60 having a seat back base frame 61 and an upper sub seat back frame 62 as a plurality of seat back divided bodies movable in the vehicle width direction along the upper sub seat back when a side collision is detected. A first drive motor 63 is provided as seat back drive means for moving the frame 62 toward the collision side relative to the lower seat back base frame 61.

  The seat back base frame 61 is attached to rear end portions of the seat cushion side frames 7L and 7R of the seat cushion 3 via reclining devices 14L and 14R, and is substantially upper half of the side frames 61L and 61R of the seat back base frame 61. The upper sub seat back frame 62 is disposed in a stepped portion 61 </ b> S obtained by cutting out the front portion, and a headrest 64 is attached to the upper end portion of the upper sub seat back frame 62.

  The side frames 61L and 61R are connected to each other at the formation portion of the step portion 61S by two upper and lower upper curved rails 61a and 61b, and the curved rails 61a and 61b have a curved shape along the curved locus T1. Then, the upper sub seat back frame 62 is movably attached.

  The upper sub seat back frame 62 connects the lower ends of the side frames 62L and 62R with a base cross frame 62a, and the upper half portions of the side frames 62L and 62R have an interval equal to the interval between the curved rails 61a and 61b. The upper cross frame 62b and the center cross frame 62c are connected to each other, and the upper cross frame 62b and the center cross frame 62c are formed in a curved shape along the curved rails 61a and 61b.

  The upper cross frame 62b is slidably engaged with the upper curved rail 61a, and the center cross frame 62c is slidably engaged with the lower curved rail 61b. Two each of the first drive motors 63 are provided on the cross frame 62c, and rack gears provided on the curved rails 61a and 61b are provided with pinions 63a provided on the rotation shafts of the first drive motors 63 as shown in FIG. 63b is meshed.

  Accordingly, as shown in FIG. 37, the first drive motor 63 is driven to cause the pinion 63a to roll on the rack gear 63b. As shown in FIG. 38, the upper sub seatback frame 62 is moved to the seatback base frame 61. The upper sub seat back frame 62 moves along the curved locus T1 of the curved rails 61a and 61b.

  In addition, in this embodiment, the forced turning means is also used as the headrest 64, and the headrest 64 can be moved in the vehicle width direction along a horizontal curved locus T2 that protrudes rearward of the vehicle, so that a side collision occurs. A second drive motor 65 is provided as headrest drive means for moving the headrest 64 to the collision side when detected.

  As shown in FIG. 35, the headrest 64 is inserted into a mounting hole 62h formed in the upper cross frame 62b of the upper sub seatback frame 62 so that the vertical position of the headrest stay 64S can be adjusted. Attached to.

  The headrest 64 includes a headrest base frame 64A provided with the headrest stay 64S and a headrest subframe 64B that is movably attached to the headrest base frame 64A.

  The headrest base frame 64A is formed in a substantially rectangular shape, and upper and lower sides thereof are an upper curved rail 64Aa and a lower curved rail 64Ab along the curved locus T2, while the headrest subframe 64B is substantially the same as the headrest base frame 64A. The upper frame 64Ba and the lower frame 64Bb are formed in a rectangular shape having the same shape, and the upper and lower sides thereof are curved along the curved rails 64Aa and 64Ab.

  The upper frame 64Ba is slidably engaged with the upper curved rail 64Aa, and the lower frame 64Bb is slidably engaged with the lower curved rail 64Ab, and the upper frame 64Ba and the lower frame 64Bb are engaged with each other. Each of the second drive motors 65 is provided, and as shown in FIG. 39, pinions 65a provided on the rotation shafts of the second drive motors 65 are meshed with rack gears 65b provided on the curved rails 64Aa and 64Ab. .

  Therefore, as shown in FIG. 39, when the second drive motor 65 is driven, the pinion 65a rolls on the rack gear 65b, and the headrest subframe 64B moves in the vehicle width direction with respect to the headrest base frame 64A. At this time, the headrest subframe 64B moves along the curved trajectory T2 of the curved rails 64Aa and 64Ab.

  And even in the occupant protection device of this embodiment, as in the first embodiment, the signal detected by the collision detection means 31 (see FIG. 1) for detecting a side collision is input to the signal control means 32, The signal control means 32 determines a side collision and outputs a drive signal to the first and second drive motors 63 and 65.

  In this embodiment, the signal control means 32 is built in the lower part of the seat cushion 3, and this is the same in the tenth and eleventh embodiments described later.

  By the way, the seat back base frame 61, the upper sub seat back frame 62, the headrest base frame 64A, and the headrest subframe 64B are covered with a cushion material as shown by a broken line in FIG.

  Moreover, H shown with a broken line in a figure shows a harness and is the same also in the following 10th, 11th embodiment.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision occurs in a normal traveling state as shown in FIG. A signal is output from the signal control means 32 to the first and second drive motors 63 and 65.

  When the first drive motor 63 is driven, as shown in FIG. 41A, the upper sub seat back frame 62 collides along the curved trajectory T1 (see FIG. 35) of the curved rails 61a and 61b, that is, the vehicle width. When the second drive motor 65 is driven as shown in FIG. 41 (b), the headrest subframe 64B moves to the collision side along the curved trajectory T2 with respect to the headrest base frame 64A. To do.

  Accordingly, since the upper sub seat back frame 62 turns to the side of the collision side of the occupant M along the curved locus T1, the upper portion 60U of the seat back 60 corresponding to the upper sub seat back frame 62 (see FIG. 35). The occupant support surface is directed to the non-collision side, and a part of the load F acting from the side at the time of collision is received on the back surface where the area of the occupant M is large with the same function as described in the first embodiment. The stress on the load surface can be relaxed.

  Further, since the frictional force f increases in proportion to the vertical stress Pf generated when the upper stage portion 60U of the seat back 60 interferes with the rear surface Mb of the occupant M, the restraining ability is increased by the lateral restraining force Rf of the occupant M. As a result, the occupant M can be moved together with the seat 1 to prevent a secondary collision, thereby effectively protecting the occupant.

  On the other hand, when the headrest subframe 64B moves to the collision side along the curved trajectory T2, the head support surface (front surface) corresponding to the headrest subframe 64B of the headrest 64 is the collision side of the head Mh of the occupant M. Accordingly, the head Mh can be reliably restrained by the headrest 64 in the same manner as the function of restraining the occupant M by the upper portion 60U of the seat back 60.

  In particular, since the headrest 64 is attached to the upper sub seat back frame 62 in the present embodiment, the amount of bending movement of the upper sub seat back frame 62 is added to the bending movement of the head rest sub frame 64B. The amount by which the support surface wraps around the side of the occupant head Mh can be greatly earned.

  By the way, even in the present embodiment, the collision detection means 31 is configured as a collision pre-detection means 31A (see FIG. 1) for detecting a side collision in advance, so that the seat back 60 is preceded by an actual side collision. The head support surfaces of the upper stage portion 60U and the headrest 64 can be moved, so that the response to an actual collision can be accelerated and the restraining effect of the occupant M can be further enhanced.

  Further, even in the present embodiment, the seat belt device 30 (see FIG. 1) is configured to be a pre-crash seat belt in addition to the pretensioner 30a, so that the occupant M can be restrained to the seat 1 prior to the collision. It is possible to improve the conversion efficiency of the inertial force immediately after the collision into the lateral restraint force by further improving the surface direct load and the frictional force.

  42 to 45 show a tenth embodiment of the present invention, in which the same components as in the ninth embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 43 is an exploded perspective view, and FIG. 43 is a front view corresponding to a portion J in FIG.

  FIG. 44 is a plan view showing the vehicle seat in a normal running state with (a) only the seat with the headrest removed and (b) with the occupant seated on the seat, and FIG. 45 shows the vehicle in a side collision. It is a top view which shows only the sheet | seat which removed the headrest to (a), and the state to which the passenger | crew seated to the sheet | seat to (b).

  The occupant protection device according to the tenth embodiment basically has the same configuration as that of the ninth embodiment. As shown in FIG. 42, the occupant protection device includes an upper sub-seat back frame 66 obtained by dividing the seat back divided body into three stages in the vertical direction. The middle sub-seat back frame 67 and the lower sub-seat back frame 68 are configured, and the sub-seat back frames 66, 67, 68 are movable in the vehicle width direction along a horizontal curved locus T3 that protrudes rearward of the vehicle. The amount of movement in the vehicle width direction increases as it goes up, that is, the middle sub seat back frame 67 is larger than the lower sub seat back frame 68 and the upper sub seat frame 67 is higher than the middle sub seat back frame 67. The seat back frame 66 is enlarged.

  Then, third, fourth, and fifth drive motors 70, 71, 72 are provided as seat back drive means for moving the sub seat back frames 66, 67, 68 to the collision side.

  The seat back base frame 61 of the seat back 60A connects the upper and lower three-stage upper curved rail 61c, the middle curved rail 61d, and the lower curved rail 61e from the upper end portions of the side frames 61L and 61R to the lower portion, and these curved portions are connected. The rails 61c, 61d, 61e form a curved shape along the curved trajectory T3, and the cross frames 66a, 67a, 68a of the sub-seat back frames 66, 67, 68 are attached to be movable.

  The cross frames 66a, 67a, 68a are formed in a curved shape along the corresponding curved rails 61c, 61d, 61e, and the cross frame 66a of the upper sub seat back frame 66 is formed into the upper curved rail 61c. The cross frame 67a of the middle sub seat back frame 67 is slidably engaged with the middle curved rail 61d, and the cross frame 68a of the lower sub seat back frame 68 is engaged with the lower curved rail 61e. It is slidably engaged.

  Further, as shown in FIG. 43, pinions 70a, 71a, 72a provided on the rotation shafts of the third to fifth drive motors 70, 71, 72 of the sub-seat back frames 66, 67, 68 are connected to the curved rails 61c. , 61d, 61e are engaged with rack gears 70b, 71b, 72b.

  Accordingly, when the third to fifth drive motors 70, 71, 72 are driven, the pinions 70a, 71a, 72a roll on the rack gears 70b, 71b, 72b, and the sub seat back frames 66, 67, 68 are It moves along the curved trajectory T3 of each curved rail 61c, 61d, 61e.

  Also in the present embodiment, the headrest 73 attached to the upper sub seat back frame 66 is also used as the forced turning means, and the head rest stay 73S of the head rest 73 is attached to the attachment hole 66h formed in the upper sub seat back frame 66. It is inserted so that the vertical position can be adjusted.

  The headrest 73 includes a headrest base portion 73B provided with a headrest stay 73S, and a headrest movable portion 73M that is movable in the vehicle width direction with respect to the headrest base portion 73B and serves as a support surface of the occupant head Mh. The

  The headrest base portion 73B is provided with a driving device 74 as a headrest driving means coupled to the headrest stay 73S, and a headrest curved rail 73R is integrally coupled to the headrest movable portion 73M. It is formed along a horizontal curved locus T4 that protrudes rearward of the vehicle.

  When a side collision is detected, the driving device 74 is activated to move the headrest movable portion 73M together with the headrest curved rail 73R to the collision side.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision (in this case, described as a left side collision) occurs in a normal traveling state as shown in FIG. 44, the side surface as in the ninth embodiment. The collision detection unit 31 detects the collision and outputs a drive signal from the signal control unit 32 to the third to fourth drive motors 70, 71, 72 and the drive device 74.

  When the third to fifth drive motors 70, 71, and 72 are driven, the upper sub seat back frame 66, the middle sub seat back frame 67, and the lower sub seat back frame 68 respectively correspond to the upper as shown in FIG. When the driving device 74 of the headrest 73 is driven while moving to the collision side, that is, to the left in the vehicle width direction, along the curved trajectory T3 of the curved rail 61c, the middle curved rail 61d, and the lower curved rail 61e, the headrest movable portion 73M is driven. Moves to the collision side along the curved trajectory T4 with respect to the headrest base portion 73B.

  At this time, each of the sub-seat back frames 66, 67, 68 increases as the amount of movement in the vehicle width direction increases, so the upper sub-seat back as shown in FIGS. The frame 66 moves most to the collision side, then becomes the middle sub seat back frame 67, and the amount of movement of the lower sub seat back frame 68 is the smallest.

  Accordingly, since each of the sub seat back frames 66, 67, 68 goes to the side of the collision side of the occupant M as it goes upward along the curved locus T3, it acts from the side at the time of the collision as in the ninth embodiment. A part of the load F to be received is received on the back surface of the occupant M having a large area, so that the stress on the load surface can be relieved and the frictional force f is increased in proportion to the vertical stress Pf to increase the friction force f. The restraining ability of M can be improved, and the occupant M can be moved together with the seat 1 to prevent a secondary collision.

  On the other hand, since the headrest movable portion 73M moves to the collision side along the curved trajectory T4, the headrest movable portion 73M turns around to the side on the collision side of the head Mh of the occupant M as shown in FIG. The headrest 64 can reliably restrain the head Mh in the same manner as the function that the upper portion of the seat back 60A restrains the occupant M.

  Also in the present embodiment, the headrest 73 is attached to the upper sub seat back frame 66 in the same manner as in the ninth embodiment. Therefore, the amount of the curved movement of the upper sub seat back frame 66 is added to the curved movement of the headrest movable portion 73M. Since it is added, the amount of the head support surface of the headrest movable portion 73M that wraps around the occupant head Mh can be greatly increased.

  Further, even in the present embodiment, the collision detection means 31 is configured as a collision pre-detection means 31A (see FIG. 1) for detecting a side collision in advance, so that each sub seat back frame is preceded by an actual side collision. 66, 67, 68 and the headrest movable portion 73M can be moved, and the restraint effect of the occupant M can be further enhanced by speeding up the response to an actual collision.

  Furthermore, the seat belt device 30 (see FIG. 1) is a pre-crash seat belt in addition to the pre-tensioner 30a, so that the occupant M can be restrained to the seat 1 prior to the collision, and a straight load or frictional force can be obtained. Thus, it is possible to improve the conversion efficiency of the inertial force immediately after the collision into the lateral restraint force.

  46 to 51 show an eleventh embodiment of the present invention, in which the same components as in the tenth embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 47 is an enlarged cross-sectional view taken along the line KK in FIG. 46 showing the operation of the fixing device on the upper and lower parts of the seat back in order (a) and (b). 48 is a perspective view of the inside of the headrest as seen through. FIG. 49 is a perspective view of the inside of the headrest as seen through.

  FIG. 50 is a plan view showing the vehicle seat in a normal running state with (a) only the seat with the headrest removed and (b) with the occupant seated on the seat, and FIG. 51 shows the vehicle in a side collision. It is a top view which shows only the sheet | seat which removed the headrest to (a), and the state to which the passenger | crew seated to the sheet | seat to (b).

  The occupant protection device according to the present embodiment includes a plurality of seat backs in which the forced turning means is divided into two stages in the vertical direction as shown in FIG. 46 and the upper stage side is rotatable around the seat back center C with respect to the lower stage side. A seat back 60B having a seat back upper frame 75 and a seat back lower frame 76 as a divided body, and a seat back that rotates the collision side of the seat back upper frame 75 and the seat back lower frame 76 forward when a side collision is detected. First and second rotational motion control mechanisms 77 and 78 as driving means are provided, and the upper seat back upper frame 75 is rotated more than the lower seat back lower frame 76.

  The seat back upper frame 75 and the seat back lower frame 76 are formed in a substantially rectangular shape as shown in FIG. 46, and the lower cross frame 76L of the lower seat back lower frame 76 and the seat cushion side frames 7L, 7R are formed. The second rotational motion control mechanism 78 is disposed between the seat cushion cross frame 8 between the rear ends, and the lower cross frame 75L of the upper seat back upper frame 75 and the upper cross frame of the seat back lower frame 76. The first rotary motion control mechanism 77 is arranged between the U and 76U.

  Further, first release means 79 for releasing the fixation between the seat back upper frame 75 and the seat back lower frame 76 is provided between the left and right sides of the seat back upper frame 75 and the reclining devices 14L and 14R. Between the two, a second release means 80 for releasing the fixation between the two is provided.

  The first and second release means 79 and 80 are arranged across both sides of the seat back upper frame 75 and the seat back lower frame 76, for example, taking the first release means 79 as shown in FIG. A fixing plate 79a having a lower end pivotally supported by the seat back lower frame 76 around a mounting bolt 79b, and an engagement / disengagement that engages the seat back upper frame 75 so that the upper end of the fixing plate 79a can be engaged and disengaged. And an actuator portion 79d having a pin 79c.

  Further, even in the present embodiment, the headrest 81 attached to the seat back upper frame 75 is used as a forced turning means, and the headrest 81 is along a straight locus T5 extending in the vehicle width direction as shown in FIG. A drive device 82 is provided as a headrest driving means that is movable and moves the headrest 81 to the collision side when a side collision is detected.

  That is, the headrest 81 includes a headrest base portion 81B provided with a headrest stay 81S, and a headrest movable portion 81M that is movable in the vehicle width direction with respect to the headrest base portion 81B and serves as a support surface of the occupant head Mh. Composed.

  The headrest base portion 81B is provided with a driving device 82 as a headrest driving means coupled to the headrest stay 81S, and a headrest curved rail 81R is integrally coupled to the headrest movable portion 81M, and the headrest curved rail 81R is It is formed along a horizontal curved locus T5 that protrudes rearward of the vehicle.

  When a side collision is detected, the driving device 82 is activated to move the headrest movable portion 81M together with the headrest curved rail 81R to the collision side.

  Therefore, according to the occupant protection device of the present embodiment, when a side collision (in this case, described as a left side collision) occurs in a normal running state as shown in FIG. 50, the side surface as in the ninth embodiment. The collision is detected by the collision detection means 31, and a drive signal is output from the signal control means 32 to the first / second rotational motion control mechanisms 77, 78, the first / second release means 79, 80 and the drive device 82.

  When a drive signal is input to the first and second release means 79 and 80, the engagement / disengagement pin 79 c is detached from the seat back upper frame 75 by the actuator portion 79 d, and between the seat back upper frame 75 and the seat back lower frame 76. , And the seat back lower frame 76 and the reclining devices 14L and 14R are relatively rotatable.

  When the first and second rotational motion control mechanisms 77 and 78 are driven in this state, the seat back upper frame 75 and the seat back lower frame 76 are occupant support surfaces (centering on the seat back center C) as shown in FIG. Rotate so that the front face is facing the non-collision side.

  At this time, the amount of rotation of the seat back upper frame 75 is larger than that of the seat back lower frame 76 and goes around to the side of the collision side of the occupant M, so that the load F acting from the side at the time of the collision is the same as in the ninth embodiment. Part of the occupant M can be received by the back surface of the occupant M, the stress on the load surface can be relieved, and the frictional force f is increased in proportion to the vertical stress Pf to restrain the occupant M by the seat back 60B. The ability can be improved and the occupant M can be moved together with the seat 1 to prevent a secondary collision.

  On the other hand, when a driving signal is input to the driving device 82, as shown in FIG. 49, the headrest movable portion 81M moves to the collision side along the straight locus T5, but the headrest 81 rotates and the seat back upper frame 75 rotates. As a result, as shown in FIG. 51 (b), the headrest movable portion 81 M wraps around the side of the collision side of the head Mh of the occupant M, and the headrest 81 causes the occupant head Mh to move. It can be restrained reliably.

  Further, even in the present embodiment, the collision detection unit 31 is configured as a collision pre-detection unit 31A (see FIG. 1) that detects a side collision in advance, so that the seat back upper frame 75 precedes the actual side collision. Thus, the seat back lower frame 76 and the headrest movable portion 81M can be moved, and the restraint effect of the occupant M can be further enhanced by speeding up the response to an actual collision.

  Furthermore, the seat belt device 30 (see FIG. 1) is a pre-crash seat belt in addition to the pre-tensioner 30a, so that the occupant M can be restrained to the seat 1 prior to the collision, and a straight load or frictional force can be obtained. Thus, it is possible to improve the conversion efficiency of the inertial force immediately after the collision into the lateral restraint force.

  By the way, in each of the above-described embodiments, the operation has been described by taking the case of the left side collision as an example. Of course, even in the case of the right side collision, the same effect can be obtained only by reversing the collision side and the non-collision side.

  The occupant protection device of the present invention has been described by taking the first to eleventh embodiments as examples. However, the present invention is not limited to these embodiments, and various other embodiments are adopted without departing from the gist of the present invention. be able to.

DESCRIPTION OF SYMBOLS 1 Vehicle seat 2 Body floor 3 Seat cushion 4 Seat back 4a Front of seat back (occupant support surface)
61L, 61R Seat cushion side frame 8F, 8R Seat cushion cross frame 10L, 10R Seat rail 12L, 12R Seat back side frame 13 Seat back cross frame 14L, 14R Reclining device 20 Seat rail driving means 30 Seat belt device 30a Pretensioner 31 Collision Detection means 31A Pre-collision detection means 33 Passenger seating detection means 34 Reclining adjustment mechanism 35 Seat back shape changing means 35L, 35R Pushing means 40 Seat back shape changing means 41 Sub seat back frame 46 Seat back reaction force changing means 46L, 46R Air cushion (Gas filled reaction force member)
50 Seat back reaction force changing means 50A to 50D Air cushion (gas filled reaction force member)
54 Release means 55 Rotary motion control mechanism 56L, 56R Reclining device 60, 60A, 60B Seat back 61 Seat back base frame (seat back divided body)
61a Upper curved rail (curved trajectory)
61b Lower curved rail (curved trajectory)
61c Upper curved rail (curved trajectory)
61d Middle curved rail (curved trajectory)
61e Lower curved rail (curved trajectory)
62 Upper sub seat back frame
63 1st drive motor (seat back drive means)
64 Headrest 64Aa Upper curved rail (curved trajectory)
64Ab Lower curved rail (curved trajectory)
65 Second drive motor (headrest drive means)
66 Upper sub seat back frame (seat back split body)
67 Middle sub-seat back frame (separated seat back)
68 Lower sub seat back frame (separated seat back)
70 Third drive motor (seat back drive means)
71 4th drive motor (seat back drive means)
72 5th drive motor (seat back drive means)
73 Headrest 73R Headrest curved rail (curved trajectory)
74 Drive device (headrest drive means)
75 Seat back upper frame (separated seat back)
76 Seat back lower frame (separated seat back)
77 First rotational motion control mechanism (seat back drive means)
78 Second rotational motion control mechanism (seat back drive means)
81 Headrest 82 Drive device (headrest drive means)
M occupant R seat back rotation means C seat back center

Claims (6)

A collision detection means for detecting or predicting a side collision to detect a side collision;
Forcibly turning means for forcibly turning the upper body of an occupant seated on the vehicle seat when a side collision is detected toward the non-collision side by the occupant support surface of the seat ;
The forced turning means includes a plurality of seat back divided bodies that are movable in the vehicle width direction along a horizontal curved locus that is divided into a plurality of stages in the vertical direction and the upper stage side protrudes toward the rear of the vehicle relative to the lower stage side. An occupant comprising a seat back driving means for moving an upper seat back divided body to a collision side relative to a lower seat back divided body when a side collision is detected. Protective device. As the forced turning means, a headrest that can move in the vehicle width direction along a horizontal curved locus that protrudes rearward of the vehicle, and a headrest driving means that moves the headrest to the collision side when a side collision is detected , are further provided. occupant protection device according to claim 1, characterized in that it comprises. Characterized in that said sheet provided with a passenger seating detection means passenger detects whether seated occupant by the detection signal by the passenger seating detection means for actuating the forced turning means only when seated on the seat The occupant protection device according to claim 1 or 2 . A seat belt device with pretensioner for restraining the occupant to the seat back, according to any one of claims 1 to 3, characterized in that to operate in conjunction with the operation of the forced turning means the pretensioner Occupant protection device. The occupant protection device according to claim 4 , wherein the seat belt device is a pre-crash seat belt that winds up the seat belt during emergency braking. The occupant protection device according to any one of claims 1 to 5 , further comprising a collision pre-detection unit that detects a side collision in advance, and the forced turning unit is operated prior to an actual collision.