JP5595154B2 - Curtain airbag - Google Patents

Description

  The present invention relates to a curtain airbag that inflates and deploys along a side surface in a vehicle compartment for the purpose of protecting an occupant during a vehicle side collision or rollover (rollover).

  The curtain airbag is installed above the door and inflates and deploys along the side of the vehicle to absorb the load from the head and upper body of the occupant. Curtain airbags are primarily designed to protect (restrain) occupants during side collisions. For example, a curtain airbag has a longer pressure duration when inflated and deployed than a front airbag or the like. This is because the side collision may cause rollover (rollover), and the time during which an impact may occur is long. In particular, at the time of rollover, there is an increased risk that the occupant is released from the side window to the outside of the vehicle. Therefore, the curtain airbag maintains the inflated state until the rollover, thereby restraining the occupant and preventing release from the vehicle.

  The curtain airbag is required to be surely inflated and deployed on the side surface of the vehicle in order to absorb the load from the occupant and prevent the vehicle from being released outside the vehicle. Therefore, for example, the curtain airbag described in Patent Document 1 includes a strap that connects the front end of the airbag body to the front pillar on the side surface of the vehicle. According to Patent Document 1, since the strap gives a sufficient tension to the curtain airbag, the inflated and deployed curtain airbag can be stably supported.

JP 2003-291717 A

  In recent years, in order to more reliably prevent passengers from being released from the vehicle at the time of rollover, further improvement in performance (improvement in prevention of vehicle release) has been demanded for curtain airbags. In order to meet this demand, each person skilled in the art has verified the anti-release performance at various locations on the curtain airbag. Currently, it is known that the curtain airbag has a tendency to prevent the release of the curtain airbag from being in the vicinity of the center in the vehicle front-rear direction, in particular, in the vicinity of the front end. Here, like the curtain airbag described in Patent Document 1, it is considered that the vehicle outside emission prevention performance in the vicinity of the front end can be improved by supporting with a strap. However, the improvement effect is slight only by providing the strap.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a curtain airbag capable of remarkably improving the performance of preventing out-of-vehicle discharge particularly at the end portion in the vehicle longitudinal direction.

  In order to solve the above-described problems, a typical configuration of a curtain airbag according to the present invention is a curtain airbag that is housed above a side surface portion of a vehicle compartment and inflates and deploys along the side surface portion. An end chamber installed at an end of the bag in the vehicle front-rear direction and inflated by receiving an inflating and deploying gas; a region outside the curtain airbag on the center side of the end chamber; A strap that connects a pillar that protrudes further to the vehicle interior than the side window at a position further away from the end of the front chamber than the end of the front chamber, and the strap becomes substantially straight by the curtain airbag after inflated and deployed. It has a length.

  According to the above configuration, when the curtain airbag is inflated, the strap positioned in the distal direction receives tension (tension) toward the center of the vehicle and is tensioned substantially linearly. The “length” of the strap means a length to which tension is applied to such an extent that the strap becomes substantially linear. In other words, if the strap is shortened to a predetermined length or less, such a length can be realized, and if the strap exceeds the predetermined length, it cannot be realized. Since the strap has such a length, at least a region of the end chamber that overlaps with the tensioned strap as described above is separated from the side window by being prevented from expanding outside the vehicle. For this reason, the distance between the end chamber and the occupant is reduced on the front side or the rear side of the seat space, and the occupant quickly contacts the end chamber. In particular, by disposing the end chamber at a position close to the occupant, the amount of movement of the occupant from the seating position when receiving an impact can be reduced. Therefore, when the rollover occurs, it is possible to improve the performance of preventing the passenger from releasing outside the vehicle.

  The strap may be attached to a non-inflatable region that separates the end chamber from the central inflatable region. The non-inflatable region (seam portion) has higher strength than the inflatable region, and the strap can be suitably attached. Here, the normal end chamber has a substantially elliptical cross section in the longitudinal direction of the vehicle having a major axis in the longitudinal direction of the vehicle, and the occupant is in contact with the minor axis direction of the substantial ellipse. However, in the curtain airbag, by attaching the strap to the seam portion, the portion overlapping the strap of the end chamber has a posture in which the front end or the rear end of the long axis faces obliquely forward on the inside of the vehicle. As a result, the occupant can come into contact with the end chamber to a portion having a thickness greater than the minor axis direction. Therefore, if it is the said structure, it will be possible to absorb the load from a passenger | crew more reliably.

  The strap may be attached to the outer surface of the end chamber. Even with this configuration, the end chamber can be positioned inside the vehicle to quickly catch the occupant. Also with this configuration, the portion of the end chamber that overlaps with the strap of the end chamber has a posture in which the front end or the rear end of the long axis faces obliquely forward on the vehicle interior side. As a result, the occupant can come into contact with the end chamber to a portion that is thicker than the minor axis direction. Therefore, it is possible to absorb the load from the passenger more reliably.

  The end chamber has a gas inlet at the lower part for receiving the gas for inflation and deployment from the central inflation region, and the non-inflation region is installed from the upper edge of the curtain airbag to the lower gas inlet. Good.

  Since the non-expanded region does not expand, the end chamber is configured to easily change its posture along the non-expanded region. Therefore, with this configuration, the end chamber after inflating and unfolding rotates to the inside of the vehicle as if it were a rotating shaft in a non-inflating region installed over the vertical direction. As a result, the end chamber can be easily positioned on the inside of the vehicle.

  The end chamber may start inflating and lagging behind the central expansion region. In other words, the expansion region on the center side starts expansion and deployment in preference to the end chamber. Since the center-side inflated region has a higher possibility of occupant contact than the end chamber when a side collision occurs, it is possible to improve the occupant protection performance of the curtain airbag.

  The strap is a wide strap that spreads flatly along the side surface after the curtain airbag is inflated and deployed, and the wide strap is attached to the pillar at one point of the edge, and the vehicle of the vehicle is more than one point of the edge. A wide strap is attached to the vehicle at an edge extending obliquely upward from one point of the edge, and the curtain airbag is attached to the curtain airbag from the end chamber. May also be attached to the vehicle at the upper rear edge.

According to the above configuration, the end chamber is not fixed to the vehicle, and its posture is more easily changed. That is, the expansion and deployment to the inside of the vehicle by the strap becomes easy. However, if the end chamber is not fixed to the vehicle, the load receiving from the occupant of the end chamber may become unstable. Therefore, by supporting the exterior side of the end chambers widely ensured by the wide strap, thereby enabling receiving securely a load from the occupant.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the curtain airbag which can improve remarkably vehicle outside discharge | release prevention especially in the edge part of a vehicle front-back direction.

It is a figure which illustrates the curtain airbag of 1st Embodiment. It is a figure which illustrates the curtain airbag of the deployment state of FIG. FIG. 2 is a schematic cross-sectional view of FIG. It is a figure which compares the curtain airbag concerning this embodiment with the conventional curtain airbag. It is a figure which illustrates the curtain airbag concerning 2nd Embodiment. It is a figure which illustrates after the expansion | deployment deployment in the vehicle of the curtain airbag of FIG. It is a figure which illustrates the 1st modification of the airbag concerning each embodiment. It is a figure which illustrates after the inflation deployment in the vehicle of the curtain airbag of FIG. It is a figure which illustrates the 2nd modification of the airbag concerning each embodiment. It is a figure which illustrates the curtain airbag of the deployment state of FIG. FIG. 10 is a schematic cross-sectional view of FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

(First embodiment)
FIG. 1 is a diagram illustrating a curtain airbag according to the first embodiment of the present invention. FIG. 1A illustrates the curtain airbag according to this embodiment (hereinafter referred to as “airbag 100”) when not deployed, and FIG. 1B illustrates the airbag 100 deployed. Hereinafter, all the embodiments will be described as a curtain airbag for the right side surface of the vehicle 102 as shown in FIG. 1, but the curtain airbag for the left side surface has a similar symmetrical structure.

  The airbag 100 is in a state of being wound as shown in FIG. 1A or in a folded state (not shown), and a roof side rail 104 (illustrated by an imaginary line in the figure) above the side surface in the vehicle compartment. Attached) and stored. Usually, the roof side rail 104 is covered with a roof trim and cannot be visually recognized from inside the vehicle interior. A plurality of pillars that support the roof (roof) are connected to the roof side rail 104. These are called a front pillar 106, a center pillar 108, and a rear pillar 110 from the front of the vehicle 102.

  The airbag 100 is formed into a bag shape by, for example, sewing a base fabric that constitutes the surface of the airbag 100 on the front and back sides or by using OPW (One-Piece Woven).

  The airbag 100 is provided with an inflator 112 that is a gas generator. When a side collision or rollover (rollover) occurs in the vehicle 102, first, an ignition signal is transmitted to the inflator 112 due to the impact detected by a sensor (not shown) provided in the vehicle 102. Then, the explosive in the inflator 112 burns and the generated gas is supplied to the airbag 100.

  When the airbag 100 receives the gas from the inflator 112, the airbag 100 is inflated and deployed downward along the side surface (side window 114a, etc.) of the passenger compartment as illustrated in FIG. Do. According to the airbag 100, the passengers in the front seat 116 and the rear seat 118 can be protected at the same time.

  FIG. 2 is a diagram illustrating the curtain airbag in the deployed state of FIG. FIG. 2A illustrates a state in which a part of the passenger compartment side of the airbag 100 is permeated, and FIG. 2B illustrates the vicinity of the vehicle front side of the airbag 100 in FIG. See and illustrate.

  As illustrated in FIG. 2A, the airbag 100 has an inflatable region 120 that inflates when the vehicle 102 collides or rolls over, and a non-inflatable region 122 (indicated by hatching in the drawing) that partitions the inflated region 120 without inflating. ) And. The expansion region 120 is partitioned into a plurality of chambers by a non-expansion region 122. The chamber is a portion that comes into direct contact with an occupant during an emergency such as a collision. Each chamber protects the occupant from crashing into the side surface of the vehicle and jumping out of the vehicle.

  Of the plurality of chambers, a main chamber 120a is installed slightly in front of the center of the airbag 100 in the longitudinal direction of the vehicle. As illustrated in FIG. 1B, the main chamber 120a is inflated and deployed substantially beside the front seat 116. Since the main chamber 120a is inflated and deployed at a position closest to the occupant of the front seat 116, the occupant who is shocked by a normal side collision is usually protected by the main chamber 120a.

  As an end chamber in the present embodiment, a front chamber 120b is installed on the front side of the airbag 100 in the vehicle longitudinal direction. The front chamber 120b is inflated and deployed on the front side of the front seat space as illustrated in FIG. The front chamber 120b protects the occupant of the front seat 116 whose seating posture has been greatly lost, especially during a rollover. The lower edge of the front chamber 120b protrudes below the lower edge of the rear main chamber 120a and the like, and overlaps the door portion 115 below the side window 114a. Thereby, even if the side window 114a is broken and opened, the lower edge side of the front chamber 120b interferes with the door portion 115, and thus the exposure of the front chamber 120b from the opening to the outside of the vehicle can be prevented.

  As illustrated in FIG. 2A, the front chamber 120 b is connected to the main chamber 120 a by a gas inlet 134. Gas passes through the gas inlet 134 from the main chamber 120a toward the front chamber 120b. The non-inflatable region 122 includes a seam 132 extending from above the gas inlet 134 to the upper edge of the airbag 100. The front chamber 120b is separated from the main chamber 120a by the seam portion 132.

  In the front chamber 120b, gas reception from the main chamber 120a is limited to the gas inlet 134. Therefore, the front chamber 120b starts to expand and develop later than the main chamber 120a. In other words, the main chamber 120a starts to expand and deploy in preference to the front chamber 120b. Since the main chamber 120a has a higher possibility of occupant contact than the front chamber 120b when a side collision occurs, the occupant protection performance of the airbag 100 can thereby be improved.

  On the upper edge of the airbag 100, a plurality of tabs (tabs 126a and 126b) are provided as attachment members. The tab is a band-shaped member used when attaching the airbag 100 to the vehicle 102. The tab (tab 126b) is provided with a bolt hole 128 through which a bolt for fastening to the vehicle 102 is passed.

  As a strap in the present embodiment, a front strap 130 is provided on the front side of the airbag 100. The front strap 130 is a string-like member that holds the inflated and deployed airbag 100 so as to follow the side surface of the vehicle. As illustrated in FIG. 1B, the front strap 130 is connected to the front pillar 106 located further in the end direction than the end of the front chamber 120b, that is, in front of the front chamber 120b. The front pillar 106 is a portion that protrudes further toward the vehicle interior than the side window 114a (see FIG. 4A).

  The front strap 130 has a length that is substantially linear due to the airbag 100 after being inflated and deployed. That is, the length of the front strap 130 is determined to be equal to or less than a predetermined length so that a tension that is substantially linear is applied from the airbag 100 after being inflated and deployed. As a result, the deployment behavior of the airbag 100 is restricted, and the posture is held so as to be along the side surface of the vehicle. In addition, the front strap 130 may be linear before expansion | swelling expansion | deployment.

  The front strap 130 is stitched to a region outside the airbag 100 and closer to the center than the end of the front chamber 120b, that is, a region behind the front end. As illustrated in FIG. 2B, the front strap 130 is attached to the seam portion 132 in this embodiment. In other words, the front strap 130 completely traverses the vehicle exterior surface of the front chamber 120b in the front-rear direction from the front end of the front chamber 120b to the seam portion 132 that is the rear end. In the seam portion 132, since the base fabric is integrated with the front and back, the attachment strength of the front strap 130 can be sufficiently secured.

  FIG. 3 is a schematic AA sectional view of FIG. Here, after the airbag 100 is inflated and deployed, the front strap 130 is tensioned between the front pillar 106 protruding from the side window 114a toward the inside of the vehicle and the seam portion 132 on the airbag 100, and is substantially linear. It becomes a posture (see FIG. 4A). Then, as illustrated in FIG. 3, at least a region 120d of the front chamber 120b that overlaps with the front strap 130 is prevented from expanding to the outside of the vehicle and is separated from the side window 114a. In most regions other than the region 120d, the front chamber 120b is separated from the side window 114a by the front strap 130. Accordingly, the distance between the front chamber 120b and the occupant is reduced on the front side of the front seat space, and the occupant can quickly contact the front chamber 120b when an impact occurs.

  FIG. 4 is a diagram comparing the curtain airbag according to the present embodiment and a conventional curtain airbag. FIG. 4A is a diagram illustrating the airbag 100 according to the present embodiment, and corresponds to the BB cross section of FIG. FIG. 4B is a conventional curtain airbag (hereinafter referred to as “airbag 10”), and illustrates a cross section corresponding to the airbag 100 of FIG.

  As illustrated in FIG. 4B, in the conventional airbag 10, the front strap 12 is attached to the front end of the front chamber 14. After the inflation and deployment, tension is applied to the front strap 12 toward the rear of the vehicle by the front chamber 14, and the front strap 12 is tensed. At that time, the front strap 12, the front chamber 14, and the main chamber 16 are arranged in a line along the side surface of the vehicle (side window 114a, etc.).

  On the other hand, as illustrated in FIG. 4A, in the airbag 100 according to the present embodiment, the front strap 130 is attached to the seam portion 132 behind the front chamber 120b. The behavior of the airbag 100 during deployment differs depending on the dimensions and the mounting position of the airbag 100 on the roof side rail 104. However, when the airbag 100 is inflated and deployed from the wound state, the seam portion 132 is rearward from the initial position. Suppose we move to In this case, the length of the front strap 130 is set to be shorter than the length from the mounting position on the front pillar 106 to the position where the seam portion 132 tends to move due to the inflation and deployment of the airbag 100. That is, the length of the front strap 130 is short enough to prevent the seam portion 132 from moving to the target position. Therefore, the seam part 132 is stopped by the substantially straight front strap 130 and cannot actually move to the position where it is intended to move. On the other hand, after inflating and deploying, the front strap 130 is tensioned substantially linearly so as to be pulled rearward by the seam portion 132.

  Here, the front pillar 106 to which the front end of the front strap 130 is attached is a portion that protrudes inward of the vehicle from the side window 114a (protrusion amount≈width W1). Then, when a tension is applied to the front strap 130 toward the rear of the vehicle, the region overlapping the front strap 130 of the front chamber 120b moves away from the side window 114a toward the vehicle interior. Therefore, compared with the front chamber 14 of the conventional airbag 10, the distance between the front seat 116 and the occupant is reduced, and the occupant can be quickly received.

  As described above, in this embodiment, by attaching the front strap 130 to the seam portion 132, the posture of the front chamber 120b or at least part of the front chamber 120b (overlapping region) is changed. Here, the seam portion 132 is a portion that does not inflate, and is installed from the upper edge of the airbag 100 to the lower gas inlet 134 as shown in FIG. Therefore, the front chamber 120b that has interfered with the front strap 130 can rotate the seam portion 132 to the inside of the vehicle as if it were a rotating shaft during inflation and deployment. By this rotation, it is possible to easily position the front chamber 120b toward the inside of the vehicle.

  Refer to FIG. 4 again. In the front chamber 14 of the conventional airbag 10 illustrated in FIG. 4B, the cross section in the vehicle front-rear direction illustrated in the drawing is a substantially oval having a long axis a in the vehicle front-rear direction. The front chamber 14 is in a posture in which an occupant (not shown) comes into contact with the substantially elliptical short axis b (the occupant comes into contact with the portion 120f). However, in the airbag 100 illustrated in FIG. 4A, by attaching the front strap 130 to the seam portion 132, a portion of the front chamber 120b that overlaps the front strap 130 has a front end of the long axis a diagonally forward of the vehicle interior side. The posture is facing. As a result, the occupant can contact the front chamber 120b to a portion 120e having a thickness (≈width W1) in the axial direction of the short axis b. Therefore, if it is the said structure, it will be possible to absorb the load from a passenger | crew more reliably.

  Further, referring to FIG. 4, the amounts of protrusion of the front chambers 14 and 120b to the vehicle inner side with respect to the side window 114a are compared. In the airbag 10 of FIG. 4B, if the thickness of the side window 114a is ignored, the protrusion amount D1 of the front chamber 14 from the side window 114a to the vehicle interior is substantially the thickness in the axial direction of the short axis b of the front chamber 14. (Length). On the other hand, the front chamber of the airbag 100 in FIG. 4A is located on the vehicle inner side than the front strap 130 fastened to the front pillar 106. Therefore, the amount D2 of the front chamber 120b protruding from the side window 114a toward the vehicle interior is determined by the width W1 of the front chamber 120b (the width W1 is thicker (longer) than the short axis b) and the width W2 of the front pillar 106. The added amount (W1 + W2). Thus, in the airbag 100 according to the present embodiment, the front chamber 120b greatly protrudes (moves) toward the vehicle as compared with the conventional airbag 10.

  As described above, the airbag 100 can reduce the amount of movement of the occupant from the seating position when receiving an impact by disposing the front chamber 120b at a position close to the occupant of the front seat 116. . Therefore, with the airbag 100, it is possible to improve the out-of-vehicle release prevention performance for the occupant of the front seat 116 when a rollover occurs.

  Although not shown, the front strap 130 may be extended to the main chamber 120a and stitched to the airbag 100. In that case, not only the front chamber 120b but also the front portion of the main chamber 120a is located inside the vehicle in a region overlapping the front strap 130. In this case, even when compared with the present embodiment, there is an advantage that the region of the airbag 100 located on the vehicle inner side at the time of inflation and deployment is widened. On the other hand, since the load applied to the front strap 130 increases, the amount by which the front chamber 120b protrudes (moves) to the vehicle side is reduced as compared with the present embodiment.

(Second Embodiment)
FIG. 5 is a diagram illustrating a curtain airbag according to the second embodiment of the present invention. FIG. 5 corresponds to FIG. 2B, and illustrates the vicinity of the front side of the curtain airbag (hereinafter referred to as “airbag 200”) according to the second embodiment as viewed from the outside of the vehicle. . The airbag 200 illustrated in FIG. 5 is different from the airbag 100 of the first embodiment in the attachment position of the front strap.

  As a strap in the present embodiment, a front strap 230 provided in the airbag 200 is attached to the outer surface of the front chamber 120b on the vehicle outer side. Also with this configuration, after the airbag 200 is inflated and deployed, at least a region of the front chamber 120b that overlaps with the front strap 230 is separated from the side window 114a toward the outside of the vehicle and further inflated and deployed to the inside of the vehicle.

  FIG. 6 is a diagram illustrating the curtain airbag of FIG. 5 after being inflated and deployed in the vehicle. FIG. 6 corresponds to FIG. As illustrated in FIG. 6, by providing the front strap 230, the amount D3 of the front chamber 120b protruding from the side window 114a toward the inside of the vehicle is the width W3 of the front chamber 120b (the width W3 is larger than the short axis b). And the width (W2) of the front pillar 106 is added. Therefore, the front chamber 120b is positioned inside the vehicle so that the occupant can be quickly received and the amount of movement of the occupant from the seating position can be reduced. Also with this configuration, the portion of the front chamber 120b that overlaps the front strap 230 has a posture in which the front end of the long axis faces obliquely forward on the vehicle interior side. As a result, the occupant can come into contact with the front chamber 120b to a portion that is thicker than the minor axis direction. Therefore, it is possible to absorb the load from the passenger more reliably.

(First modification of each embodiment)
FIG. 7 is a diagram illustrating a first modification of the airbag according to each embodiment. Below, the 1st modification of each embodiment is demonstrated on behalf of each embodiment with reference to the airbag 100 concerning 1st Embodiment. FIG. 7 corresponds to FIG.

  As illustrated in FIG. 7A, the airbag 300 is provided as one of a plurality of chambers and as an end chamber different from the front chamber 120b on the rear side of the airbag 300 in the vehicle front-rear direction. A rear chamber 120c is installed. A rear strap 330 is provided on the rear side of the airbag 300 as a strap different from the front strap 130. Similar to the front strap 130, the rear strap 330 is a string-like member that holds the inflated and deployed airbag 300 so that the attitude of the airbag 300 is along the side surface of the vehicle. The rear strap 330 is connected to the rear pillar 110 (see FIG. 1A) behind the airbag 300. The rear pillar 110 is a portion that protrudes to the vehicle inner side than the side window 114b (see FIG. 8).

  The rear strap 330 is stitched to a region outside the airbag 300 and in front of the rear end of the rear chamber 120c. As illustrated in FIG. 7B, in the airbag 300, the rear strap 330 is sewn to a seam portion 332 that separates the rear chamber 120 c from the front inflated region 120.

  FIG. 8 is a view illustrating the curtain airbag of FIG. 7 after being inflated and deployed in the vehicle. FIG. 8 corresponds to FIG. As illustrated in FIG. 8, after the airbag 300 is inflated and deployed, the rear strap 330 is applied with a tension from the airbag 300 and becomes substantially linear. Then, at least a region of the rear chamber 120c that overlaps with the rear strap 330 is further away from the side of the vehicle than the side window 114b, and is expanded and deployed to the inner side of the vehicle.

  Also in the above configuration, the rear strap 330 acts in the same manner as the front strap 130, whereby the distance between the rear chamber 120c and the occupant is reduced on the rear side of the rear seat space, and the occupant quickly contacts the rear chamber 120c. In particular, by disposing the rear chamber 120c at a position close to the occupant, it is possible to reduce the amount of movement of the occupant from the seating position when receiving an impact. Therefore, when the rollover occurs, it is possible to improve the out-of-vehicle release prevention performance for the occupant of the rear seat 118.

(Second modification of each embodiment)
FIG. 9 is a diagram illustrating a second modification of the airbag according to each embodiment. Below, the 2nd modification is demonstrated using the airbag 100 concerning 1st Embodiment on behalf of each embodiment. FIG. 9 corresponds to FIG.

  As illustrated in FIG. 9B, the airbag 400 includes a wide strap 430 having a wide shape. In this modification, the wide strap 430 extends substantially horizontally from the front pillar 106 and crosses substantially the center of the front chamber 120b, and extends substantially vertically upward from the roof side rail 104 (or the front pillar). 106) and a third side connecting the first and second sides. Therefore, the wide strap 430 has a shape close to a right triangle having the third side as a hypotenuse. The wide strap 430 is attached to the front pillar 106 at one point of the edge, extends widely from the front pillar 106 where the third side is located to the lower part of the side window 114a, and extends over a wide range of almost the upper half of the front chamber 120b to the side. It can be separated from the window 114a.

  FIG. 10 is a diagram illustrating the curtain airbag in the deployed state of FIG. 9B. FIGS. 10A and 10B are views of the airbag 400 viewed from the same direction as FIGS. 2A and 2B, respectively. As illustrated in FIG. 10A, the wide strap 430 has a substantially right-angled triangle shape, and a tab 432 is provided on the hypotenuse (the edge extending obliquely upward from one point of the edge). The tab 432 is provided with a bolt hole 434 through which a bolt is passed, and can be attached to the front pillar 106 or the roof side rail 104.

  As illustrated in FIG. 10B, the wide strap 430 is sewn to the seam portion 132 in an area on the center side of the vehicle in the vehicle front-rear direction with respect to one point of the edge, for example, in the vicinity of the rear side (left side in the drawing). Has been. The wide strap 430 is provided with a plurality of lightening holes 436. The plurality of lightening holes 436 are formed in a staggered pattern on the wide strap 430. Thereby, in the winding state at the time of storage as illustrated in FIG. 9A, the area in which the base fabrics overlap by winding is reduced. Therefore, even when the airbag 400 is wound together with the wide strap 430 having a large area, it can be wound in a thin and compact state.

  Similar to the front strap 130 of FIG. 4A, the wide strap 430 includes a front pillar 106 that protrudes further toward the vehicle interior than the side window 114 a and a seam portion 132 on the airbag 100 after the airbag 400 is inflated and deployed. Between the vehicle and a substantially flat posture in the longitudinal direction of the vehicle.

  FIG. 11 is a schematic CC cross-sectional view of FIG. As illustrated in FIG. 11, the region 120g of the front chamber 120b that overlaps with the front strap 130 is prevented from expanding to the outside of the vehicle and is separated from the side window 114a. In particular, the wide strap 430 having a triangular width can overlap the region 120g which is a large part on the upper side of the front chamber 120g and can be separated from the side window 114a.

  Moreover, the front chamber 120b is not provided with a tab 126b (see FIG. 2A) and is not attached to the front biller 106. Therefore, the front chamber 120b has a high degree of freedom of operation, and the seam portion 132 installed in the vertical direction can be easily rotated to the inside of the vehicle as if it were a rotating shaft, and can be easily separated from the side window 114a. .

  While the front chamber 120b is not attached to the front biller 106, as illustrated in FIG. 9B, the wide strap 430 is attached to the front biller 106 not only by the front end portion but also by the tab 432 behind the front end. It has been. Accordingly, even if the occupant contacts the front chamber 120b from the inside of the vehicle illustrated in FIG. 11, the load receiving from the occupant in the end chamber does not become unstable, and the region 120g of the front chamber 120b is placed in the vehicle. It is possible to securely support from the outside and receive the load from the occupant. As described above, the wide strap 430 can also reduce the distance between the front chamber 120b and the occupant and improve the performance of preventing the vehicle from being released outside the vehicle when a rollover occurs. Note that the rear strap 330 illustrated in FIG. 7 can also have a wide shape like the wide strap 430.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings. However, the embodiments described above are preferred examples of the present invention, and other embodiments can be implemented or performed in various ways. Can be carried out. The invention is not limited to the detailed shape, size, configuration, and the like of the components shown in the accompanying drawings unless otherwise specified in the present specification. In addition, expressions and terms used in the present specification are for the purpose of explanation, and are not limited thereto unless otherwise specified.

  Therefore, it is obvious for those skilled in the art that various changes and modifications can be conceived within the scope of the claims, and these naturally belong to the technical scope of the present invention. It is understood.

  Moreover, in the said embodiment, although the example which applied the curtain airbag concerning this invention to the motor vehicle was demonstrated, it is also possible to apply to an aircraft, a ship, etc. besides a motor vehicle, and can obtain the same effect. it can.

  INDUSTRIAL APPLICABILITY The present invention can be used for a curtain airbag that inflates and deploys along a side surface in a vehicle compartment for the purpose of protecting an occupant during a vehicle side collision or rollover (rollover).

a ... long axis, b ... short axis, D1, D2, D3 ... protrusion amount, W1, W2, W3 ... width, 100, 200, 300, 10 ... airbag, 102 ... vehicle, 104 ... roof side rail, 106 ... Front pillar, 108 ... Center pillar, 110 ... Rear pillar, 112 ... Inflator, 114 ... Side window, 115 ... Door part, 116 ... Front seat, 118 ... Rear seat, 120 ... Expansion area, 120a, 16 ... Main chamber, 120b , 14 ... Front chamber, 120c ... Rear chamber, 122 ... Non-inflatable area, 120d ... Area, 120e, 120f ... Part, 126 ... Tab, 128 ... Bolt hole, 130, 230, 12 ... Front strap, 132, 332 ... Seam Part, 134 ... gas inlet, 330 ... rear Trap, 400 ... Airbag, 430 ... Wide strap, 432 ... Tab, 434 ... Bolt hole, 436 ... Thickening hole

Claims (7)

A curtain airbag that is housed above a side surface in a vehicle compartment and inflates and deploys along the side surface,
An end chamber that is installed at an end of the curtain airbag in the vehicle front-rear direction and receives and inflates and expands;
A central side region than ends of the end chamber a vehicle outside of said end chamber, protrudes inside the vehicle than the side window at a position further apart endwise than ends of said end chambers A strap that connects the pillar,
A plurality of tabs provided on the upper edge of the region other than the end chamber along the vehicle front-rear direction, and attaching the region other than the end chamber above the side surface of the vehicle side chamber ;
The strap includes a wide strap that is tensioned along the side surface portion and spreads in a planar shape by the curtain airbag after being inflated and deployed,
The wide strap is attached to the pillar at one point of the edge and an edge extending obliquely upward from the one point of the edge, and is attached to the curtain airbag in a central region in the vehicle longitudinal direction of the vehicle from these points. Tei curtain air bag which is characterized in Rukoto.   The curtain airbag according to claim 1, wherein the wide strap has a plurality of lightening holes. The curtain airbag device according to claim 2, wherein the plurality of lightening holes are provided in a staggered pattern on the wide strap. The curtain airbag according to any one of claims 1 to 3, wherein the strap is attached to a non-inflatable region that divides the end chamber from a centrally inflated region. The curtain airbag according to any one of claims 1 to 3, wherein the strap is attached to an outer surface of the end chamber. The end chamber has a gas inlet at the lower part for receiving the gas for expansion and deployment from the expansion region on the center side,
5. The curtain airbag according to claim 4 , wherein the non-inflatable region is installed from an upper edge of the curtain airbag to a lower gas inlet. The curtain airbag according to claim 6 , wherein the end chamber starts inflating and deploying later than a center-side inflating region.

Images