JP5672222B2 - Vehicle occupant restraint system - Google Patents

Description

  The present invention relates to a vehicle occupant restraint device for restraining an occupant seated in a vehicle seat on the vehicle seat.

  A vehicle occupant restraint device including a first airbag that is deployed toward the abdomen of the occupant and a second airbag that is deployed toward the front and upward of the vehicle is known. (For example, refer to Patent Document 1).

JP 2009-166774 A

  By the way, depending on an occupant's physique and a seating form, the case where the deployment form of an appropriate airbag differs is considered.

  An object of the present invention is to obtain a vehicle occupant restraint device that can obtain a protection performance corresponding to the physique and seating form of an occupant.

The vehicle occupant restraint device according to the first aspect of the present invention includes, at the use position, a base portion that is disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat, and the base An air bag provided between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply, and supplying the gas to the airbag by operation A first gas supply means and a second gas supply means; an attitude detection sensor for detecting contact of the seated occupant with the base portion by detecting a load acting on the base portion from the seated occupant; and the vehicle seat A physique detection sensor for detecting the physique of a seated occupant, and when a frontal collision of a vehicle is detected in a state where the base portion is located at a use position, the posture detection sensor First when come in contact to the base portion of Zajo members is detected, and when the second of said occupant is little is detected by the physique detecting sensor, the second gas supply means actuates said first gas supply means without operating the posture detecting third sensor contact to the base portion by touch is detected that the occupant is not little by and the physique detecting sensor not detected In this case, a control device for operating both the first and second gas supply means is provided.
According to a fourth aspect of the present invention, there is provided a vehicle occupant restraint device, wherein the base portion is disposed along the vehicle width direction while being separated from the front side of the vehicle seat with respect to the abdomen of the seated occupant of the vehicle seat at the use position. An air bag provided between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply; and accommodated in the base portion; A first gas supply means for supplying gas to the bag; and a capacity of the first gas supply means is larger than a capacity of the first gas supply means, and the base portion is positioned outside the first gas supply means in the vehicle width direction. A second gas supply means that is accommodated and supplies gas to the airbag by operation; a posture detection sensor that detects a posture of the seated occupant with respect to the base portion; and a physique of the seated occupant provided in the vehicle seat When a frontal collision of a vehicle is detected with the physique detection sensor to be detected and the base portion being in the use position, contact or proximity of the seated occupant to the base portion is detected by the posture detection sensor In the first case, and in the second case where the seated occupant is detected by the physique detection sensor, the first gas supply unit is operated without operating the second gas supply unit, In the third case where contact or proximity to the base portion is not detected by the posture detection sensor and it is detected by the physique detection sensor that the seated occupant is not small, the first and second gas supply means And a control device for operating both together.

In the vehicle occupant restraint device according to any one of claims 1 to 4 , in the use position, the base portion is a space in front of the vehicle with respect to the abdomen of the occupant seated on the vehicle seat and traverses the abdomen in the vehicle width direction when viewed from the front. Are arranged as follows. When a frontal collision of the vehicle is detected, the control device activates at least the first gas supply means to deploy the airbag and restrain the seated occupant from moving forward.

  Here, in the first case where the seated occupant is in contact with or close to the base portion, only the first gas supply means is operated without operating the second gas supply means. For this reason, when the occupant seating position is close to the base portion (in the case of an inappropriate seating posture), the deployment pressure of the airbag is suppressed, and the load received by the seated occupant from the airbag is reduced. Further, in the second case where the seated occupant is small, only the first gas supply means is operated without operating the second gas supply means. For this reason, it is possible to restrain the forward movement softly while suppressing a load from the airbag with a low deployment pressure airbag for a small passenger such as a child having a small inertial force forward during a frontal collision. . On the other hand, in the third case where contact or proximity of the seated occupant to the base portion is not detected and the seated occupant is not small (large), both the first and second gas supply means are operated. Thereby, for example, for an adult occupant taking an appropriate sitting posture, the forward movement can be firmly restrained by the airbag deployed at a high deployment pressure.

As described above, in the vehicle occupant restraint device according to claims 1 and 4, it is possible to obtain the protection performance according to the physique and the seating form of the occupant.

According to a second aspect of the present invention, there is provided a vehicle occupant restraint device in a use position, wherein the base portion is disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat; An air bag provided between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply, and supplying the gas to the airbag by operation A first gas supply means and a second gas supply means; an attitude detection sensor for detecting contact of the seated occupant with the base portion by detecting a load acting on the base portion from the seated occupant; and the base portion in the case where the front collision of the vehicle in a state positioned in the use position is detected, when the touch contact to the base portion of the seated crew is detected by the position detection sensor, the second gas supply means Actuates said first gas supply means without actuating, when the contact of the position detection sensor to the base unit touch is not detected, a control device for both operating the first and second gas supply means, I have.

  In the vehicle occupant restraint device according to claim 2, in the use position, the base portion is disposed in a space in front of the vehicle with respect to the abdomen of the occupant seated on the vehicle seat so as to cross the abdomen in the vehicle width direction when viewed from the front. The When a frontal collision of the vehicle is detected, the control device activates at least the first gas supply means to deploy the airbag and restrain the seated occupant from moving forward.

  Here, when the seated occupant is in contact with or close to the base portion, only the first gas supply means is operated without operating the second gas supply means. For this reason, when the occupant seating position is close to the base portion (in the case of an inappropriate seating posture), the deployment pressure of the airbag is suppressed, and the load received by the seated occupant from the airbag is reduced. On the other hand, when the contact or proximity of the seated occupant to the base portion is not detected, both the first and second gas supply means are operated. Thereby, for example, for a seated occupant taking an appropriate seating posture, the forward movement can be firmly restrained by the airbag deployed at a high deployment pressure.

As described above, in the vehicle occupant restraint device according to the second aspect, it is possible to obtain the protection performance corresponding to the occupant's seating configuration.
Further, in the vehicle occupant restraint device according to claim 1 or 2, when it is detected that the load from the seated occupant to the base portion, or that the load is greater than or exceeds the threshold value, the seated occupant is at the base. It is detected that the part is touching. For example, it is detected based on the load acting on the base portion that the seated occupant takes an inappropriate posture such as drowning in the base portion or wearing an elbow.

According to a third aspect of the present invention, there is provided a vehicle occupant restraint device in a use position, wherein the base portion is disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat; provided parts, an airbag is deployed between the vehicle structure located in front of the body and the seating occupant of the seat occupant by receiving gas supply, is housed in the base unit, Ri by the operation a first gas supply means for supplying a gas before Symbol airbag, capacity is larger than the capacity of the first gas supply means, said to be located in the vehicle width direction outer side than the first gas supply means Second gas supply means that is accommodated in the base portion and supplies gas to the airbag by operation; a physique detection sensor that is provided on the vehicle seat and detects the physique of the seated occupant; and In position When both frontal collisions are detected and the physique detection sensor detects that the seated occupant is small, the first gas supply means is operated without operating the second gas supply means. is allowed, the case it is detected that the occupant is not little by the physique detecting sensor, and a control device for both operating the first and second gas supply means.

  In the vehicle occupant restraint device according to claim 3, in the use position, the base portion is disposed in a space in front of the vehicle with respect to the abdomen of the occupant seated on the vehicle seat so as to cross the abdomen in the vehicle width direction when viewed from the front. The When a frontal collision of the vehicle is detected, the control device activates at least the first gas supply means to deploy the airbag and restrain the seated occupant from moving forward.

  Here, when the seated occupant is small, the second gas supply means is not operated and only the first gas supply means is operated. For this reason, it is possible to restrain the forward movement softly while suppressing a load from the airbag with a low deployment pressure airbag for a small passenger such as a child having a small inertial force forward during a frontal collision. . On the other hand, when the seated occupant is not small (large), both the first and second gas supply means are operated. Thereby, for example, for an adult occupant, the forward movement can be firmly restrained by the airbag deployed at a high deployment pressure.

  Thus, in the vehicle occupant restraint device according to the third aspect, the protection performance according to the physique of the occupant can be obtained.

According to a fifth aspect of the present invention, in the vehicle occupant restraint apparatus according to the first or second aspect , the capacity of the first gas supply means is smaller than the capacity of the second gas supply means.

In the vehicle occupant restraint apparatus according to claims 3 to 5, the capacity of the first gas supply means is smaller than the capacity of the second gas supply means. In other words, when the first and second gas supply means are operated together , the gas volume supplied to the airbag when only the first gas supply means is operated is half of the gas volume supplied to the airbag. It is said that it is less than. For this reason, the deployment pressure of the airbag when operating only the first gas supply means, that is, the load received by the seated occupant from the airbag can be further reduced.

  According to a sixth aspect of the present invention, in the vehicle occupant restraint apparatus according to the sixth aspect, the first gas supply means and the second gas supply means are configured such that the second gas supply means is wider than the first gas supply means. It is accommodated in the base portion so as to be located on the outer side in the direction.

In the vehicle occupant restraint device according to claim 3, claim 4, or claim 6, when the first and second gas supply means are operated together, the deployment pressure is greater than the inner side at the outer side in the vehicle width direction at the initial stage of deployment of the airbag. Becomes higher. For this reason, the movement of the seated occupant obliquely forward toward the outer side in the vehicle width direction is effectively restrained.

A vehicle occupant restraint device according to a seventh aspect of the present invention is the vehicle occupant restraint device according to the third, fourth, or sixth aspect, wherein the control device operates the first and second gas supply means together. The operation of the first gas supply means is started after a lapse of a predetermined time from the start of operation of the second gas supply means.

In the vehicle occupant restraint device according to claim 7, since the second gas supply means is operated in advance when both the first and second gas supply means are operated , the outer side of the airbag in the vehicle width direction at the initial stage of deployment. The expansion pressure difference between the inside and inside increases. For this reason, the forward movement of the seated occupant toward the outside in the vehicle width direction is more effectively restrained.

  As described above, the vehicle occupant restraint device according to the present invention has an excellent effect that the protection performance according to the physique and seating configuration of the occupant can be obtained.

It is a top view which shows the use condition of the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention. It is a top view which shows the passenger | crew restraint state by the vehicle passenger | crew restraint apparatus which concerns on the 1st Embodiment of this invention. (A) is the side view seen from the vehicle inner side which shows the state which the lap bar which comprises the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention is located in a storing position, (B) is FIG. 3 (A). It is the side view seen from the vehicle width direction inner side which expands and schematically shows area 3B shown in FIG. It is the side view seen from the vehicle width direction inner side showing the state where the lap bar which constitutes the crew member restraint device for vehicles concerning a 1st embodiment of the present invention is located in a use position. It is the side view seen from the vehicle width direction inner side which shows the state where the front collision airbag was developed from the lap bar which constitutes the crew member restraint device for vehicles concerning the 1st embodiment of the present invention. It is a perspective view which shows the non-use state of the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention. It is the perspective view which abbreviate | omitted illustration of the passenger | crew which shows the use condition of the vehicle passenger | crew restraint apparatus which concerns on the 1st Embodiment of this invention. (A) is a side sectional view showing an enlarged frontal airbag device and a belt holding structure constituting the vehicle occupant restraint device according to the first embodiment of the present invention, and (B) shows a belt holding structure. It is a perspective view which expands and shows a part. (A) is a front view schematically showing the arrangement of a dual inflator, a posture detection sensor, and a physique detection sensor constituting the vehicle occupant restraint device according to the first embodiment of the present invention, and (B) is a posture detection sensor. FIG. 6C is a side view schematically showing the structure of the shaft portion on which is installed, and FIG. 6C is a front view schematically showing the attachment site of the main part of the posture detection sensor. It is a block diagram which shows the structure of the control system of the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control system flow of the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention, Comprising: (A) is a top view which shows the improper seating state, (B) is a top view which shows the seating state of a child passenger | crew is there. It is a top view which shows the use condition of the passenger | crew restraint apparatus for vehicles which concerns on the 2nd Embodiment of this invention. It is a top view which shows the passenger | crew restraint state by the vehicle passenger | crew restraint apparatus which concerns on the 2nd Embodiment of this invention. It is the side view seen from the vehicle width direction inner side which shows the state which the lap bar which comprises the passenger | crew restraint apparatus for vehicles which concerns on the 2nd Embodiment of this invention is located in a storing position. It is a perspective view which expands and shows the bar | burr connection structure and buckle mechanism which comprise the passenger | crew restraint apparatus for vehicles which concern on the 2nd Embodiment of this invention.

  A vehicle occupant restraint device 10 according to a first embodiment of the present invention will be described with reference to FIGS. In addition, arrow FR, arrow UP, and arrow OUT that are appropriately described in each figure respectively indicate the front direction, the upper direction, and the outer side in the vehicle width direction of the automobile to which the vehicle occupant restraint device 10 is applied. The forward direction, the upward direction, and the vehicle width direction of the automobile substantially coincide with the front direction, the upward direction, and the width direction of the vehicle seat 11 to which the vehicle occupant restraint device 10 is applied. Hereinafter, when the description is made simply using the front-rear direction and the up-down direction, the front-rear direction of the vehicle and the up-down direction of the vehicle are indicated unless otherwise specified.

  FIG. 1 is a plan view showing a vehicle interior to which the vehicle occupant restraint device 10 is applied. As shown in this figure, the vehicle seat 11 is provided so that an occupant is seated facing forward. The vehicle seat 11 includes a seat cushion 12 forming a seating portion, a seat back 14 having a lower end connected to a rear end portion of the seat cushion 12 to form a backrest, and a headrest 16 provided at an upper end of the seat back 14. And the main part. The vehicle seat 11 in this embodiment is a passenger seat, and is disposed on one side in the vehicle width direction with respect to the center console 18 disposed in the center of the vehicle body in the vehicle width direction.

(Configuration of support structure)
The vehicle occupant restraint device 10 includes a lap device 20 that supports a front-impact airbag device 34 and a lap belt 56, which will be described later, at positions where the seated occupant P can protect. The lap device 20 includes a lap bar 22 as a movable body that can take a use position indicated by a solid line in FIG. 1 and a storage position indicated by an imaginary line in FIG. FIG. 7 is a perspective view showing the use position of the lap bar 22 (use form of the lap device 20) (illustration of the seated occupant P is omitted), and FIG. 6 shows the storage position of the lap bar 22 (flight entry / exit form form of the lap device 20). It is a perspective view.

  As shown in these drawings, the lap bar 22 located at the use position is opposed to the abdomen while being separated in front of the abdomen of the seated occupant P (hereinafter simply referred to as “seat occupant P”) of the vehicle seat 11. It is supposed to be. On the other hand, the lap bar 22 located at the retracted position takes a posture of extending in the front-rear direction along the side edge in the vehicle width direction of the vehicle seat 11 (seat cushion 12), that is, the center console 18 in plan view. ing.

  The inner end of the lap bar 22 in the vehicle width direction is supported by the lower end of the seat cushion 12 supported by the rear portion of the seat cushion 12 as shown in FIGS. It is connected to the upper end of the inner bar 24 as a part. The lap bar 22 and the inner bar 24 are rotatable relative to each other around a shaft 25 (see FIG. 3A) along the longitudinal direction at a connection portion substantially along a plane orthogonal to the longitudinal direction of the inner bar 24. . The lap bar 22 is configured to be switched between a storage position and a use position mainly by relative rotation around the shaft 25. That is, the storage position and the use position of the lap device 20 are switched by the movement (posture change) of the lap bar 22 with respect to the inner bar 24. The lap device 20 is configured to reach the vicinity of the use position by rotation around the shaft 25 with respect to the inner bar 24, and from that state to the use position through an operation of connecting a buckle mechanism 60 described later. The operation allowance for the operation of coupling the buckle mechanism 60 is set by the bending of the lap bar 22 itself, the play of the connecting portion between the lap bar 22 and the inner bar 24, or the like.

  The lap bar 22 has a curved shape in which an intermediate portion excluding both ends thereof protrudes upward at the storage position shown in FIG. 3 and protrudes upward at the use position shown in FIGS. 1 and 7. More specifically, the lap bar 22 is configured such that a substantially straight connecting portion 22B extends substantially rearwardly and downwardly from the longitudinal end of the intermediate portion 22A having an arcuate shape in plan view. . As a result, the lap bar 22 is formed in a shape that moves (changes in posture) from the storage position to the use position without being bent or stretched, mainly due to the relative rotation operation with the inner bar 24 described above. The end of the lap bar 22 opposite to the inner bar 24 side in the retracted position is configured to be located near the knee of the seated occupant P. The connection of the lap bar 22 to the outer bar 30 may be regarded as positioning the lap bar 22 to the use position, or may be regarded as holding (locking) the lap bar 22 at the use position.

  Further, as shown in FIG. 3, the lower end of the inner bar 24 is supported so as to be relatively rotatable around a shaft 26 along the vehicle width direction with respect to the rear portion of the seat cushion 12. As a result, the inner bar 24 is appropriately rotated around the shaft 26 when the lap device 20 (lap bar 22) is switched between the use position and the storage position. When the lap bar 22 is positioned at the retracted position, the inner bar 24 is configured to be positioned at the rotational position where the inner bar 24 has risen so as to be closer to the vertical than the use position, as shown in FIG.

  On the other hand, on the outer side in the vehicle width direction with respect to the seat cushion 12, an outer bar 30 as a connected portion to which the outer end in the vehicle width direction of the lap bar 22 is attached and detached is disposed. The outer bar 30 is supported by the seat cushion 12 so as to be rotatable around a shaft 31 (see FIGS. 6 and 7) that is coaxial with the shaft 26 on the lower end side. Between the upper end portion of the outer bar 30 and the outer end of the lap bar 22 in the vehicle width direction, a bar connecting structure 32 is provided for releasably connecting them. The bar connection structure 32 in this embodiment also serves as a buckle mechanism 60 of a seat belt device 54 described later.

(Configuration of front-impact airbag)
As shown in FIG. 1, the lap bar 22 of the lap device 20 described above is provided with a front collision airbag device 34 for restraining (protecting) the seated occupant P against a frontal collision (front collision). The front-impact airbag device 34 is disposed along the longitudinal direction of the lap bar 22 at a portion (curved portion) located in front of the seated occupant P in the lap bar 22 in the use position.

  Specifically, as shown in FIG. 8A, the lap bar 22 has a hollow structure at least in the arrangement range of the front-impact airbag device 34, and an airbag accommodating portion 36 that is an internal space of the lap bar 22. A front-impact airbag device 34 is disposed inside. The front-impact airbag device 34 includes an inflator 38 as a gas supply means that generates gas by operation, and a front-impact airbag 40 as an airbag that is inflated and deployed by receiving gas supply from the inflator 38. It is configured as.

  The inflator 38 is fixed to the bottom wall 22 </ b> C facing the seated occupant P side of the lap bar 22 at the center in the width direction of the lap bar 22. The detailed configuration of the inflator 38 will be described later. The front-impact airbag 40 is fixed to the bottom wall 22C via the inflator 38 in a state where the inflator 38 is accommodated inside. The front-impact airbag 40 is roll-folded on both the front and rear sides with respect to the inflator 38 and is covered with a protective cloth (not shown) to maintain a folded state. When this protective cloth is subjected to bag inflation pressure, it is broken at a perforated cut (not shown) to allow the front airbag 40 to be deployed.

  An air bag door 44 that is broken and opened by the inflating and deploying pressure of the front airbag 40 is formed on the top wall 22D of the lap bar 22 facing the bottom wall 22C. The airbag door 44 according to this embodiment is opened at a corner with the side wall 22E by being cleaved at a groove-like tear line TL (see FIG. 8) formed on the top wall 22D, and the top wall 22D. An opening is formed at the top. Through this opening, as shown in FIG. 5, the front impact airbag 40 is allowed to be inflated and deployed outside the lap bar 22.

  As shown in FIGS. 2 and 5, the front collision airbag 40 is configured to be deployed between the vehicle structure positioned in front of the seated occupant P and the upper body of the seated occupant P. In the example of FIG. 2 applied to the passenger seat, the front collision airbag 40 is deployed between the instrument panel 46 as a vehicle structure and the upper body of the seated occupant P.

  Supplementing the fixing structure of the inflator 38 to the lap bar 22, a nut 52 is screwed into a stud bolt 50 fixed to the inflator 38 and penetrating the bottom wall 22C. Thereby, the inflator 38 is fastened and fixed to the bottom wall 22 </ b> C of the lap bar 22. In this embodiment, a belt holder 62, which will be described later, is fixed to the outer surface side of the bottom wall 22C by fastening with a stud bolt 50 and a nut 52.

  As schematically shown in FIG. 9A, the inflator 38 is configured as a two-stage ignition type dual inflator. In concrete terms, the inflator 38 includes a first combustion chamber 42 that constitutes a first gas supply means, and a second combustion chamber 48 that constitutes a second gas supply means. The inflator 38 includes a first squib 42A that ignites the igniting agent in the first combustion chamber 42 by operation, and a second squib 48A that ignites the igniting agent in the second combustion chamber 48 by operation. That is, the inflator 38 is configured to be able to operate the combustion chambers 42 and 48 independently.

  Further, in the inflator 38, the second combustion chamber 48 is set to have a larger gas capacity than the first combustion chamber 42. For example, the output of the first combustion chamber 42 is 150 kPa, and the output of the second combustion chamber 48 is 200 kPa. Further, the inflator 38 is arranged in series in the vehicle width direction so that the first combustion chamber 42 and the second combustion chamber 48 that are each elongated in the vehicle width direction form a straight line as a whole. The second combustion chamber 48 having a relatively large capacity is disposed on the outer side in the vehicle width direction with respect to the first combustion chamber 42.

(Configuration of seat belt device)
As shown in FIG. 2, the vehicle occupant restraint device 10 includes a seat belt device 54 for restraining the waist of the seated occupant P. The seat belt device 54 includes a lap belt 56 attached to the waist of the seated occupant P, a pretensioner device 58 that supports one end of the lap belt 56 in the longitudinal direction, and the other end of the lap belt 56 with respect to the outer bar 30. And a buckle mechanism 60 to be attached and detached. In the seat belt device 54 according to this embodiment, the lap belt 56 is normally held by the lap device 20 (lap bar 22) as shown in FIG. 4, and the lap belt 56 is shown in FIGS. It is set as the structure with which the seated crew member P is mounted | worn. This will be specifically described below.

  As shown in FIG. 8A, the lap belt 56 is held by the lap bar 22 via a belt holder 62 as belt holding means. As shown in FIG. 8B, the belt holder 62 includes a substrate portion 62A fixed to the bottom wall 22C of the lap bar 22, and a plurality of belt holders 62 spaced apart in the longitudinal direction of the substrate portion 62A on both sides in the width direction of the substrate portion 62A. And holding claws 62B. In this embodiment, the board portion 62A and each holding claw 62B are connected by a connecting wall 62C. As a result, the belt holder 62 is formed in a flat C shape in a cross-sectional view orthogonal to the longitudinal direction at the portion where the holding claw 62B is formed. The belt holder 62 is formed of a synthetic resin or the like, and each holding claw 62B can be elastically deformed (flexed) in a direction in which it is in contact with or separated from the substrate portion 62A.

  The belt holder 62 is fastened to the bottom wall 22C of the lap bar 22 by a stud bolt 50 and a nut 52 together with the inflator 38 described above. In this state, both ends of the lap belt 56 in the width direction are inserted between the substrate portion 62A and the holding claws 62B. Each holding claw 62B faces the lap belt 56 from the side opposite to the lap bar 22 side (seat occupant P side) and regulates the movement of the lap belt 56 to the seat occupant P side. Corresponds to a holding piece. Thereby, the movement of the lap belt 56 in the thickness direction with respect to the lap bar 22 is regulated by the belt holder 62 and is held by the lap bar 22 via the belt holder 62.

  Further, the holding claws 62B of the belt holder 62 are arranged on the side of the seat occupant P in the thickness direction received from the lap belt 56 when the lap belt 56 is pulled while receiving a tension of a predetermined value or more by the operation of a pretensioner device 58 described later. It bends by the load on. That is, each holding claw 62B of the belt holder 62 is elastically bent and deformed by the load from the lap belt 56 that is pulled in while receiving the tension, and allows the lap belt 56 to be detached from the belt holder 62, that is, the lap bar 22. It is configured. The belt holder 62 may be divided into a plurality of parts in the longitudinal direction.

  As shown in FIGS. 3A and 5, one end of the lap belt 56 is connected to a pretensioner device 58 disposed outside the vehicle seat 11 in the vehicle width direction (may be below the seat cushion 12) through the inner bar 24. It is connected so that it can be retracted. That is, the lap belt 56 is supported on the vehicle seat 11 via the pretensioner device 58.

  As shown in FIG. 3B, the pretensioner device 58 includes a winding shaft 58A, a frame 58B, and a gas generator 58C. The end of the lap belt 56 is wound around a winding shaft 58A that is rotatably supported by the frame 58B. The gas generator 58C attached to the frame 58B drives the winding shaft 58A in the winding direction by operation. The pretensioner device 58 is configured to perform a function of pulling the lap belt 56 with a tension (described later) of a predetermined value or more by the operation of the gas generator 58C.

  In this embodiment, the frame 58 </ b> B of the pretensioner device 58 is fixed to the lower end side of the inner bar 24 and is supported so as to be rotatable around the shaft 26. In other words, the inner bar 24 is supported by the pretensioner device 58 so as to be rotatable around the shaft 26. FIG. 3B shows an example in which a retractor type pretensioner device 58 that directly winds the lap belt 56 is used. As the pretensioner device 58, a wire that is connected to the lap belt 56 is drawn. May be used. The wire pull-in type pretensioner device 58 may not be rotatable around the shaft 26 but may be fixed to the seat cushion 12.

  On the other hand, as shown in FIGS. 3A and 6, a tongue plate 60 </ b> A as a coupling portion constituting the buckle mechanism 60 is attached to the other end of the lap belt 56. The buckle mechanism 60 has a buckle portion 60B as a coupled portion to which the tongue plate 60A is attached and detached. The buckle portion 60B is integrated with the outer bar 30 constituting the lap device 20, and is configured to function as an anchor of the lap belt 56 by coupling the tongue plate 60A. In this embodiment, the buckle mechanism 60 also serves as a bar connection structure 32 between the lap device 20 and the outer bar 30. That is, the tongue plate 60A is fixed to the end portion in the vehicle width direction at the use position of the lap bar 22, and the buckle portion 60B is integrated (fixed) to the upper end portion of the outer bar 30.

(Configuration of occupant protection ECU)
As shown in the block diagram of FIG. 10, the vehicle occupant restraint apparatus 10 includes an occupant protection ECU 66 as a control device. The occupant protection ECU 66 is electrically connected to each of the first squib 42A and the second squib 48A of the inflator 38 of the front collision airbag device 34 and the gas generator 58C of the pretensioner device 58. The occupant protection ECU 66 also detects a frontal collision detection sensor 64 that detects a frontal collision of an automobile to which the vehicle occupant restraint device 10 is applied, and a buckle sensor 68 that detects the coupling between the tongue plate 60A and the buckle part 60B of the buckle mechanism 60. Is electrically connected. The buckle sensor 68 can also be regarded as a sensor that detects the connection between the lap bar 22 and the outer bar 30 of the lap device 20 (attachment of the lap bar 22).

  Further, the occupant protection ECU 66 is electrically connected to each of a posture detection sensor 70 for detecting the posture of the seated occupant P and a physique detection sensor 72 for detecting the physique of the seated occupant P. The posture detection sensor 70 is configured to detect whether or not the seated occupant P is in an appropriate seating posture based on a load acting on the lap bar 22 from the seated occupant P. Specifically, as shown in FIG. 9C, the shaft is provided on a shaft 26 that rotatably supports the inner bar 24. Supplementing the shaft 26, one end of the shaft 26 in the vehicle width direction is fixed to the frame 12 </ b> A of the seat cushion 12. Further, as shown in FIG. 9B, a stopper 26A that engages with the stopper 24A on the inner bar 24 side is provided on the other end side of the shaft 26 so that the inner bar 24 does not tilt forward beyond the use position. Is provided. Therefore, when a load in a direction in which the inner bar 24 is tilted forward acts, the middle portion of the shaft 26 is twisted. The stopper 24A may be provided on the inner bar 24, or may be provided on the pretensioner device 58.

  A strain gauge 70 </ b> A that constitutes a main part of the posture detection sensor 70 is attached to an intermediate portion of the shaft 26. Therefore, when a load having a downward component is input from the seated occupant P to the lap bar 22, the shaft 26 is twisted and the twist is detected by the posture detection sensor 70. Accordingly, for example, the posture detection sensor 70 detects whether or not the seated occupant P is taking an inappropriate seating posture (out-of-position) such as dripping on the lap bar 22 or wearing an elbow. Yes.

  As shown in FIG. 9A, the physique detection sensor 72 is disposed in the seat cushion 12 and outputs, for example, a signal corresponding to the presence or absence of the seated occupant P and the physique. As the physique detection sensor 72, for example, various sensors such as a surface pressure sensor (sheet sensor) and a load sensor (load cell) can be employed. In this embodiment, the physique detection sensor 72 (occupant protection ECU 66) can detect whether the seated occupant P is a small occupant (whether it is a child or an adult) based on a required threshold value. .

  Although details will be described later, the occupant protection ECU 66 performs the second operation in the first case where the seated occupant P takes an inappropriate seating posture and the second case where the seated occupant P is a child at the time of a frontal collision of the vehicle. The first squib 42A is operated without operating the squib 48A. The occupant protection ECU 66 operates both the first squib 42A and the second squib 48A when the seated occupant P takes an appropriate seating posture and the seated occupant P is an adult in the case of a frontal collision of the vehicle. It is supposed to be configured.

  Further, the occupant protection ECU 66 operates the pretensioner device 58 at the time of a frontal collision of the vehicle. That is, when a collision detection signal is input from the front collision detection sensor 64, the occupant protection ECU 66 operates the gas generator 58C and the first squib 42A, and operates the second squib 48A as necessary. Thus, as described later in the description of the operation of the present embodiment, the forward movement of the seated occupant P is restrained by the front airbag 40 and the lap belt 56.

Next, the operation of the first embodiment will be described with reference to the flowchart shown in FIG.
In the vehicle occupant restraint device 10 configured as described above, the lap bar 22 is positioned at the retracted position when the occupant gets on and off. Since the storage position is on the inner side in the vehicle width direction with respect to the vehicle seat 11, the lap bar 22 does not hinder getting on and off, and the passenger gets on and off smoothly. A passenger who gets on and sits on the vehicle seat 11 moves the lap bar 22 in the retracted position around the shaft 25 to move the lap bar 22 to the vicinity of the use position. Next, the seated occupant P couples the tongue plate 60A to the buckle portion 60B, so that the lap bar 22 reaches the normal use position. In this normal use position, each part of the lap device 20 including the front collision airbag device 34 and the lap bar 22 holding the lap belt 56 is located away from the abdomen of the seated occupant P forward (front side). In this case, the buckle coupling signal from the buckle sensor 68 is input to the occupant protection ECU 66, and the occupant protection ECU 66 recognizes that the lap bar 22 is located at the use position.

  From this state, the occupant protection ECU 66 determines whether or not a frontal collision has occurred based on the signal from the front collision detection sensor 64 in step S10. If the determination is negative, the process returns to the original state. If the determination is affirmative, the process proceeds to step S12 to operate the gas generator 58C of the pretensioner device 58. Then, the lap belt 56 is pulled out with a tension of a predetermined value or more by the pretensioner device 58, and is detached from the belt holder 62, that is, the lap bar 22 while bending each holding claw 62B. Thereby, the lap belt 56 is attached to the waist of the seated occupant P, and restrains the forward movement of the waist of the seated occupant P.

 Next, in step S14, the occupant protection ECU 66 determines whether the seated posture of the seated occupant P is appropriate based on the signal from the posture detection sensor 70. Specifically, a negative determination is made when a signal corresponding to the downward load exceeding the threshold value being applied from the seated occupant P to the lap bar 22 is input from the posture detection sensor 70, and an affirmative determination is made in other cases. If the determination is negative, the process proceeds to S20 described later, and if the determination is affirmative, the process proceeds to step S16.

  In step S16, the occupant protection ECU 66 determines whether the seated occupant P is an adult based on the signal from the physique detection sensor 72. If the determination is negative, that is, if the seated occupant P is a child, the process proceeds to S20 described later, and if the determination is affirmative, the process proceeds to step S18. That is, in the third case where the sitting posture of the seated occupant P is appropriate and the seated occupant P is an adult, the process proceeds to step S18, and both the first squib 42A and the second squib 48A of the inflator 38 are activated (ignited). The

  Then, the front-impact airbag 40 breaks the protective cloth with the inflation and deployment pressure, and tears the tear line TL to deploy the airbag door 44. As a result, the front airbag 40 is inflated outside the lap bar 22. The front airbag 40 is deployed between the instrument panel 46 and the upper body of the seated occupant P while the reaction force is supported by the inflator 38 (the wrap device 20). As a result, the forward movement of the upper body of the seated occupant P is restrained by the deployed frontal airbag 40.

  On the other hand, in the first case where a negative determination is made in step S14 described above, the process proceeds to step S20 in the second case where a negative determination is made in step S16. In this step S20, the second squib 48A of the inflator 38 is not actuated, and only the first squib 42A is actuated. As a result, the front airbag 40 is deployed at a lower deployment pressure than in the third case, breaking the protective cloth and tearing the tear line TL to deploy the airbag door 44. Deploy with the instrument panel 46. In this case, the front impact airbag 40 has a low internal pressure (deployment pressure), so that the restraining load acting on the seat occupant P can be kept small.

  As the first case, for example, as shown in FIG. 12 (A), a case where the seated occupant P touches the lap bar 22 such as leaning on the lap bar 22 can be considered. In such a first case, if the front collision airbag 40 is deployed with the full volume of gas in the inflator 38, there is a concern that an excessive load acts on the seated occupant P from the front collision airbag 40 in the deployment process. On the other hand, in the vehicle occupant restraint device 10, the front collision airbag 40 is deployed only with the gas generated in the first combustion chamber 42 in the first case. For this reason, the forward movement of the seated occupant P can be restrained by the front impact airbag 40 while suppressing the load acting on the seated occupant P from the front impact airbag 40.

  In the second case, for example, as shown in FIG. 12B, the seated occupant P is a child (small). In such a second case, when the front-impact airbag 40 is deployed with the full volume of gas in the inflator 38, the seat occupant P, which has a relatively small inertia toward the front, moves forward with a restraining load more than necessary. There is a concern that will be restrained. In contrast, in the vehicle occupant restraint device 10, the front-impact airbag 40 is deployed only with the gas generated in the first combustion chamber 42 in the second case. For this reason, it is possible to restrain the forward movement of the child occupant P having a small inertial force forward while restraining the load received from the front collision airbag 40 by the front collision airbag 40 having a low deployment pressure.

  Thus, in the vehicle occupant restraint device 10 according to the first embodiment, the protection performance according to the physique and seating form of the seated occupant P can be obtained.

  Further, since the posture detection sensor 70 detects the posture of the seated occupant P using a load acting on the lap bar 22 from the seated occupant P, the structure is simple and the reliability is high. Furthermore, since the output (gas capacity) of the first combustion chamber 42 is smaller than the output of the second combustion chamber 48, the amount of gas supplied to the front collision airbag 40 in the first or second case is the same as in the third case. The amount of gas supplied to the front airbag 40 is less than half. Therefore, compared to a configuration in which the outputs of the first combustion chamber 42 and the second combustion chamber 48 are the same, the seated occupant receives from the deployment pressure of the front collision airbag 40 in the first and second cases, that is, the airbag. The load can be kept low.

  Furthermore, since the output (gas capacity) of the second combustion chamber 48 is larger than that of the first combustion chamber 42, in the third case, the front-impact airbag 40 is initially deployed in the vehicle width direction. The deployment pressure is higher on the outside than on the inside. Thereby, the movement of the seated occupant P in the vehicle width direction outward and obliquely forward (toward the front pillar) is effectively suppressed. Supplementally, for example, in an offset frontal collision, in a minute lap frontal collision with a small collision margin (lap amount) in the vehicle width direction with the collision partner vehicle, inertia toward the front pillar side acts on the seated occupant P. In this case, if the internal pressure of the front collision airbag 40 is uniform, there is a concern that the outward movement of the seated occupant P in the vehicle width direction is promoted by repulsion of contact with the curved surface of the front collision airbag 40. On the other hand, when the internal pressure of the front collision airbag 40 on the outer side in the vehicle width direction is higher than the inner side, the front collision airbag 40 is crushed by the contact with the seated occupant P on the inner side than the outer side in the vehicle width direction. Therefore, the seated occupant P who intends to go outward in the vehicle width direction is guided inward in the vehicle width direction. For this reason, as described above, the movement of the seated occupant P toward the front pillar is effectively suppressed.

  As a modification, the occupant protection ECU 66 may be configured to perform control to start the operation of the second squib 48A prior to the start of the operation of the first squib 42A in the third case. According to the control according to this modified example, compared with the configuration in which the first squib 42A and the second squib 48A start to operate simultaneously, in the third case, The deployment pressure difference with the inside increases. This contributes to more effectively restraining the seated occupant P from moving obliquely forward toward the outside in the vehicle width direction. The collision timing between the first squib 42A and the second squib 48A may be changed according to the collision mode. For example, in the first collision mode, the first squib 42A and the second squib 48A are activated simultaneously, and in the second collision mode, the first squib 42A is activated after the second squib 48A is activated. May be. As the first collision mode, for example, a frontal collision or the like having a large collision lap amount with an opponent vehicle such as a full-lap frontal collision or the like can be mentioned. Moreover, as a 2nd collision form, the microlap front collision etc. with a small collision lap amount with the other party vehicle are mentioned, for example.

  Here, in the vehicle occupant restraint device 10, the lap belt 56 of the lap device 20 in which the lap belt 56 for restraining the waist of the seated occupant P is normally not in contact with the abdomen of the seated occupant P as described above. 22 is held. For this reason, the lap device 20 and the lap belt 56 do not give a direct (physical) pressure (restraint) feeling to the seated occupant P at the normal time.

  The vehicle occupant restraint device 10 is configured to restrain the lumbar portion of the seated occupant P with a lap belt 56 attached to the waist of the seated occupant P by the operation of the pretensioner device 58. For this reason, for example, compared with a comparative example in which the waist of the seated occupant P is restrained by an airbag that is deployed from the lap bar 22 toward the lumbar, it is possible to set the occupant in a short time after detecting a frontal collision. it can.

  Thus, in the vehicle occupant restraint device 10 according to the present embodiment, the initial restraint performance at the time of a frontal collision can be improved while suppressing the feeling of pressure given to the seated occupant P at the normal time.

  Further, since the front airbag 40 is configured to be deployed from the lap bar 22 between the instrument panel 46 and the occupant P, it is not necessary to have a configuration in which the reaction force is supported by the windshield glass. For this reason, the capacity of the front-impact airbag 40 can be reduced. In particular, in the case of an automobile that employs a thin instrument panel that is flattened in the vertical direction, in the configuration in which a front-impact airbag is disposed on the instrument panel, the case of an automobile that employs a normal instrument panel; In comparison, the capacity of the airbag is increased.

  On the other hand, in the vehicle occupant restraint device 10, the front impact airbag 40 is not required to support the reaction force by the windshield glass as described above. Therefore, even in a configuration using a thin instrument panel, the front impact air The capacity of the bag 40 can be kept small.

  Further, in the vehicle occupant restraint device 10, the lap belt 56 held by the holding claws 62 </ b> B of the belt holder 62 is seated on the holding claws 62 </ b> B by pulling the lap belt 56 with a tension of a predetermined value or more. It is detached from the lap bar 22 while being bent toward the passenger P side. With such a simple structure, belt holding means for holding the lap belt 56 on the lap bar 22 so as to be detachable is configured (a belt holding function is realized). Furthermore, since each holding claw 62B is restored by its own elasticity after the lap belt 56 is detached from the lap bar 22, the belt holder after the collision is compared with a configuration that allows the lap belt 56 to be detached by plastic deformation, for example. The process 62 is easy.

  Further, the lap belt 56 is held by the lap bar 22 that supports the front-impact airbag device 34 in front of the seated occupant P, and the tongue plate 60A on the lap belt 56 side and the buckle portion are connected with the operation of connecting the lap bar 22 to the outer bar 30. 60B is coupled. That is, the lap belt 56 is also joined by one action for connecting the lap bar 22 to the outer bar 30, and the wearability is good. In particular, since the buckle mechanism 60 has both a function of connecting the lap bar 22 to the outer bar 30 and a function of connecting the lap belt 56 to the outer bar 30 (anchor), the structure is simple.

  Furthermore, a lap bar 22 that is configured to form the lap device 20 and is curved so as to surround the occupant's abdomen from the front at the use position is also curved at the retracted position. For this reason, the lap device 20 moves the lap bar 22 between the use position and the storage position by rotating the lap bar 22 around the shaft 25 with respect to the inner bar 24 except for the fine operation for coupling and releasing the buckle mechanism 60. It can be switched and the wearability is good.

[Second Embodiment]
Next, a vehicle occupant restraint device 80 according to a second embodiment of the present invention will be described with reference to FIGS. In addition, about the structure fundamentally similar to the structure of the said 1st form, the code | symbol same as the structure of the said 1st form is attached | subjected, and the description and illustration may be abbreviate | omitted.

  FIG. 13 shows a plan view corresponding to FIG. 1, and FIG. 14 shows a plan view corresponding to FIG. As shown in these drawings, the vehicle occupant restraint device 80 includes a bar connection structure 82 and a buckle mechanism 84 in place of the bar connection structure 32 that the buckle mechanism 60 also functions. Is different.

  Specifically, as shown in FIG. 16, the bar connection structure 82 includes a tongue plate 82 </ b> A fixed to the lap bar 22 and a buckle portion 82 </ b> B provided on the outer bar 30 to which the tongue plate 82 </ b> A is attached and detached. Has been. On the other hand, the buckle mechanism 84 includes a tongue plate 84A as a coupling portion provided on the lap belt 56, and a buckle portion 84B and a buckle stay 84C as coupled portions to which the tongue plate 84A is attached and detached. Yes.

  The buckle stay 84 </ b> C is supported at its end opposite to the one end to which the buckle 84 </ b> B is fixed so as to be rotatable about the shaft 31 together with the outer bar 30, and the support is used as an anchor for the lap belt 56. The buckle stay 84C has a long plate shape having flexibility, and in the coupled state of the buckle mechanism 84, the longitudinal direction and the thickness direction are substantially aligned with the longitudinal direction and the thickness direction of the lap belt 56. Has been. The buckle stay 84C is bent in the thickness direction by the tension of the lap belt 56 that is acted upon by the operation of the pretensioner device 58.

  The buckle stay 84 </ b> C is held by the outer bar 30 via a stay holder 86 having a structure similar to that of the belt holder 62. The stay holder 86 includes a base plate portion 86A fixed to the outer bar 30, a plurality of holding claws 86B spaced apart in the longitudinal direction of the base plate portion 86A on both sides in the width direction of the base plate portion 86A, the holding claws 86B and the base plate portion 86A. And a connecting wall 86C for connecting the two. Thereby, the stay holder 86 is formed in a flat C shape in a cross-sectional view orthogonal to the longitudinal direction at a portion where the holding claw 86B is formed. The stay holder 86 is formed of a synthetic resin or the like, and each holding claw 86B can be elastically deformed (flexed) in a direction in which it is in contact with or separated from the substrate portion 86A.

  The buckle stay 84C has both end sides in the width direction inserted between the substrate portion 86A and the holding claws 86B. That is, each holding claw 86B is opposed to the buckle stay 84C from the side opposite to the outer bar 30 side, and holds the buckle stay 84C in the vehicle width direction inner side (seat occupant P side). Can be caught. Accordingly, the buckle stay 84 </ b> C is configured such that movement in the thickness direction with respect to the outer bar 30 is restricted by the stay holder 86 and is held by the lap bar 22 via the stay holder 86.

  Further, each holding claw 86B of the stay holder 86 receives a thickness from the buckle stay 84C that bends inward in the vehicle width direction as described above when the lap belt 56 is pulled while receiving a tension of a predetermined value or more by the operation of the pretensioner device 58. It is bent by the load in the direction. Accordingly, the buckle stay 84C is configured to be allowed to be detached from the stay holder 86, that is, the outer bar 30, to the seated occupant P side when a tension of a predetermined value or more is applied to the lap belt 56. The stay holder 86 may be divided into a plurality of parts in the longitudinal direction.

  The belt holder 62 and the stay holder 86 are set to play with the lap belt 56 and the buckle stay 84C so that the rattling of the tongue plate 84A and the buckle portion 84B is within an allowable range. This allowable range is a range in which the tongue plate 84A is coupled (induced) to the buckle portion 84B in accordance with the operation of coupling the tongue plate 82A to the buckle portion 82B.

  As described above, in the vehicle occupant restraint device 80, the buckle stay 84 </ b> C coupled to the lap belt 56 by the coupling at the buckle mechanism 84 is configured to be close to the seated occupant P together with the lap belt 56. For this reason, the buckle mechanism 84 can be arrange | positioned ahead compared with the case where the buckle mechanism 60 which functions as an anchor of the lap belt 56 is used.

  In the present embodiment, as shown in FIGS. 13 and 14, a configuration in which the connecting end of the lap bar 22 is positioned in front of and above the outer bar 30 in the first embodiment, that is, an outer bar that is longer than the first embodiment. 30 is used. Further, as shown in FIG. 15, in this embodiment, the connecting end of the lap bar 22 is positioned in front of and above the inner bar 24 in the first embodiment, that is, the inner bar 24 longer than that in the first embodiment. It is set as the structure using. Accordingly, the lap bar 22 constituting the vehicle occupant restraint device 80 has a configuration in which substantially straight connection portions 22B at both ends are shorter than those in the first embodiment.

  Other configurations of the vehicle occupant restraint device 80 are configured in the same manner as the corresponding configurations of the vehicle occupant restraint device 10, including portions not shown. Hereinafter, the operation of the vehicle occupant restraint device 80 according to the second embodiment will be described mainly with respect to the difference from the operation of the vehicle occupant restraint device 10 according to the first embodiment.

  In the vehicle occupant restraint device 80 configured as described above, an occupant seated on the vehicle seat 11 rotates the lap bar 22 in the retracted position around the shaft 25 to move the lap bar 22 to the vicinity of the use position. Next, the seated occupant P couples the tongue plate 82A to the buckle portion 82B. Thereby, the lap bar 22 is connected to the outer bar 30, and the tongue plate 84A is coupled to the buckle portion 84B in accordance with the operation.

  When the collision detection signal is input from the front collision detection sensor 64, the occupant protection ECU 66 operates the gas generator 58C of the pretensioner device 58. Then, the lap belt 56 is pulled by the pretensioner device 58 with a tension equal to or higher than a predetermined value, and is detached from the belt holder 62, that is, the lap bar 22 while bending each holding claw 62 </ b> B, and is attached to the waist of the seated occupant P. The Similarly, the buckle stay 84C is detached from the stay holder 86, that is, the outer bar 30, while bending each holding claw 86B, and is moved (mounted or approached) to the waist side of the seated occupant P. Subsequent functions and effects are the same as the corresponding functions and effects of the vehicle occupant restraint device 10 according to the first exemplary embodiment.

  Here, in the vehicle occupant restraint device 80, the buckle stay 84C can be detached from the outer bar 30 in the coupled state of the tongue plate 84A and the buckle portion 84B, so the anchor of the lap belt 56 is compared with the buckle mechanism 60. Can be set backward. For this reason, in the vehicle occupant restraint device 80, the outer bar 30 and the inner bar 24 can be lengthened in comparison with the vehicle occupant restraint device 10, which contributes to the downsizing of the lap bar 22 that is a movable body. Thereby, the switching operation | movement between the storing position of the lap bar 22 by the seated passenger | crew P and a use position becomes easy. In other words, the interference of the lap bar 22 with the seated occupant P is prevented or effectively suppressed.

  In each of the above-described embodiments, an example in which the lap bar 22 is positioned along the center console 18 at the storage position is shown, but the present invention is not limited to this. The storage position of the lap bar 22 may be a position that does not hinder the passenger P from getting on and off, such as a position standing along the side edge of the seat back 14.

  Further, in each of the above-described embodiments, the example in which the pretensioner device 58 is provided at the inner end in the vehicle width direction that is one end side of the lap belt 56 is shown, but the present invention is not limited to this. For example, the pretensioner device 58 or the like may be disposed at both ends of the lap belt 56, or may be provided only at the outer end in the vehicle width direction of the lap belt 56. In 3rd Embodiment, you may comprise so that the 1st, 2nd pretensioner function may be shared with the pretensioner apparatus arrange | positioned at the both ends of the lap belt 56. FIG.

  Furthermore, in the above-described embodiment, the example in which the vehicle occupant restraint devices 10 and 80 are applied to the passenger seat is shown, but the present invention is not limited to this. For example, the vehicle occupant restraint devices 10 and 80 may be applied to a driver seat or a second or subsequent row of a vehicle having a plurality of rows of seats.

  Further, in each of the above-described embodiments, the example in which the belt holder 62 holds the lap belt 56 on the lap bar 22 in a detachable manner has been described, but the present invention is not limited to this. The belt holding means is sufficient if it can hold the lap belt 56 to the lap bar 22 so as to be detachable, and other configurations such as a magnet and a planar fastener can be adopted. In addition, by employing a magnet, a planar fastener, or the like, the lap belt 56 can be held again by the lap bar 22 in a case where the collision does not occur after the collision prediction. Further, for example, a configuration in which the waist of the seated occupant P is restrained by other means such as an airbag that extends from the lap bar 22 toward the waist of the seated occupant P or a seat belt that is mounted on the waist of the seated occupant P when seated. However, a configuration without the seat belt device 54 may be adopted.

  Further, in each of the above-described embodiments, the example in which the posture detection sensor 70 that detects the posture of the seated occupant P based on the load acting on the lap bar 22 from the seated occupant P is shown, but the present invention is not limited to this. . For example, a non-contact sensor such as an optical sensor or an ultrasonic sensor that detects the proximity of the seated occupant P to the lap bar 22 may be adopted as the posture detection sensor 70. You may employ | adopt the pressure sensitive sensor to detect.

  Furthermore, in each of the above-described embodiments, the example in which the output of the second combustion chamber 48 is larger than that of the first combustion chamber 42 is shown, but the present invention is not limited to this. For example, the output of the second combustion chamber 48 may be smaller than that of the first combustion chamber 42, or the output of the first combustion chamber 42 and the second combustion chamber 48 may be the same. The inflator 38 is not limited to a dual inflator. For example, two inflators may be provided so as to be independently operable.

  Moreover, in each above-mentioned embodiment, although the example provided with both the attitude | position detection sensor 70 and the physique detection sensor 72 was shown, this invention is not limited to this. For example, it is good also as a structure provided with either one of the attitude | position detection sensor 70 and the physique detection sensor 72. FIG. That is, the control by the occupant protection ECU 66 is not limited to the configuration in which the execution condition of step S18 is an affirmative determination (AND condition) of both steps S14 and S16, as shown in FIG. For example, in the configuration that includes the posture detection sensor 70 and does not include the physique detection sensor 72, step S16 does not exist, and step S18 is executed in the affirmative determination of step S14. Further, for example, in the configuration including the physique detection sensor 72 and not including the posture detection sensor 70, step S14 does not exist, and step S18 is executed by an affirmative determination in step S16.

DESCRIPTION OF SYMBOLS 10 Vehicle occupant restraint apparatus 11 Vehicle seat 20 Lap device 22 Lap bar (base part)
38 Inflator (gas supply means)
40 Front airbag (airbag)
42 1st combustion chamber (1st gas supply means)
42A First squib (first gas supply means)
46 Instrument panel (vehicle structure)
48 Second combustion chamber (second gas supply means)
48A Second squib (second gas supply means)
66 Passenger Protection ECU (Control Device)
70 posture detection sensor 72 physique detection sensor 80 vehicle occupant restraint device

Claims (7)

A base portion disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat at the use position;
An airbag that is provided in the base portion and is deployed between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply;
A first gas supply means and a second gas supply means for supplying gas to the airbag by operation;
A posture detection sensor for detecting contact of the seated occupant with the base portion by detecting a load acting on the base portion from the seated occupant ;
A physique detection sensor provided on the vehicle seat for detecting the physique of a seated occupant;
In the case where the front collision of the vehicle in a state where the base portion is positioned in the use position is detected, the first case, and the physique come in contact to the base portion of the seated crew is detected by the position detection sensor In the second case where the detection sensor detects that the seated occupant is small, the first gas supply means is operated without operating the second gas supply means, and the base portion is detected by the attitude detection sensor. and a control device against erosion is when a third of the seating occupant is detected to be not short by and the physique detecting sensor is not detected, which together operate the first and second gas supply means to,
An occupant restraint device for vehicles. A base portion disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat at the use position;
An airbag that is provided in the base portion and is deployed between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply;
A first gas supply means and a second gas supply means for supplying gas to the airbag by operation;
A posture detection sensor for detecting contact of the seated occupant with the base portion by detecting a load acting on the base portion from the seated occupant ;
In the case where the front collision of the vehicle in a state where the base portion is positioned in the use position is detected, when the touch contact to the base portion of the seated crew is detected by the position detection sensor, the second gas supply actuates said first gas supply means without actuating the means, when the contact of the position detection sensor to the base unit touch is not detected, a control device for both operating the first and second gas supply means ,
An occupant restraint device for vehicles. A base portion disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat at the use position;
An airbag that is provided in the base portion and is deployed between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply;
Accommodated in the base portion, a first gas supply means for supplying a gas before Symbol airbag Ri by the operation,
The capacity is larger than the capacity of the first gas supply means, and is accommodated in the base portion so as to be located on the outer side in the vehicle width direction with respect to the first gas supply means, and gas is supplied to the airbag by operation. A second gas supply means;
A physique detection sensor provided on the vehicle seat for detecting the physique of a seated occupant;
When a frontal collision of the vehicle is detected with the base portion being in the use position, the second gas supply means is activated when the physique detection sensor detects that the seated occupant is small. actuates said first gas supply means without, in case it is detected that the occupant is not little by the physique detecting sensor, and a control device for both operating the first and second gas supply means ,
An occupant restraint device for vehicles. A base portion disposed along the vehicle width direction while being separated from the front side of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat at the use position;
An airbag that is provided in the base portion and is deployed between the upper body of the seated occupant and a vehicle structure positioned in front of the seated occupant upon receiving gas supply;
First gas supply means housed in the base portion and supplying gas to the airbag by operation;
The capacity is larger than the capacity of the first gas supply means, and is accommodated in the base portion so as to be located on the outer side in the vehicle width direction with respect to the first gas supply means, and gas is supplied to the airbag by operation. A second gas supply means;
An attitude detection sensor for detecting the attitude of the seated occupant with respect to the base portion;
A physique detection sensor provided on the vehicle seat for detecting the physique of a seated occupant;
In the first case where contact or proximity of the seated occupant to the base portion is detected by the posture detection sensor when a frontal collision of the vehicle is detected in a state where the base portion is in the use position, and In the second case where the physique detection sensor detects that the seated occupant is small, the first gas supply means is operated without activating the second gas supply means, and the base detection sensor A control device for operating both the first and second gas supply means in a third case where contact or proximity to a part is not detected and the physique detection sensor detects that the seated occupant is not small ,
Vehicle occupant restraint system equipped with. The capacity of the first gas supply means, the vehicle occupant restraint system according to claim 1 or claim 2 wherein is smaller than the capacity of the second gas supply means.   The said 1st gas supply means and the 2nd gas supply means are accommodated in the said base part so that a 2nd gas supply means may be located in a vehicle width direction outer side rather than this 1st gas supply means. Vehicle occupant restraint system. The control device, when operating both the first and second gas supply means, starts the operation of the first gas supply means after elapse of a predetermined time from the start of operation of the second gas supply means . The vehicle occupant restraint device according to claim 4 or 6.