JP5704058B2 - Vehicle occupant restraint device and control method thereof - 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, and a control method therefor.

  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, in the configuration provided with the movable body that is separated from the occupant in the normal use position, a front-rear direction gap is set between the abdomen of the occupant and the movable body, so that the occupant moves forward due to inertia such as sudden braking. There is concern that it will move to and hit the movable body.

  It is an object of the present invention to obtain a vehicle occupant restraint device that can suppress a feeling of pressure given to a seated occupant during a normal time and can reduce the force that the seated occupant receives due to inertial movement.

The vehicle occupant restraint device according to the first aspect of the present invention includes a base portion that 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 in the normal use position. An actuator for driving the base portion from the normal use position to the rear of the vehicle, and an upper body of the seated occupant that is provided in the base portion and receives gas supply and located in front of the seated occupant An air bag deployed between them, a gas supply means for supplying gas to the air bag by operation, and the actuator is operated when a frontal collision of the vehicle is predicted, and the frontal collision of the vehicle is detected and a control unit for operating the gas supply means, further, the base part via a connection part connected to both ends in the vehicle width direction, the seat cushion of the vehicle seat Of which is rotatably supported around the axis along the vehicle width direction with respect to the rear, the actuator, the base unit is moved backward by rotating the shaft about the operation.

  In the vehicle occupant restraint device according to claim 1, the base portion positioned at the normal use position is a space in front of the vehicle with respect to the abdomen of the seated occupant of the vehicle seat so as to cross the abdomen in the vehicle width direction when viewed from the front. Be placed. Since the base portion is separated from the abdomen of the seated occupant (is not in contact), the base portion does not give a direct (physical) pressure to the seated occupant during normal times. When a frontal collision of the vehicle is detected in a state where the base portion is in the normal use position, the control device operates the gas supply means, and the vehicle structure and the seated occupant in which the airbag is positioned in front of the seated occupant. It is developed between the upper body. As a result, the forward movement of the upper body of the seated occupant of the vehicle seat is restrained by the airbag.

  Here, when a frontal collision of the vehicle is predicted, the control device operates the actuator to move the base portion backward. As a result, the distance between the base part and the seated occupant disappears or becomes smaller before the frontal collision occurs, and the abdomen of the occupant is prevented from hitting the base part while the seated occupant moves forward due to sudden braking at the time of collision prediction. Is done.

  As described above, in the vehicle occupant restraint device according to the first aspect, it is possible to suppress the force applied to the seated occupant by the inertial movement while suppressing the feeling of pressure given to the seated occupant at the normal time.

Further, in the vehicle occupant restraint system of 請 Motomeko 1, wherein the base portion located in the normal position of use, in the connecting portion in the vehicle width direction on both sides, a U-shape so as to surround the occupant from the front and side It is made. The connection end of the base portion to the rear portion of the seat cushion is rotated around an axis along the vehicle width direction, so that the portion of the base portion located in the normal use position is located in front of the occupant from the normal use position. It is moved to the seated occupant side (restraint position). For this reason, since the base portion is moved largely in the abdomen front of the seated passenger by a small movement angle of the support end can be moved to the restricted position from the normal use position of the base portion in a short time from the collision prediction.

Occupant restraint system for vehicles according to the invention of claim 2, wherein, Oite to claim 1, said base portion is the contact sensor is provided for detecting contact between the seated occupant with the base unit, the The control device is configured to stop the actuator when contact between the base portion and the seated occupant is detected based on a signal from the contact sensor.

In vehicle occupant restraint system according to claim 2, wherein, when the contact with the occupant of the base portion is detected, the controller stops the actuator. This prevents or suppresses unnecessary force from acting on the seated occupant from the base portion. In this case, for example, an actuator, a power transmission mechanism from the actuator to the base portion, or a lock means for holding the base portion in a contact position with respect to the seated occupant may be provided in the base portion. Further, for example, the control device may re-drive the actuator when the separation from the seated occupant is detected by a signal from the contact sensor.

Vehicle occupant restraint system according to the third aspect of the present invention is Oite to claim 1, the transmission limiting means for the base unit limits the power transmission from the actuator when in contact with the seated occupant to the base portion Further prepare.

In vehicle occupant restraint system according to claim 3, wherein the base portion when in touch contact with the occupant load of the actuator is increased, the power from the actuator to the base portion is restricted by the transmission limiting means. Thereby, it is prevented or suppressed that an excessive force acts on the seated occupant from the base portion. Further, the contact state of the seated occupant with the base portion is maintained by the driving force of the actuator limited by the transmission limiting means.

A vehicle occupant restraint device according to a fourth aspect of the present invention is the vehicle occupant restraint device according to any one of the first to third aspects, wherein the base portion is provided with a lap belt that is detachably provided on the seated occupant waist portion side, A first pretensioner that is provided so as to apply tension to the lap belt upon operation and pulls the lap belt away from the base portion by the pulling operation, and the first pretensioner is applied to the lap belt upon operation. And a second pretensioner that pulls in the lap belt while applying a tension higher than the above, and the control device is based on a signal from the collision prediction sensor in a state where the base portion is in a normal use position. When a frontal collision of the vehicle is predicted, the first pretensioner is activated, and a frontal collision of the vehicle is detected based on a signal from the collision sensor. Actuating the second pre-tensioner when has the structure.

In the vehicle occupant restraint device according to the fourth aspect , when a frontal collision of the vehicle is predicted, the control device operates the actuator and the first pretensioner. Then, the base portion is moved from the normal use position to the restraining position, and the lap belt is detached from the base portion and attached to the waist of the seated occupant. When a frontal collision of the vehicle is detected, the control device operates the second pretensioner and the gas supply unit. As a result, the seated occupant of the vehicle seat is restrained by the airbag in the forward movement of the upper body while the forward movement of the waist is restrained by the lap belt. Here, the lap belt is attached to the occupant before the collision is detected, and the required occupant waist restraint performance is exhibited in a short time in the initial stage of the collision. Thereby, the initial restraint performance at the time of vehicle front collision improves.

According to a fifth aspect of the present invention, there is provided a control method for a vehicle occupant restraint device, wherein the base portion holding the airbag and the lap belt is normally spaced in the vehicle width direction while being separated from the front side of the seat occupant of the vehicle seat. The base portion is positioned at the rear normal portion of the seat cushion of the vehicle seat so that the base portion comes into contact with or close to the seated occupant when a frontal collision of the vehicle is predicted. In contrast , the lap belt is driven to rotate about an axis along the vehicle width direction, and is moved rearward of the vehicle, and the lap belt is separated from the base portion and tensioned to the lap belt of the seated occupant. When the frontal collision of the vehicle is detected, the lap belt is further pulled so that the waist of the seated occupant is restrained by the lap belt. Mutotomoni, supplying gas to the airbag to be deployed between the vehicle structure wherein the air bag is located in front of the body and the seating occupant of the seat occupant.

In the control method for a vehicle occupant restraint device according to claim 5 , the base portion is normally separated from the abdomen of the seated occupant in a space in front of the seated occupant (non-contacting). There is no direct (physical) pressure on the passenger. When a frontal collision of the vehicle is predicted, the lap belt is pulled in and attached to the occupant's waist, and when the frontal collision is detected, the lap belt is further pulled in, so that the occupant's waist is effectively restrained at the beginning of the collision. . Further, when a frontal collision is detected, gas is supplied to the airbag, so that the airbag is deployed between the upper body of the seated occupant and the vehicle structure positioned in front of the seated occupant, and The forward movement of the body is effectively restrained. Here, when a frontal collision is predicted, the base portion is driven to rotate about an axis along the vehicle width direction with respect to the rear portion of the seat cushion of the vehicle seat and moves rearward, so that the base portion and the seated occupant The interval disappears or becomes smaller before the frontal collision occurs, and the abdomen of the occupant is prevented from hitting the base part while the seated occupant moves forward due to sudden braking at the time of collision prediction.

As described above, in the control method for the vehicle occupant restraint device according to the fifth aspect, it is possible to suppress the force applied to the seated occupant by the inertial movement while suppressing the feeling of pressure given to the seated occupant at the normal time.

  As described above, the vehicle occupant restraint device and the control method thereof according to the present invention are excellent in that the force received by the seated occupant due to inertial movement can be reduced while suppressing the feeling of pressure given to the seated occupant during normal times. Has an effect.

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 a side view which expands and shows typically the area | region 3B shown in FIG. It is the side view seen from the vehicle inner side which shows the normal use position of the lap bar which comprises the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention, and the use position at the time of restraint. It is the side view seen from the vehicle inner side which abbreviate | omitted illustration of an inner bar etc. which show the state by which the front collision airbag was expand | deployed from the lap bar which comprises the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this 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. 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 flow of the passenger | crew restraint apparatus for vehicles which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the modification of the control flow of the passenger | crew restraint apparatus for vehicles 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 2nd Embodiment of this invention is located in a storage position, (B) is FIG. 12 (A). It is the side view which expands and shows typically the area | region 14B shown in FIG. It is a top view which shows the use condition of the passenger | crew restraint apparatus for vehicles which concerns on the 3rd 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 3rd Embodiment of this invention. It is the side view seen from the car inside which shows the state where the lap bar which constitutes the crew member restraint device for vehicles concerning a 3rd embodiment of the present 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 3rd 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 driver's 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. Needless to say, the vehicle occupant restraint device 10 can be applied to the vehicle seat 11 serving as the passenger seat.

(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 base portion 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.

As shown in FIGS. 6 and 7 and FIG. 3 which is a side view of the storage position, the inner end 24 of the lap bar 22 in the vehicle width direction is an inner bar 24 as one of the connecting portions supported at the rear portion of the seat cushion 12. It is connected to the upper end. 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 connecting portion substantially along a plane perpendicular 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 a 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 rotating 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. On the other hand, on the outer side in the vehicle width direction with respect to the seat cushion 12, an outer bar 30 is disposed as the other of the connecting portions to which the outer end in the vehicle width direction of the lap bar 22 is attached and detached. 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 the seat belt device 54 described later.

The seat cushion 12 is provided with an actuator 28 that rotationally drives (swings) the inner bar 24 around the shaft 26. By the operation of the actuator 28, the lap bar 22 is configured to move from the normal use position shown by the solid line in FIG. 4 to the use position at the time of restraint contacting the seated occupant P as shown by the imaginary line. . The actuator is, for example, a motor with a speed reducer, and has a self-locking function that prevents the speed reducer from rotating from the output side. As a result, the lap bar 22 is held (locked) in the use position during restraint. As the speed reducer having a self-locking function, for example, a worm speed reducer in which the lead angle and the friction angle satisfy a required relationship can be used. In addition, a lock mechanism that locks (releases) the lap bar 22 at the use position during restraint may be provided independently of the actuator 28.

  Furthermore, the lap bar 22 is provided with a contact sensor 35 that detects that the lap bar 22 has come into contact with an occupant. As the contact sensor 35, for example, a pressure sensor, an optical sensor, a limit switch, or the like can be used. Further, instead of the contact sensor 35, for example, the contact between the lap bar 22 and the seated occupant P may be detected based on the load (current value) of the electric motor constituting the actuator 28. The control system including the actuator 28 and the contact sensor 35 will be described later together with the occupant protection ECU 66.

In this embodiment, the lower end of the inner bar 24 is supported so as to be relatively rotatable around the shaft 26 via a pretensioner device 58 described later, and the base actuator 28 rotates the pretensioner device 58 around the shaft 26. It is like that. Further, In'naba 24 manually are rotatable shaft 26 around by, adapted to be rotated appropriately shaft 26 around the time of switching between the use position and the storage position of the wrap devices 20 (Rappuba 22) May be. Further, when the lap bar 22 is located at the retracted position, as shown in FIG. 3A, the inner bar 24 is configured to reach a rotational position that rises so as to be closer to the vertical than the use position during restraint. Although illustration is omitted, when the lap bar 22 is switched between the use position and the storage position, the steering wheel 48 is positioned out of the operating range of the lap bar 22 by the tilt function.

(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 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 in which a part of the lap bar 22 and the inner bar 24 are not shown, the front and rear airbag 40 is 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 driver's seat, the front collision airbag 40 is deployed between the steering wheel 48 as a vehicle structure and the upper body of the seated occupant P. Note that the front-impact airbag 40 (reference numeral 40P) indicated by an imaginary line in FIG. 5 is an example of a deployment shape of a passenger seat airbag. In this example, an instrument panel 46 and a seated occupant P as a vehicle structure are used. The front-impact airbag 40 is deployed between the upper body and the upper body.

  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.

(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 withdrawn. 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, an electric motor 58B, a gas generator 58C, and a frame 58D. The end portion of the lap belt 56 is wound around a winding shaft 58A that is rotatably supported by the frame 58D. The electric motor 58B attached to the frame 58D drives the winding shaft 58A in the winding direction by operation. The gas generator 58C attached to the frame 58D drives the winding shaft 58A in the winding direction by operation.

  The pretensioner device 58 is configured to perform a first pretensioner function that pulls the lap belt 56 by the operation of the electric motor 58B and a second pretensioner function that pulls the lap belt 56 by the operation of the gas generator 58C. That is, the pretensioner device 58 corresponds to the first pretensioner and the second pretensioner in the present invention. The configuration of the pretensioner device 58 can be diverted from the technology of a motor retractor including a belt slack removal function by a motor and a gas type pretensioner, for example, and the detailed description thereof is omitted.

  The pretensioner device 58 is configured to draw the lap belt 56 with a tension (described later) of a predetermined value or more in the first pretensioner function. Further, the pretensioner device 58 is configured to draw the lap belt 56 with a tension exceeding the tension in the first pretensioner function in the second pretensioner function.

  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. 9, the vehicle occupant restraint device 10 includes an occupant protection ECU 66 as a control device. The occupant protection ECU 66 is electrically connected to each of the actuator 28, the inflator 38 of the front collision airbag device 34, the electric motor 58B of the pretensioner device 58, and the gas generator 58C. The occupant protection ECU 66 includes a front collision prediction sensor 64 that predicts a frontal collision of the automobile to which the above-described contact sensor 35, the vehicle occupant restraint device 10 is applied, and a front collision detection sensor 68 that detects the frontal collision of the automobile. Each is electrically connected. Further, the occupant protection ECU 66 is electrically connected to a buckle sensor 65 that detects the coupling between the tongue plate 60A of the buckle mechanism 60 and the buckle portion 60B. The buckle sensor 65 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).

  When a collision prediction signal is input from the front collision prediction sensor 64 (when a collision is predicted based on a signal from the front collision prediction sensor 64), the occupant protection ECU 66 and the first pretensioner function 58 of the pretensioner device 58 and the lap bar 22 are used. The movement function is activated. That is, when a frontal collision is predicted, the electric motor 58B and the actuator 28 are operated. Thus, in the vehicle occupant restraint device 10, the lap belt 56 is detached from the lap bar 22 and attached to the waist of the seated occupant P before the frontal collision, and the lap bar 22 is moved to the restrained use position. It is set as the structure. The passenger protection ECU 66 stops the actuator 28 when it is detected by the signal from the contact sensor 35 that the lap bar 22 has contacted the seated passenger P.

  When the collision detection signal is input from the front collision detection sensor 68 (when a collision is detected based on the signal from the front collision detection sensor 68), the occupant protection ECU 66 performs the second pretensioner function and the front of the pretensioner device 58. The crash airbag device 34 is actuated. That is, when a frontal collision is detected, the inflator 38 and the gas generator 58C are operated. Accordingly, the forward movement of the seated occupant P is restrained by the front collision 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 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 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 65 and the non-contact signal from the contact sensor 35 are input to the occupant protection ECU 66, and the occupant protection ECU 66 recognizes that the lap bar 22 is located at the normal use position. .

From this state, the occupant protection ECU 66 determines whether or not a frontal collision is predicted based on the signal from the front collision prediction 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 drive the actuator 28. That is, when a collision prediction signal is input from the front collision prediction sensor 64, the actuator 28 is operated. Then, the lap bar 22 moves rearward as the inner bar 24 rotates around the shaft 26.

  Next, in step S14, it is determined whether or not the lap bar 22 has contacted the seated occupant P. If the determination is negative, the process returns to step S12. If the determination is affirmative, the process proceeds to step S16, and the actuator 28 is stopped. Thereby, the lap bar 22 reaches the use position at the time of restraint which contacts the upper body of the seated passenger P. In this state, the self-lock of the speed reducer of the actuator 28 functions, and the lap bar 22 is held at the use position when restrained.

  Further, the occupant protection ECU 66 proceeds to step S18 to operate the electric motor 58B of the pretensioner device 58. Then, the lap belt 56 is pulled by the pretensioner device 58 with a tension of a predetermined value or more, so that the holding claws 62B are bent while being detached from the belt holder 62, that is, the lap bar 22, and the waist of the seated occupant P is slackened. Mounted in a removed state. The operation of the electric motor 58B may be started together with the start of the operation of the actuator 28 in step S12, or may be started prior to the start of the operation of the actuator 28.

  Next, the occupant protection ECU 66 determines whether or not a frontal collision is detected within a predetermined time from the collision prediction based on the signal from the front collision detection sensor 68 in step S20. If the determination is negative, the program is terminated, and if the determination is affirmative, the program proceeds to step S22 to operate the inflator 38 and the gas generator 58C. Then, the lap belt 56 is further pulled in by the pretensioner device 58 and restrains the waist portion (forward movement thereof) of the seated occupant P. Further, 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.

  Then, the front collision airbag 40 is inflated outside the lap bar 22. The front airbag 40 is deployed between the steering wheel 48 (instrument panel 46) and the upper body of the seated occupant P while the reaction force is supported by the inflator 38 (lap 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. If the program is terminated without affirmative determination even after a predetermined time has elapsed in step S20, a display for prompting manual reset of the lap bar 22 and the lap belt 56 is performed.

  Here, in the vehicle occupant restraint device 10, as described above, normally, the lap belt 56 for restraining the waist of the seated occupant P is not in contact with the abdomen of the seated occupant P, and the lap bar 22 of the lap device 20. Is held in. 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.

  Then, the lap bar 22 is moved to the restrained use position based on the collision prediction signal from the front collision prediction sensor 64. For this reason, a space between the seated occupant P and the lap bar 22, that is, a space (stroke) in which the seated occupant P can move forward is filled in advance. Thereby, even when the vehicle is suddenly braked by the operation or automatic operation of the seated occupant P in a situation where a collision is predicted, the seated occupant P is prevented from strongly hitting the lap bar 22 while moving forward due to inertia. Is done.

  As described above, in the vehicle occupant restraint device 10 according to the first embodiment, it is possible to reduce the force that the seated occupant P receives from the lap bar 22 due to inertial movement while suppressing the feeling of pressure applied to the seated occupant P at the normal time. it can.

Further, since the lap device 20 is rotated around the shaft 26 to move the lap bar 22 from the normal use position to the use position at the time of restraint, the lap bar 22 is largely moved backward by a small movement angle on the lower end side of the inner bar 24. . For this reason, the lap bar 22 can be brought from the use position to the restraint position in a short time from the collision prediction by the front collision prediction sensor 64.

  Further, since the actuator 28 is stopped based on a signal corresponding to the contact of the lap bar 22 to the seated occupant P from the contact sensor 35, the seated occupant P receives (continues) an unnecessary force from the lap bar 22. This is prevented or suppressed. On the other hand, since the lap bar 22 is held at the use position when restrained by the self-lock of the speed reducer of the actuator 28, for example, the lap bar 22 is prevented from being moved to the normal use position side due to a load from the seated occupant P side. .

  Here, the lap belt 56 attached to the waist of the seated occupant P by the operation of the pretensioner device 58 is configured to restrain the waist of the seated occupant P. 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. In particular, since the pretensioner device 58 has the first and second pretensioner functions, the lap belt 56 is placed on the waist of the seated occupant P based on the collision prediction signal from the front collision prediction sensor 64 before the frontal collision is detected. Can be attached. Therefore, compared with the comparative example, the initial restraint performance at the time of a vehicle frontal collision is improved.

  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-impact airbag 40 is configured to be deployed from the lap bar 22 to the steering wheel 48 (instrument panel 46) and the occupant P, the reaction force is supported by the windshield glass. There is no need. 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. Also. Since both the moving direction of the seated occupant P and the deployment direction of the front impact airbag 40 at the time of the front impact are in front of the vehicle, the load on the seat occupant P by the front impact airbag 40 is 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. Therefore, 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.

[Modified example of control by occupant protection ECU]
FIG. 11 shows a flowchart of control according to a modification by the occupant protection ECU 66. As shown in this figure, in the control according to the modification, if a negative determination is made in step S20, the process proceeds to step S24 to drive the actuator 28 in the reverse direction and operate the electric motor 58B in the reverse direction. Then, the lap bar 22 returns to the normal use position side. At this time, for example, the number of motor pulses in step S12 is counted, and the lap bar 22 can be returned to the normal use position by reversely driving the actuator 28 by the counted number of pulses. Further, the lap belt 56 is unwound by the reverse operation of the electric motor 58B. For example, the lap belt 56 is manually held by the belt holder 62 to return to the initial use state. In addition, it is easy to return the lap belt 56 to the holding state on the lap bar 22 by employing a belt holding means using a magnet or a planar fastener instead of the belt holder 62. Further, for example, a roller having a lap belt 56 sandwiched between a belt holding unit made of a magnet or a planar fastener may travel from the pretensioner device 58 to the buckle mechanism 60 (or in the reverse direction). In this configuration, the lap belt 56 can be automatically returned to the holding state on the lap bar 22.

[Other Embodiments]
Next, another embodiment of the present invention will be described. 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.

[Second Embodiment]
FIG. 12A shows a vehicle occupant restraint device 70 according to the second embodiment in a side view corresponding to FIG. 3A, and FIG. The side view which expands and shows the structure in the area | region 12B shown to A) is shown. As shown in these drawings, the vehicle occupant restraint device 70 has a torque limiter 72 as a transmission limiting means interposed between a shaft 26 that is a rotation shaft of the actuator 28 and the pretensioner device 58, that is, the inner bar 24. Yes.

  The torque limiter 72 idles and limits the transmission torque when the torque acting from the actuator 28 side to the inner bar 24 side exceeds a predetermined value. Since the structure of the torque limiter 72 can adopt various known torque limiter structures, detailed description thereof is omitted. Accordingly, in the vehicle occupant restraint device 70, when the lap bar 22 contacts the seated occupant P and the torque exceeds the predetermined value, the torque limiter 72 functions and the load acting on the seated occupant P from the lap bar 22 is limited. It is the composition which becomes.

  Therefore, in the vehicle occupant restraint device 70, the lap bar 22 is not provided with the contact sensor 35, and the occupant protection ECU 66 is configured not to perform the control corresponding to step S16. Other configurations of the vehicle occupant restraint device 70 are the same as the corresponding configurations of the vehicle occupant restraint device 10 including portions not shown.

  Therefore, the vehicular occupant restraint device 70 according to the second embodiment is basically the same as the vehicular occupant restraint device 10 except for the control for stopping the actuator 28 based on the signal from the contact sensor 35. A similar effect can be obtained. Further, since the vehicle occupant restraint device 70 includes the torque limiter 72 as described above, it is possible to prevent an excessive load from acting on the seated occupant P from the lap bar 22 after the lap bar 22 contacts the seated occupant P. Or effectively suppressed. Further, the lap bar 22 is maintained in contact with the seated occupant P by the torque transmitted to the inner bar 24 via the torque limiter 72. That is, in the vehicle occupant restraint device 70, the state where the lap bar 22 is in contact with the seated occupant P can be maintained without depending on the self-locking of the speed reducer constituting the actuator 28.

[Third Embodiment]
Next, a vehicle occupant restraint device 80 according to a third 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 instead of the bar connection structure 32 that the buckle mechanism 60 serves as the vehicle according to the first embodiment. Different from the passenger restraint device 10.

  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 third 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 prediction signal is input from the front collision prediction sensor 64, the occupant protection ECU 66 operates the electric motor 58B and the actuator 28. 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 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 the configuration in which the pretensioner devices 58 are disposed at both ends of the lap belt 56, each pretensioner device 58 may be configured to share the first and second pretensioner functions.

  Furthermore, in the above-described embodiment, the example in which the pretensioner device 58 performs the first and second pretensioner functions has been described, but the present invention is not limited to this. For example, the pretensioner device 58 may be configured to perform only the function of the second pretensioner among the above two functions. In this case, the lap belt 56 is pulled with a tension higher than a predetermined value by the second pretensioner function that is activated by detecting a frontal collision, falls off the lap bar 22 and is attached to the waist of the seated occupant P. The seated occupant P will be restrained. In this modification, when the control of FIG. 11 is applied, the reverse rotation operation of the electric motor 58B (return operation to return the lap belt 56 to the lap bar 22) in step S24 becomes unnecessary.

  Furthermore, in the above-described embodiment, an example in which the vehicle occupant restraint device 10, 70, 80 is applied to a driver seat or a passenger seat is shown, but the present invention is not limited to this. For example, the vehicle occupant restraint devices 10, 70, 80 may be applied to the second and subsequent seats 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.

  Furthermore, in each of the above-described embodiments, the example in which the position where the lap bar 22 contacts the seated occupant P is the restraining use position is shown, but the present invention is not limited to this. That is, it is sufficient that the lap bar 22 is closer to the seated occupant P than the normal use position. For example, when the interval between the lap bar 22 and the seated occupant P is less than a predetermined value using a reflective optical sensor, an ultrasonic sensor, or the like. The actuator 28 may be stopped.

DESCRIPTION OF SYMBOLS 10 Vehicle occupant restraint apparatus 11 Vehicle seat 20 Lap device 22 Lap bar (base part)
24 Inner bar (connection part)
30 Outer bar (connection part)
35 Contact sensor 38 Inflator (gas supply means)
40 Front airbag (airbag)
46 instrument panel 56 lap belt 58 pretensioner device (belt retracting means)
58B Electric motor (first pretensioner)
58C gas generator (second pretensioner)
66 Passenger Protection ECU (Control Device)
70/80 Vehicle occupant restraint device 72 Torque limiter (transmission limiting means)

Claims (5)

In a normal use position, a base portion that is arranged 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 actuator for driving the base portion from the normal use position to the rear of the vehicle by operation;
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 gas supply means for supplying gas to the airbag by operation;
A control device that operates the actuator when a frontal collision of the vehicle is predicted, and operates the gas supply unit when a frontal collision of the vehicle is detected;
Equipped with a,
Further, the base portion is supported so as to be rotatable about an axis along the vehicle width direction with respect to the rear portion of the seat cushion of the vehicle seat, via connecting portions connected to both ends in the vehicle width direction.
The actuator is a vehicle occupant restraint device that is moved rearward by rotating the base portion around the shaft when actuated . The base part is provided with a contact sensor that detects contact between the base part and the seated occupant,
The control device according to claim 1 Symbol placement of vehicle occupant restraint system to stop the actuator upon detecting the contact of the seated occupant and the base unit based on a signal from the contact sensor. It said base unit further comprises claim 1 Symbol placement of the occupant restraint system for a vehicle transmission limiting means for limiting transmission of power from the actuator when in contact with the seated occupant to the base portion. A lap belt that is detachably held on the waist side of the seated occupant on the base portion,
A first pretensioner which is provided so as to apply tension to the lap belt by operation and retracts the lap belt from the base portion by the pulling operation;
A second pretensioner that pulls in the lap belt while applying tension higher than that applied by the first pretensioner to the lap belt by operation;
Further comprising
The control device operates the actuator and the first pretensioner when the vehicle frontal collision is predicted based on a signal from the collision prediction sensor in a state where the base portion is in a normal use position, and the collision is performed. The vehicle occupant restraint device according to any one of claims 1 to 3 , wherein the gas supply means and the second pretensioner are operated when a frontal collision of the vehicle is detected based on a signal from a sensor. The base portion holding the airbag and the lap belt is normally positioned at the normal use position along the vehicle width direction while being separated from the front side of the abdomen of the seated occupant of the vehicle seat,
When a frontal collision of the vehicle is predicted, the base portion is arranged around an axis along the vehicle width direction with respect to the rear portion of the seat cushion of the vehicle seat so that the base portion contacts or approaches the seated occupant. It is moved to the rear of the vehicle by being driven to rotate , and the lap belt is pulled out by applying tension to the lap belt so that the lap belt is detached from the base portion and attached to the waist of the seated occupant,
When a frontal collision of the vehicle is detected, the lap belt is further pulled in such a manner that the waist of the seated occupant is restrained by the lap belt, and the airbag is positioned in front of the seated occupant and the front of the seated occupant. A control method for a vehicle occupant restraint device that supplies gas to the airbag so as to be deployed between the vehicle structure and the vehicle structure.