JP5811064B2 - Crew protection device - Google Patents

Description

  The present invention relates to an occupant protection device that protects an occupant by deploying a side collision airbag at least when a vehicle collides sideways.

  The vehicle is equipped with an airbag device as an occupant protection device that protects the occupant by deploying the airbag in the event of a collision. Some airbag devices include not only a driver airbag and a passenger airbag, but also a side collision airbag (for example, a side airbag or a curtain airbag) to protect an occupant in the case of a side collision. is there. In the case of a side collision, a reaction force is passively generated by the penetration of the occupant into the side collision airbag using the movement of the occupant to the outside based on the vehicle.

  In an airbag apparatus, an airbag is generally deployed when a large impact due to a collision is detected by an impact detection sensor. However, there is a technique for deploying an airbag by predicting a collision. For example, in Patent Document 1, the possibility of a side collision is determined based on a signal from a collision prediction sensor, and a margin time until a collision is calculated when a side collision is predicted. To deploy the side airbag. In addition, considering the time delay from the inflator detonation to the completion of side airbag deployment and the optimal time from the occurrence of the actual collision to the completion of side airbag deployment when predicting a side collision, It is also described that the timing for detonating the inflator is determined based on this.

JP-A-5-345556 JP 2006-176074 A

  In the case of a side collision, the distance that the side collision airbag can be used (distance from the door (particularly interior material) to the occupant) and the upper limit load applied to the occupant by the side collision airbag are limited compared to the front collision. Yes. For this reason, the efficiency of absorbing the kinetic energy in the outward direction of the occupant generated by the impact of the side collision with the side collision airbag is lowered. In particular, the higher the collision speed, the lower the kinetic energy absorption efficiency. In the case of the invention described in Patent Document 1, although the collision is predicted, the timing for operating the inflator is late, and the kinetic energy of the occupant may not be sufficiently absorbed.

  Then, this invention makes it a subject to provide the passenger | crew protection device which can improve the absorption efficiency of the passenger | crew's kinetic energy with the side collision airbag at the time of a side collision.

  The occupant protection device according to the present invention is an occupant protection device that protects an occupant by deploying a side collision airbag at least when the vehicle collides sideways, and when the vehicle may collide sideways, the collision timing A collision predicting means for predicting the vehicle, a pressing means for pressing the occupant to move the occupant inward on the basis of the vehicle, and a control means for operating the pressing means at a timing before the collision timing predicted by the collision predicting means. It is characterized by that.

  In this occupant protection device, when there is a possibility of a side collision by the collision prediction means, the collision timing is predicted. In the occupant protection device, the control means operates the pressing means at a timing before the collision timing, and presses the occupant with the pressing means before the collision timing. In particular, the timing before the collision timing is preferably set to an appropriate timing in terms of energy absorption efficiency. By pressing by the pressing means at the timing before the collision timing, a load is applied to the occupant in the vehicle inward direction on the basis of the vehicle. Move to. Therefore, when a side collision occurs, the occupant is positioned on the inner side of the normal boarding position, so the distance that can be used with the side collision airbag is longer than usual. As a result, in a limited vehicle interior space, the efficiency with which the occupant's outward kinetic energy generated by the impact of a side collision can be absorbed by the side collision airbag is increased, and the occupant moves outward with respect to the vehicle after the side collision. The amount can be suppressed. Thus, in this occupant protection device, the occupant's kinetic energy absorption efficiency by the side collision airbag is increased by pressing the occupant inward with respect to the vehicle and moving the occupant inward before the side collision. Can be increased. As a result, the amount by which the occupant moves outward after a side collision can be suppressed, and the occupant protection performance can be enhanced.

  In the occupant protection device of the present invention, the timing at which the control means activates the pressing means is such that the operation continuation time for pressing by the pressing means up to the collision timing predicted by the collision prediction means is not less than the lower limit duration. Preferably it is set. Thus, by setting the operation duration for pressing by the pressing means to be equal to or longer than the lower limit duration, it is possible to suppress (prevent) discomfort to the occupant by pressing because the pressing means does not momentarily apply a load. The occupant can be given sufficient inward movement by pressing (continuous load application) by the pressing means continued to some extent, and the occupant can be moved inward. Note that the lower limit duration is a lower limit time that does not cause discomfort to the occupant by pressing by the pressing means and that can sufficiently give the occupant exercise in the inward direction.

  In the occupant protection device according to the present invention, the timing at which the control means activates the pressing means is such that the operation continuation time for pressing by the pressing means up to the collision timing predicted by the collision prediction means is less than or equal to the upper limit duration. Preferably it is set. In this way, by setting the operation duration for pressing by the pressing means to be equal to or less than the upper limit duration, a load is applied to the occupant by pressing the pressing means during a somewhat short time, so the inward direction given to the occupant The movement is accompanied by speed, and the occupant can be moved inward. The upper limit duration is longer than the lower limit duration, and is an upper limit time that can be accompanied by an inward movement speed given to the occupant.

  In the above occupant protection device of the present invention, the timing at which the control means operates the pressing means is the lower limit duration during which the load is applied to the occupant by pressing by the pressing means until the collision timing predicted by the collision prediction means It is preferable that the setting is made as described above. By setting the duration of applying the load to the occupant to the lower limit duration or more, it is possible to suppress (prevent) giving discomfort to the occupant by pressing by the pressing means because no load is instantaneously applied, With a certain amount of sustained load, the occupant can be given sufficient movement in the inward direction, and the occupant can be moved inward.

  In the above occupant protection device of the present invention, the timing at which the control means operates the pressing means is the upper limit duration during which the load is applied to the occupant by pressing by the pressing means until the collision timing predicted by the collision prediction means It is preferable that the setting is as follows. By setting the duration of applying the load to the occupant below the upper limit duration, the load is applied to the occupant in a short period of time, so the inward movement given to the occupant involves speed. Thus, the occupant can be moved inward, and the relative speed between the occupant and the collision object can be reduced.

  In the above occupant protection device of the present invention, the pressing means is a side collision airbag, and the control means is configured so that the side collision airbag is completely deployed before the collision timing predicted by the collision prediction means. It is preferable to start deployment of the airbag. Thus, by using a side collision airbag as a pressing means, it is not necessary to provide another member as a pressing means, and cost can be suppressed. Further, by completing the deployment of the side collision airbag before the side collision, it is possible to apply a load inward to the occupant by pressing the occupant with the deployed side collision airbag.

  According to the present invention, the occupant's kinetic energy absorption efficiency by the side collision airbag can be increased by pressing the occupant inwardly with respect to the vehicle and moving the occupant inward before the side collision. The amount by which the occupant moves outward after a side collision can be suppressed.

It is a block diagram of the airbag apparatus which concerns on this Embodiment. It is a figure which shows the condition when a side airbag and a curtain airbag are deployed before a side collision. It is a model figure which shows the airbag (restraint system) and passenger | crew's condition in the case of a side collision, (a) is the time of the airbag deployment start, (b) is airbag deployment, (c) is air It is the time of starting restraint by the bag, (d) is moving inside the passenger by the airbag, and (e) is moving outside the passenger at the time of the collision. This is a comparative example (comparison with a conventional apparatus) of a graph of a vehicle, an occupant, and an air bag time-ground reference stroke at the time of a side collision by model calculation, and (a) is an airbag apparatus according to the present embodiment, (B) is a conventional airbag apparatus. It is the comparative example (comparison with the conventional apparatus) of the vehicle reference stroke-deceleration graph of the passenger | crew at the time of the side collision by model calculation, (a) is the airbag apparatus which concerns on this Embodiment, (b) It is the conventional airbag apparatus. It is the comparative example (comparison with the conventional apparatus) of the graph of the collision speed at the time of the side collision by vehicle model-vehicle reference stroke. This is a comparative example of the graph of the vehicle, occupant, and airbag time at the time of a side collision by model calculation and the ground reference stroke (comparison when the airbag deployment timing is changed), and (a) is the case where the timing is appropriate. , (B) is a case of late timing. It is a comparative example (comparison when changing the airbag deployment timing) of the vehicle reference stroke-deceleration graph of the occupant at the time of a side collision by model calculation, (a) is a case of proper timing, (b) This is a case of late timing.

  Embodiments of an occupant protection device according to the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected about the element which is the same or it corresponds in each figure, and the overlapping description is abbreviate | omitted.

  In the present embodiment, the occupant protection device according to the present invention is applied to an airbag device that is mounted on a vehicle and includes at least a side collision airbag. The airbag apparatus according to the present embodiment predicts a collision by monitoring the surroundings, and if there is a possibility of a collision (particularly, a side collision), the airbag (particularly, a side collision airbag) is provided immediately before the collision. Expand. In the present embodiment, only the side collision will be described in detail.

  With reference to FIGS. 1-3, the airbag apparatus 1 which concerns on this Embodiment is demonstrated. FIG. 1 is a configuration diagram of an airbag device according to the present embodiment. FIG. 2 is a diagram illustrating a situation when the side airbag and the curtain airbag are deployed before the side collision. FIG. 3 is a model diagram showing an airbag (restraint system) and a passenger's situation in the case of a side collision.

  In order to move the occupant inward with respect to the vehicle before the side collision, the airbag device 1 deploys the side collision airbag and presses the occupant inward before the side collision. In particular, the airbag apparatus 1 can sufficiently provide a movement that can move inward with a load that does not cause discomfort to the occupant by pressing the side collision airbag, and the movement is accompanied by a speed. Thus, the deployment start timing of the side collision airbag is set.

  The airbag device 1 includes an airbag 2 (particularly, a side airbag 2s for side collision, a curtain airbag 2c), an inflator 3, a peripheral monitoring sensor 4, and an ECU [Electronic Control Unit] 5. In the present embodiment, the side airbag 2s and the curtain airbag 2c correspond to the pressing means described in the claims, and the processing in the periphery monitoring sensor 4 and the ECU 5 corresponds to the collision prediction means described in the claims. The processing in the ECU 5 corresponds to the control means described in the claims.

  The airbag 2 is a bag that protects an occupant from the impact of a collision by inflating and deploying when the vehicle collides. The airbag 2 is a bag body, and the bag body is inflated by the gas supplied from the inflator 3 and is developed into a predetermined shape according to a place where the bag body is disposed. Examples of the airbag 2 include a side airbag 2s for side collision and a curtain airbag 2c (see FIG. 2). In addition, there are a driver airbag, a passenger airbag, a knee airbag, a seat cushion airbag, and the like. There may be.

  The side airbag 2s is a bag that is inflated and deployed outside the seat at the time of a side collision and protects an occupant's arm, abdomen, and chest from the impact of the collision. The side airbag 2s is provided inside the interior material (door trim, etc.) on the side surface of the vehicle or inside the seat outer portion of the seat, and expands between the periphery of the occupant's trunk and the interior material on the side surface of the vehicle. The airbag 2s is installed on both the left and right sides, and may be installed in both the front seat and the rear seat, or may be installed only in the front seat.

  The curtain airbag 2c is a bag that inflates and deploys in a curtain shape on the side surface in the vehicle at the time of a side collision, and protects the head and neck of the occupant from the impact of the collision. The curtain airbag 2c is provided inside the front pillar portion and the roof side portion at the upper part of the vehicle side surface, and is deployed in a curtain shape between the periphery of the head of the occupant and the side window on the vehicle side surface. The curtain airbag 2c is provided on both the left and right sides and covers from the front seat to the rear seat.

  The side airbag 2s and the curtain airbag 2c are set such that the thickness in the left-right direction of the vehicle is greater than the initial clearance when the side airbag 2s is inflated and deployed. How thick it is is set by actual vehicle experiments, simulations, etc., for example, about several tens mm to several hundred mm. When an occupant (for example, an occupant with a standard physique, an occupant with a small physique is assumed) is sitting on a seat, the initial clearance is the occupant's torso (including arms) for the side airbag 2s. It is a gap between the interior material on the side of the vehicle, and the curtain airbag 2c is a gap between the head of the occupant and a side window on the side of the vehicle. The initial gap may vary depending on the vehicle type, and even in the same vehicle type, it may differ between the front seat and the rear seat. Accordingly, the thicknesses of the side airbag 2s and the curtain airbag 2c are set in consideration of the initial clearance set in consideration of the front seat and the rear seat even in the vehicle type or the same vehicle type.

  The inflator 3 is a device that is provided for each airbag 2 and generates gas in the airbag 2. The inflator 3 includes a squib, a gunpowder, a gas generating agent, and the like. In the inflator 3, when an airbag deployment start signal is received from the ECU 5, the gunpowder is ignited with a squib and gas is generated by burning the gas generating agent.

  The periphery monitoring sensor 4 is a sensor that monitors the periphery of the host vehicle. Examples of the peripheral monitoring sensor 4 include a millimeter wave radar, a laser radar, a camera, and a sonar. The surrounding monitoring sensor 4 detects the object around the vehicle based on the detected information (for example, radar information, image information, sonar information). Relative information between the vehicle and the object is calculated. The periphery monitoring sensor 4 monitors each direction around the host vehicle (for example, there are front, rear, right side, and left side, and at least the right side and the left side are necessary for predicting a side collision). Equipped in each direction to do. The perimeter monitoring sensor 4 in each direction monitors the periphery of the host vehicle, and information obtained by the monitoring (for example, the detection direction, the presence / absence information of the object, the relative distance to the object, the relative speed when the object exists, Relative direction) is transmitted to the ECU 5 as a peripheral monitoring signal. Since the peripheral object detection method and the relative information calculation method are well-known techniques, detailed description thereof is omitted. Further, detection of peripheral objects and calculation of relative information performed in the peripheral monitoring sensor 4 are performed in the ECU 5, and information (radar information, image information, sonar information) detected by the sensor is transmitted to the ECU 5 as it is. You may do it.

  The ECU 5 is an electronic control unit that includes a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and performs overall control of the airbag device 1. The ECU 5 receives the peripheral monitoring signal from the peripheral monitoring sensor 4 in each direction at regular time intervals, and acquires monitoring information in each direction. Then, the ECU 5 determines whether or not the own vehicle may collide based on the monitoring information at regular time intervals. If there is a possibility of collision, the ECU 5 starts the airbag deployment start signal at a predetermined timing immediately before the collision. Is transmitted to the inflator 3. Below, the process about the side collision in ECU5 is demonstrated in detail.

  The ECU 5 determines whether there is a possibility of a side collision at regular intervals based on the monitoring information from the surrounding monitoring sensor 4. If there is a possibility of a side collision, the ECU 5 The timing of collision with the object is calculated from the relative information. As a method of calculating the collision timing, there is a method of calculating a TTC [Time To Collision] = (relative distance / relative speed) by applying a known method. The collision timing such as TTC may be calculated in the periphery monitoring sensor 4 and the collision timing may be transmitted to the ECU 5.

  When there is a possibility of a side collision, the ECU 5 determines whether or not the calculated collision timing has become the deployment start timing of the side collision airbag (side airbag 2s, curtain airbag 2c) at regular time intervals. . The deployment start timing is a timing at which the deployment of the side collision airbag is started before the collision timing, and is a timing sufficient to complete the deployment of the side collision airbag by the collision timing. In particular, the deployment start timing is set before the collision timing and at an appropriate timing in terms of energy absorption efficiency. The deployment start timing is a movement for moving the occupant inward with respect to the vehicle with a load that does not cause discomfort to the occupant when the side collision airbag is deployed and presses the occupant before the side collision. In order to provide sufficient, the timing when the load is applied to the occupant before the collision timing is set to a timing equal to or longer than the lower limit duration. That is, before the collision timing, deployment (operation) of the side collision airbag is started, and the operation continuation time for pressing against the occupant by the side collision airbag is set to a timing equal to or longer than the lower limit duration. The lower limit duration is set by an actual vehicle experiment, simulation, or the like, for example, about several to several tens of msec. In addition, the deployment start timing is such that the movement for moving the occupant inward in the vehicle direction is accompanied by a speed, so the duration that the load is applied to the occupant by the collision timing is less than the upper limit duration The timing is as follows. That is, the deployment (operation) of the side collision airbag is started before the collision timing, and the operation continuation time for pressing against the occupant by the side collision airbag is set to a timing equal to or lower than the upper limit duration. The upper limit duration is set by an actual vehicle experiment, simulation, or the like, and is set to about several hundreds msec, for example. The deployment start timing is set in advance by actual vehicle experiments, simulations, or the like on the condition that the time required to complete deployment of these side impact airbags, the lower limit duration, and the upper limit duration. The deployment start timing may be set to the same timing for the side airbag 2s and the curtain airbag 2c, or the time required for completing the deployment of the side airbag 2s and the curtain airbag 2c is taken into consideration. Different times may be set.

  When the ECU 5 determines that the collision timing is the deployment start timing of the side airbag 2s, the ECU 5 transmits an airbag deployment start signal to the inflators 3 of the left and right side airbags 2s. When the ECU 5 determines that the collision timing has reached the deployment start timing of the curtain airbag 2c, it transmits an airbag deployment start signal to the inflator 3 of each of the left and right curtain airbags 2c.

  By deploying the side airbag 2s and the curtain airbag 2c at such timing, the thickness at the completion of deployment of the side airbag 2s and the curtain airbag 2c is set to be thicker than the initial gap. Immediately before, the side airbag 2s and the curtain airbag 2c can actively give the occupant a motion with a predetermined speed in the inward direction for a predetermined time. As a result, as shown in FIG. 2, the occupant H ′ at the position (initial position) normally sitting on the seat is moved inward (in the direction away from the side door) by a predetermined amount, as shown in FIG. The position of the occupant H can be set. This amount of movement is an amount corresponding to the difference between the thickness of the side airbag 2s and the curtain airbag 2c when the deployment is completed and the initial clearance.

  The flow of operation at the time of a side collision in the airbag device 1 will be described. Here, description will be made with reference to the model diagram shown in FIG. What is drawn by the spring indicated by the symbol B in FIG. 3 is a linear spring of a restraint system, and corresponds to a side collision airbag. 3 is a passenger, and the length indicated by the symbol E in FIG. 3A is the initial length between the passenger H and the interior material on the side of the vehicle V. It is a gap. The example of FIG. 3 is a case where the vehicle V collides with a pole P representing a road fixed object such as a telegraph pole or wall existing on the side, and is a pole model.

  The periphery monitoring sensor 4 corresponding to each direction monitors the periphery (particularly the side) of the vehicle V. The periphery monitoring sensor 4 that monitors the direction in which the pole P exists detects the pole P that exists on the side of the vehicle V. The periphery monitoring sensor 4 calculates a relative distance, a relative speed, and the like between the vehicle V and the pole P at regular time intervals, and transmits a periphery monitoring signal including the monitoring information to the ECU 5. The ECU 5 receives this periphery monitoring signal at regular intervals, and acquires information such as the presence information, relative distance, and relative speed of the object (pole P).

  The ECU 5 calculates the timing of the collision with the pole P from the relative distance, the relative speed, etc. between the vehicle V and the pole P when there is a possibility of a side collision with the pole P at regular intervals. Then, the ECU 5 determines whether or not the calculated collision timing becomes the deployment start timing of the side collision airbag at regular time intervals. When the ECU 5 determines that the collision timing has reached the deployment start timing of the side collision airbags 2s and 2c, the ECU 5 transmits an airbag deployment start signal to the inflator 3 of the side collision airbags 2s and 2c. When the inflator 3 receives this airbag deployment start signal, the gunpowder is ignited with a squib and gas is generated by burning the gas generating agent. FIG. 3A shows the time when the collision timing becomes the deployment start timing and the deployment start of the side collision airbags 2s, 2c, and the restraint system linear spring B is in a contracted state.

  When the gas is supplied from the inflator 3 to the side collision airbags 2s and 2c, the side collision airbags 2s and 2c expand and expand. FIG. 3B shows the side collision airbags 2s and 2c being deployed, and the restraint system linear spring B continues to extend. Eventually, the side collision airbags 2s, 2c reach the occupant H and start restraint. FIG. 3C shows the time when the side collision airbags 2 s and 2 c are restrained, and the restraint system linear spring B is in contact with the occupant H.

  After the restraint is started, the side collision airbags 2s and 2c are pressed while restraining the occupant H (the occupant H has penetrated into the side collision airbags 2s and 2c somewhat). As a result, the occupant H is given a load in the inner direction on the basis of the vehicle, and is given a motion with a speed in the inner direction. At this time, since the load is applied to the occupant H over a certain amount of time (because motion with speed is given), the moving speed in the outward direction is reduced as much as possible before the collision, and the side collision air The bag 2s, 2c can be moved inward using the full thickness of the bag. FIG. 3D shows the movement of the occupant H in the inner direction, and the linear spring B of the restraint system extends while contacting the occupant H.

  When the vehicle V collides side by side with the pole P, the occupant H moves outward with respect to the vehicle by the kinetic energy generated by the impact of the collision. At this time, the side collision airbags 2s and 2c absorb the kinetic energy while restraining the occupant H (the occupant H penetrates the side collision airbags 2s and 2c largely). As described above, before the collision, the occupant is moved inward as much as possible, and a distance longer than the initial gap is secured as a distance that can be used by the side collision airbags 2s, 2c. The thickness of the collision airbags 2s, 2c can be fully used, the absorption efficiency of kinetic energy is increased, and the occupant is difficult to move outward. In FIG. 3 (e), a side collision occurs and movement of the occupant H in the outward direction is shown, and the linear spring B of the restraint system contracts while contacting the occupant H.

  With reference to FIG. 4 and FIG. 5, the comparative example of the airbag apparatus 1 of this Embodiment and the conventional airbag apparatus about the movement amount (stroke) of the passenger | crew at the time of the side collision by model calculation is shown. FIG. 4 is a comparative example (comparison with a conventional apparatus) of a time-ground reference stroke graph of a vehicle, an occupant, and an air bag at the time of a side collision by model calculation. FIG. 4A shows an air bag according to the present embodiment. (B) is a conventional airbag device. FIG. 5 is a comparative example (comparison with a conventional device) of a vehicle reference stroke-deceleration graph of an occupant at the time of a side collision by model calculation, (a) is an airbag device according to the present embodiment, (B) is a conventional airbag apparatus.

  Here, model calculation (simulation) was performed using a pole model as shown in FIG. The model condition of the airbag apparatus 1 of the present embodiment is that the collision speed (vehicle initial speed) is 35 km / h (= 9.72 m / sec), the thickness of the restraint system is the initial gap + 50 mm, The deployment start timing is -70 msec. The model conditions of the conventional airbag device are that the collision speed is 35 km / h, the thickness of the restraint system is an initial gap of −50 mm, and the deployment start timing of the restraint system is 5 msec. In both conditions, the same initial clearance and maximum allowable occupant deceleration were set, and the optimal restraint spring constant was set.

In FIG. 4, the horizontal axis represents time [msec], and the vertical axis represents the ground reference stroke (movement amount on the ground reference) [mm]. Time 0 is when the vehicle hits the pole. The zero point of the ground reference stroke is the position of the interior material on the side of the vehicle when the vehicle collides with the pole, the plus side from the zero point is from the interior material position to the outside of the vehicle, and the minus side from the interior material position to the vehicle Inside. FIG. 4A shows a case where model calculation is performed by the airbag apparatus 1 of the present embodiment, where the solid line HL1 _gs indicates the occupant (outermost position), and the broken line VL1 _gs indicates the vehicle (position of the interior material on the side surface). ) shows a shows a one-dot chain line _{BL1 gs} restraint system (innermost position). FIG. 4B shows a case where a model calculation is performed using a conventional airbag device, where a solid line HL2 _gs indicates an occupant, a broken line VL2 _gs indicates a vehicle, and an alternate long and short dash line BL2 _gs indicates a restraint system. Before the restraint system (side impact airbag) is deployed, the restraint system position and the vehicle position are the same, and the position inside the initial gap is the occupant position.

In the case of the airbag device 1, as shown in FIG. 4A, the deployment of the restraint system starts 70 msec before the collision point, and the restraint system can be seen from the change HL1 _{gs of} the occupant and the change BL1 _gs of the restraint system. The position of will approach the position of the occupant. The restraint system reaches the occupant and starts restraint about 65 msec before the collision point. From around 65 msec to about 20 msec from the time of the collision, the occupant has penetrated into the restraint system, and the occupant has been pressed against the restraint system to apply a load. As a result, the moving speed of the occupant in the left-right direction (the inclination of the occupant change HL1 _gs ) is lower than the moving speed of the vehicle (the inclination of the vehicle change VL1 _gs ), and the occupant change HL1 _gs and the vehicle change VL1. _As can be seen from _gs , the occupant moves inward in the vehicle, and at the time of the collision, the gap between the occupant and the interior material on the side of the vehicle is larger than the initial gap. When the vehicle collides, the occupant greatly penetrates the restraint system as can be seen from the occupant change HL1 _gs and the restraint system change BL1 _gs, and the occupant can see the vehicle from the occupant change HL1 _gs and the vehicle change VL1 _gs. Move outside in. However, the movement of the occupant to the outside is suppressed, and as can be seen from the change HL1 _{gs of} the occupant and the change VL1 _gs of the vehicle, the amount of movement from the position of the interior material on the side of the vehicle to the outside is suppressed very slightly. It has been.

On the other hand, in the case of the conventional air bag device, as shown in FIG. 4 (b), development of restraint system after 5msec starts from the collision point, as can be seen with the occupant changes _{HL2 gs} from the change _{BL2 gs} restraint system, The position of the restraint system approaches the position of the occupant. Then, the occupant greatly penetrates the restraint system as can be seen from the occupant change HL2 _gs and the restraint system change BL2 _gs, and the occupant is outside in the vehicle as can be seen from the occupant change HL2 _gs and the vehicle change VL2 _gs. The amount of movement from the position of the interior material on the side surface of the vehicle to the outside increases.

In FIG. 5, the horizontal axis represents the vehicle reference stroke (in-vehicle movement amount) [mm], and the vertical axis represents the occupant deceleration [m / sec ² ]. The zero point of the vehicle reference stroke is the initial position (outermost position) of the occupant, the plus side from the zero point is the vehicle outside, and the minus side is the vehicle inside. FIG. 5A shows a case where model calculation is performed by the airbag apparatus 1 of the present embodiment, and the solid line HL1 _vs indicates the occupant (the outermost position). FIG. 5B shows a case where a model calculation is performed using a conventional airbag device, and a solid line HL2 _vs indicates an occupant.

In the case of the airbag device 1, as shown in FIG. 5A, before the collision, as shown by a change along the arrow AF <b> 1 in the change HL <b> 1 _vs. the occupant, the occupant moves inward on the vehicle reference to the initial position. Located on the inside. At this time, as shown in FIG. 4A, in the case of the ground reference stroke, this is a change along the arrow AF1 in the change HL1 _gs of the occupant. Then, after the collision, as shown by the change along the arrow AA1 in the change HL1 _vs. the occupant, the occupant moves outward on the basis of the vehicle, but is suppressed from the position inside the initial position to the position outside the initial position ( It moves only to the position at the maximum allowable passenger deceleration). At this time, as shown in FIG. 4A, in the case of the ground reference stroke, the change is along the arrow AA1 in the change HL1 _gs of the occupant. On the other hand, in the case of the conventional airbag device, as shown in FIG. 5 (b), after the collision, as shown by the occupant change HL2 _vs , the occupant moves outward with respect to the vehicle, and from the initial position, as shown in FIG. ) To a position significantly outside the position indicated by) (position at the maximum allowable occupant deceleration).

  As can be seen from the comparative example of FIGS. 4 and 5, the amount of movement of the occupant to the outside in the vehicle after a side collision is significantly higher in the airbag device 1 of the present embodiment than in the conventional airbag device. To reduce. In the case of the airbag apparatus 1 according to the present embodiment, since the occupant is moved inward from the initial position before the collision, the distance that can be used by the side collision airbag after the collision is longer than the initial clearance. As a result, the efficiency with which the occupant's kinetic energy generated by the impact of the side collision can be absorbed by the side collision airbag is increased, and the amount by which the occupant moves outward in the vehicle after the collision is reduced.

  Referring to FIG. 6, a comparative example between airbag device 1 of the present embodiment and a conventional airbag device regarding the amount of movement of the passenger in the vehicle (vehicle reference stroke) for each collision speed at the time of a side collision by model calculation Indicates. FIG. 6 is a comparative example (comparison with a conventional apparatus) of a graph of a collision speed at the time of a side collision-vehicle reference stroke by model calculation.

  Here, only the collision speed under the model condition is changed by a predetermined step size in the range of 20 km / h to 40 km / h, and other than that, the collision speed and the vehicle reference when the model calculation is performed under the same model condition as above. The relationship with the stroke is shown. In FIG. 6, the horizontal axis represents the collision speed [km / h], and the vertical axis represents the vehicle reference stroke (movement amount in the vehicle) [mm]. In FIG. 6, a solid line VS1 is the airbag device 1 according to the present embodiment, and a broken line VS2 is a conventional airbag device. As can be seen from VS1 and VS2, even in the case of the same collision speed, the amount of the occupant moving outward is smaller in the airbag device 1 according to the present embodiment than in the conventional airbag device. Therefore, the airbag apparatus 1 according to the present embodiment can cope with a higher collision speed than the conventional airbag apparatus with the same amount of movement to the outside of the occupant.

  Referring to FIGS. 7 and 8, the deployment start timing of the restraint system (side collision airbag) in airbag device 1 of the present embodiment regarding the amount of movement (stroke) of the occupant during a side collision by model calculation is described. The comparative example by difference is shown. FIG. 7 is a comparative example of a graph of vehicle, occupant, and airbag time-ground reference stroke at the time of a side collision by model calculation (comparison when the airbag deployment timing is changed), and (a) is an appropriate timing. This is a case where (b) is a late timing. FIG. 8 is a comparative example (comparison when changing the airbag deployment timing) of a vehicle reference stroke-deceleration graph of the occupant at the time of a side collision by model calculation, where (a) is a proper timing. , (B) is a case of late timing.

Here, about the airbag apparatus 1 of this Embodiment, only the expansion start timing was changed as a model condition, and the result at the time of performing model calculation on the model conditions similar to the above is shown. One of the deployment start timings is −70 msec (appropriate timing) as described above, and the other is −20 msec. In FIG. 7, the horizontal axis is time [msec] and the vertical axis is the ground reference stroke [mm] as in FIG. FIG. 7A shows a case where the deployment start timing is −70 msec, which is the same diagram as FIG. FIG. 7B shows a case where the deployment start timing is −20 msec, the solid line HL3 _gs indicates the occupant, the broken line VL3 _gs indicates the vehicle, and the alternate long and short dash line BL1 _gs indicates the restraint system. In FIG. 8, the horizontal axis is the vehicle reference stroke [mm] and the vertical axis is the occupant deceleration [m / sec ² ], as in FIG. FIG. 8A shows a case where the deployment start timing is −70 msec, which is the same diagram as FIG. FIG. 8B shows a case where the deployment start timing is −20 msec, and the solid line HL3 _vs indicates the occupant. 7 (a) and 8 (a) have been described with reference to FIGS. 4 (a) and 5 (a), and thus description thereof will be omitted.

When the deployment start timing is −20 msec, as shown in FIG. 7B, the deployment of the restraint system starts 20 msec before the collision point, and as can be seen from the occupant change HL3 _gs and the restraint system change BL3 _gs , The position of the restraint system approaches the position of the occupant. The restraint system reaches the occupant and starts restraint about 15 msec before the collision time. The occupant has penetrated into the restraint system from around 15 msec before the collision point, and the occupant is pressed by the restraint system and a load is applied. However, since the time during which this load is applied is short, the movement speed of the occupant in the left-right direction of the vehicle (the inclination of the occupant change HL3 _gs ) hardly decreases from the movement speed of the vehicle (the inclination of the vehicle change VL3 _gs ). As can be seen from the occupant change HL3 _gs and the vehicle change VL3 _gs , the occupant hardly moves inward in the vehicle, and the gap between the occupant and the interior material on the side of the vehicle changes almost from the initial gap at the time of the collision. Not. When the vehicle collides, the occupant greatly penetrates into the restraint system as can be seen from the occupant change HL3 _gs and the restraint system change BL3 _gs, and the occupant can see the vehicle from the occupant change HL3 _gs and the vehicle change VL3 _gs Move outside in. However, the movement of the occupant to the outside is greater than when the deployment start timing is -70 msec. As can be seen from the occupant change HL3 _gs and the vehicle change VL3 _gs , the position of the interior material on the side of the vehicle It is slightly outside (outside than when the deployment start timing shown in FIG. 7A is -70 msec).

When the deployment start timing is −20 msec, as shown in FIG. 8B, the occupant moves almost inward with respect to the vehicle as shown by the change along the arrow AF3 in the occupant change HL3 _vs. before the collision, as shown in FIG. It is almost the same as the initial position. In this case, a variation along the arrow AF3 in the passenger changes HL3 _gs in the case of ground control stroke as shown in FIG. 7 (b). Then, after the collision, as shown by the change along the arrow AA3 in the change HL3 _vs. the occupant, the occupant moves outward on the basis of the vehicle, and the development shown in FIG. It moves to a position outside the position when the start timing is -70 msec (position at the maximum allowable occupant deceleration). In this case, a variation along the arrow AA3 in the passenger changes HL3 _gs in the case of ground control stroke as shown in FIG. 7 (b).

  As can be seen from the comparative example of FIG. 7 and FIG. 8, if the deployment start timing of the side collision airbag is late, the time during which the inward load can be applied to the occupant by the side collision airbag before the collision is short. Can not give the occupant enough exercise in the inner direction. Therefore, the movement speed of the occupant does not decrease compared to the movement speed of the vehicle, and the occupant hardly moves inward. As a result, the distance that can be used by the side collision airbag after the collision is almost the initial gap, and the occupant's kinetic energy generated by the impact of the side collision cannot be absorbed by the side collision airbag. The amount of movement to the outside increases more than in the case of proper deployment start timing. Therefore, in order to improve the effect of the airbag device 1, the deployment start timing of the side collision airbag is appropriately set, and the occupant can be moved inward by reducing the moving speed of the occupant as much as possible before the collision. It is to move as much as possible. As a result, after the collision, the side collision airbag can decelerate the occupant using a long distance, and the amount of movement of the occupant to the outside can be suppressed.

  According to this airbag apparatus 1, before a side collision, the occupant is pressed inward on the vehicle basis to apply a load inward to the occupant, and the occupant is moved inward, thereby causing side collision. The distance that can be used by the airbag is increased, and the absorption efficiency of the occupant's kinetic energy by the side collision airbag can be increased. As a result, the amount by which the occupant moves outward after a side collision can be suppressed, and the occupant protection performance can be enhanced.

  Moreover, according to the airbag apparatus 1, since the duration which has added the load to the passenger | crew inside is made into the minimum duration or more, since a load is not given instantaneously, by the press by the side collision airbag, It is possible to suppress (prevent) discomfort to the occupant, to give the occupant a sufficient inward movement with a certain amount of applied load, and to move the occupant inward. Moreover, according to the airbag apparatus 1, since the load is applied to the occupant in a short period of time by setting the duration during which the load is applied to the occupant to be equal to or less than the upper limit duration, the inner direction given to the occupant The movement toward the vehicle is accompanied by a speed, the occupant can be moved inward, and the relative speed between the occupant and the collision target can be reduced.

  Moreover, according to the airbag apparatus 1, since the side collision airbag is used as means for moving the occupant inward before the side collision, the cost can be suppressed. Also, the side collision airbag is suitable because it does not involve the frictional force with the occupant by the movable seat or the like, but directly applies a load to the occupant's body side.

  In the case of a side collision, the energy absorption due to the deformation of the vehicle is very small, so the ride down effect cannot be expected, and the distance that the side collision airbag can be used is short. Therefore, to reduce the occupant's moving speed as much as possible before the side collision by the airbag device 1 and to move the occupant inward is when using a side collision airbag in a limited space on the side of the vehicle. In addition, the effect of the side collision airbag can be greatly enhanced.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in the present embodiment, a side collision airbag (side airbag, curtain airbag) is used as the pressing means for moving the occupant inward with respect to the vehicle immediately before the collision. You may comprise by other means, such as a door trim. In the case of the interior material, the interior material is structured to be movable in the vehicle inward direction, and its movable width is made larger than the initial clearance with the occupant.

  In the present embodiment, the side collision airbag and the curtain airbag are used as the side collision airbag. However, only one of these two types of airbags may be used, or another form of the side collision airbag. But you can.

  In the present embodiment, the collision is predicted based on the information detected by the surrounding monitoring sensor. However, the vehicle speed, the traveling direction, and the like of the own vehicle are detected by the sensor, and the collision is also taken into consideration with the own vehicle information. May be predicted.

  DESCRIPTION OF SYMBOLS 1 ... Airbag apparatus, 2 ... Airbag, 3 ... Inflator, 4 ... Perimeter monitoring sensor, 5 ... ECU.

Claims (2)

An occupant protection device that protects an occupant by deploying a side collision airbag at least in the event of a side collision with a vehicle,
A collision prediction means for predicting the collision timing when the vehicle may collide sideways;
A side collision airbag that presses the occupant to move the occupant inward on the vehicle basis;
Control means for activating the side collision airbag at a timing before the collision timing predicted by the collision prediction means;
With
The control means starts deployment of the side collision airbag so that the deployment of the side collision airbag is completed before the collision timing predicted by the collision prediction means,
The timing at which the control means activates the side collision airbag is the operation continuation time for pressing by the side collision airbag until the collision timing predicted by the collision prediction means. The occupant protection is characterized in that it is set so as to be not less than the time during which the occupant does not feel uncomfortable by pressing by the time and not longer than the time during which the occupant can be given inward movement by pressing by the side collision airbag. apparatus. Timing at which the control means operates the air bag the side collision, duration, appended a load to the passenger by a pressing by the air bag side impact until the predicted collision time by the collision prediction means, said It is set so as to be not less than the time during which the occupant does not feel uncomfortable by pressing with the side collision airbag, and not more than the time during which the occupant can be given inward movement by pressing with the side collision airbag. occupant protection system according to claim 1 Symbol mounting features.

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