JP5901915B2 - Curtain airbag - Google Patents

Description

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

  In recent years, high safety is required for vehicles. This trend is common throughout the world, and at present, airbags are almost standard equipment around the world as a vehicle safety device. Further, in business operators related to vehicle development, further improvement of safety is listed as an important development theme, and new airbags are being developed every day accordingly.

  Vehicle safety assessment standards vary from country to country, and each company is developing products to meet multi-country assessment standards. For example, in the United States, which has the largest number of automobiles in the world, FMTSS (Federal Automobile Safety Standards) has been established by NHTSA (National Highway Traffic Safety Administration). Currently, NHTSA's notification of the formulation of FMVSS rules (NPRM: Notice of Proposed Rule Making: Docket Number; NHTSA-2009-0183) states that “relaxation will be mitigated in the event of a side impact or rollover. A requirement has been proposed that the system reduces the likelihood of occupant emissions through the side windows. This requirement can be achieved by providing a curtain airbag as an off-vehicle emission reduction countermeasure device that forms an emission reduction system.

  The curtain airbag is an airbag that is installed above the door and inflates and deploys along the side window of the vehicle when an impact occurs. The inflating region of the curtain airbag is divided into a plurality of small chambers (chambers) in consideration of the ease of gas flow. For example, Patent Document 1 discloses a head protection airbag device (curtain airbag) in which an end side inflating portion (end chamber) is inflated and deployed on the vehicle inner side than other chambers. In Patent Document 1, a tension cloth is passed from the expansion region on the center side in the vehicle front-rear direction to the front pillar through the outside of the end chamber. The tension cloth is tensioned when the curtain airbag is inflated and deployed, and moves so as to push the end chamber to the inside of the vehicle. According to Patent Document 1, the end chamber that has moved to the inside of the vehicle can provide accurate protection even when an occupant moves obliquely forward of the vehicle due to an impact.

JP 2008-6895 A

  Currently, there is a demand for curtain airbags to further improve the performance of preventing passengers from releasing outside the vehicle. In order to improve the out-of-vehicle release prevention performance, it is effective to contact an occupant at an early stage and restrain it. This is because if the restraint is early, the amount of movement of the occupant toward the outside of the vehicle decreases. In that respect, the curtain airbag described in Patent Document 1 is inflated and deployed at a position where the end chamber is closer to the occupant than the conventional one (a posture biased toward the inside of the vehicle), and thus can contact the occupant at an early stage. However, for example, when the occupant is large, the load applied to the end chamber at the time of contact with the occupant increases. In such a case, the posture of the end chamber that is biased toward the inside of the vehicle may be lost, and the amount of movement of the occupant may be slightly reduced.

  In view of such a problem, an object of the present invention is to provide a curtain airbag that can restrain an occupant early and has high occupant restraint performance.

  In order to solve the above-described problems, a typical configuration of a curtain airbag according to the present invention is a curtain airbag that is housed above a side surface portion of a vehicle compartment and inflates and deploys along the side surface portion. An end chamber defined by a non-inflatable region at at least one end in the vehicle front-rear direction of an inflating region where gas flows in and expands in the bag, and on and around the end chamber on the inside of the curtain airbag A posture holding portion that is coupled across the non-inflatable region at a position on the inflatable region, and the distance between the positions where the posture holding portion is joined is inflated and deployed without the posture holding portion. In some cases, it is longer than the length of the posture holding portion.

  According to the above configuration, when the end chamber is expanded, the end chamber is pulled toward the vehicle inner side by the posture holding portion, and becomes a posture biased toward the vehicle inner side. Thereby, since the distance between the end chamber and the occupant is reduced, the end chamber can contact the occupant at an early stage. In addition, since the tension from the posture holding unit is always applied to the end chamber, the end chamber can restrain the occupant without breaking the posture even when the load received from the occupant is large. In addition, the distance between the positions where the posture holding unit is coupled is a three-dimensional path between the positions on the outer surface of the curtain airbag, and is not a distance connecting the positions linearly.

  Furthermore, the posture holding unit covers a non-inflatable region (seam portion) that partitions the end chamber. Since the seam portion does not expand, a valley is formed in the vicinity of the seam portion when the surrounding chamber expands. In other words, the vicinity of the seam portion is recessed toward the vehicle outer side than the surrounding chamber. Therefore, early contact with the passenger is difficult near the seam. Therefore, in the above configuration, by filling the valley near the seam portion with the posture holding portion, it is possible to make early contact with the occupant even in an area that is originally a valley. As described above, according to the above configuration, the occupant can be restrained early and with high occupant restraint performance.

  The curtain airbag is located outside the curtain airbag, in a region closer to the center than the terminal on the end chamber side of the curtain airbag, and further away from the curtain airbag than the terminal. The strap may be further connected to a pillar projecting inward of the vehicle from the side window, and the strap may have a shape that is tensioned in the vehicle front-rear direction by the curtain airbag after being inflated and deployed.

  The end chamber is inflated and deployed so as to overlap the strap, so that the inflated deployment and movement to the outside of the vehicle are prevented. As a result, the vehicle can be further inflated and deployed to the inside of the vehicle, and the amount of movement to the outside of the vehicle when contacting the occupant is reduced. Therefore, by combining with the above-described posture holding unit, it is possible to improve the performance of preventing the passenger from releasing outside the vehicle.

  The attachment position of the strap to the curtain airbag may be the non-inflatable region. The non-inflatable region (the seam portion) is bonded to the base fabric on the front and back of the curtain airbag, and has a higher strength than the inflatable region. Therefore, it is possible to attach the strap suitably.

  The posture holding portion may have a wide shape, and may be attached to cover an expected collision area that is a collision target of an impactor that simulates an occupant in an out-of-vehicle release prevention performance evaluation test.

  Said attitude | position holding | maintenance part is a site | part located in the vehicle interior most on the said curtain airbag in the vehicle width direction. For this reason, if the posture holding unit comes into contact with the occupant, the occupant can be restrained early. In particular, in the above configuration, the posture holding unit is attached to a position in the chamber that covers the assumed collision area. Thereby, early contact with the impactor is possible in the out-of-vehicle emission prevention performance evaluation test, and early occupant restraint can be performed more quickly even when an actual impact occurs.

  The posture holding unit may have a belt shape, and may be installed so as to pass through the center of the assumed collision area with respect to the expected collision area of the impactor that simulates the occupant in the vehicle outside release prevention performance evaluation test. .

  The posture holding unit has a simple configuration in which the amount of material used is suppressed by forming a belt shape. Therefore, it is possible to contribute to a reduction in manufacturing cost. And by attaching so that it may pass through the center of a collision assumption area | region, it is possible to perform a passenger | crew's early restraint more efficiently and rapidly.

  The curtain airbag further includes a second posture holding portion coupled to a predetermined position on the posture holding portion and a position away from the posture holding portion, and the second posture holding portion is a second posture holding portion. You may couple | bond between the positions distant from the length.

  According to the said structure, the early contact with a passenger | crew is attained in a wider area | region by providing a 2nd attitude | position holding | maintenance part. Thereby, it is possible to further improve the performance of preventing the passenger from releasing outside the vehicle.

  According to the present invention, it is possible to provide a curtain airbag that can restrain an occupant early and has high occupant restraint performance.

It is a figure which illustrates the curtain airbag concerning 1st Embodiment of this invention. It is a figure which illustrates the curtain airbag of the deployment state of Drawing 1 (b) from each direction. It is AA sectional drawing of FIG.1 (b). It is the elements on larger scale of FIG.1 (b). It is a figure which illustrates a vehicle release performance evaluation test. It is a figure which illustrates the curtain airbag concerning 2nd Embodiment of this invention. It is a figure which illustrates the other example of attachment of the attitude | position holding | maintenance part of FIG. It is a figure which illustrates the modification of 1st Embodiment.

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

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

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

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

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

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

  FIG. 2 is a diagram illustrating the curtain airbag in the deployed state of FIG. 1B from each direction. 2A illustrates the airbag 100 as viewed from the inside of the vehicle, and FIG. 2B illustrates the airbag 100 as viewed from the outside of the vehicle.

  As illustrated in FIG. 2A, a tab 120 is provided on the upper edge of the airbag 100 as an attachment member. The tab 120 is a band-shaped member used when the airbag 100 is attached to the vehicle 102. The tab 120 is provided with a bolt hole 122 through which a bolt for fastening to the vehicle 102 is passed.

  The expansion region 124 is a region where gas flows in and expands. In the event of an emergency such as a collision, the occupant is received and restrained by the expansion region 124, and is protected from a crash into the side surface of the vehicle and a jump out of the vehicle. The expansion region 124 is divided into a plurality of small chambers (chambers) by a non-expansion region. The non-inflatable region is a region that does not inflate, and is configured by joining the base fabric on the front and back of the airbag 100.

  Of the plurality of chambers, a main chamber 124a is installed slightly in front of the center of the expansion region 124 in the vehicle longitudinal direction. As illustrated in FIG. 1B, the main chamber 124a is inflated and deployed substantially beside the front seat 116. Since the main chamber 124a is inflated and deployed at a position closest to the occupant of the front seat 116, the occupant who is shocked by a normal side collision is usually protected by the main chamber 124a.

  As an end chamber in the embodiment, a front chamber 124b is installed at the front end of the expansion region 124 in the vehicle front-rear direction. The front chamber 124b is inflated and deployed on the front side of the front seat space as illustrated in FIG. The front chamber 124b protects the occupant of the front seat 116 whose seating posture has been greatly lost, especially during a rollover. The front chamber 124b is partitioned from the surrounding inflating region 124 by a seam portion 126 that is a non-inflating region.

  As illustrated in FIG. 2B, the front chamber 124 b is connected to the main chamber 124 a and the gas inlet 128. Gas passes through the gas inlet 128 from the main chamber 124a toward the front chamber 124b. Since the gas flow path to the front chamber 124b is limited to only the gas inlet 128, the amount of gas received per unit time is limited in the front chamber 124b. Therefore, the front chamber 124b is a so-called delay chamber in which the expansion and deployment is completed later than the other chambers.

  Since the front chamber 124b is a delay chamber, it can be easily handled by rollover. The front chamber 124b mainly restrains an occupant whose posture is largely lost during rollover. Since the rollover occurs following the occurrence of a side collision or the like, there is a corresponding time difference between the time when the front chamber 124b is required after the collision is detected by the sensor. Therefore, in the airbag 100, the supply of gas to the front chamber 124b is delayed, and the inflation thereof is controlled so that the pressure increases most at the time of rollover.

  As illustrated in FIG. 2A, a posture holding unit 130 is provided on the vehicle interior side of the front chamber 124b and the main chamber 124a. The posture holding unit 130 changes the posture of the front chamber 124b after inflated and deployed so that the distance between the front chamber 124b and the occupant is close (see FIG. 3). In the present embodiment, the posture holding part 130 is coupled to the edge part 132 on the front chamber 124b side (vehicle front side) of the airbag 100 and the seam part 134 on the rear side of the main chamber 124a. In the present embodiment, the posture holding unit 130 has a wide shape and is made of the same cloth material as the surrounding inflated region.

  FIG. 3 is a cross-sectional view taken along the line AA in FIG. 3 is longer than the length of the posture holding portion 130 when the airbag 100 is inflated without the posture holding portion 130. Here, the distance from the edge portion 132 to the seam portion 134 is a three-dimensional path between the edge portion 132 and the seam 134 on the outer surface of the airbag 100. That is, it is not a distance connecting the edge portion 132 and the seam portion 134 with a straight line. As a result, the posture holding unit 130 is coupled, so that the front chamber 124b is pulled toward the inside of the vehicle at the time of inflation and deployment, and the posture is bent at the seam portion 126. As a result, the distance between the front chamber 124b and the occupant is close. In addition, since the tension from the posture holding unit 130 is always applied, the front chamber 124b can restrain the occupant without breaking the posture even when the load received from the occupant is large. Further, by receiving the tension from the posture holding unit 130, the deployment behavior of the front chamber 124b is also stabilized during the expansion and deployment.

  As illustrated in FIG. 1B, the posture holding unit 130 is coupled across the seam 126 in the vehicle front-rear direction. As illustrated in FIG. 3, since the seam portion 126 does not expand, a valley is formed in the vicinity of the seam portion 126 when the surrounding front chamber 124 b and the main chamber 124 a are expanded. In other words, the vicinity of the seam portion 126 is deeper outside the surrounding chamber than the surrounding chamber. Therefore, early contact with the passenger is difficult near the seam portion 126. Therefore, by filling the valley in the vicinity of the seam portion 126 with the posture holding unit 130, it is possible to make an early contact with an early stage even in an area that is originally a valley.

  FIG. 4 is a partially enlarged view of FIG. 1B, and particularly illustrates the posture holding unit 130 in an enlarged manner. The assumed collision area E illustrated in FIG. 4 is an area defined based on the window frame as a collision target of the impactor 160 (see FIG. 5) in the vehicle release prevention performance evaluation test based on NPRM (NHTSA-2009-0183). The impactor 160 is a test device that simulates an occupant that collides with an airbag to be tested from the inside of the vehicle.

  More specifically, the assumed collision area E includes NPRM (NHTSA-2009-0183), V. “Proposed Ejection Mitigation Requirements and Test Procedures”, d. “Locations Where the Device Would Impact the Ejection Mitigation Countermeasure To Asses Efficacy” 4. When an out-of-vehicle emission test was conducted for the target locations specified in “Method for Determining Impactor Target Locations”, the impactor specified in NPRM V. “Proposed Ejection Mitigation Requirements and Test Procedures” It is an area that may pass through. The hit point center of the assumed collision area is defined by the hit point position at the center of each target described in the NPRM, for example, each point shown in A1 to A4.

  The rule formulation notice (NPRM: Docket No. NHTSA-2009-0183) shown in the present specification is based on the officially established FMVSS226.

  At the time of a side impact test based on NPRM (NHTSA-2009-0183), the impactor 160 as a test device is caused to collide with a predetermined hitting point set on the curtain airbag to evaluate the safety of the curtain airbag (prevention of release from the vehicle) Performance evaluation test). Particularly, the hit point in the forefront of the side window 114a (the center of the assumed collision area E) is referred to as an A1 hit point. The posture holding unit 130 is attached to a position covering the assumed collision area E.

  As illustrated in FIG. 3, the posture holding unit 130 is a portion that is located on the innermost side in the vehicle width direction. Therefore, if the posture holding unit 130 comes into contact with the occupant, the occupant can be restrained early. In particular, in the present embodiment, the posture holding unit 130 is attached to a position covering the assumed collision area E in the front chamber 124b. As a result, early contact with the impactor 160 and thus early restraint of the occupant are achieved.

  Reference is again made to FIG. A strap 136 is provided on the vehicle front side of the airbag 100. The strap 136 is a string-like member that holds the inflated and deployed airbag 100 so as to follow the side surface of the vehicle. As illustrated in FIG. 1B, the strap 136 is connected to the front pillar 106.

  As illustrated in FIG. 2B, the strap 136 is attached to the vehicle exterior side of the airbag 100 and a region closer to the center than the front end of the airbag 100 on the front chamber 124 b side. In the present embodiment, the attachment position of the strap 136 to the airbag 100 is the seam portion 126. The seam portion 126 is bonded to the base fabric on the front and back of the airbag 100, and has a higher strength than the inflatable region 124. Therefore, the strap 136 can be suitably attached.

  As illustrated in FIG. 3, the front pillar 106 to which the strap 136 is attached is at a position further away from the end of the airbag 100 when viewed from the seam portion 126. The front pillar 106 protrudes inward of the vehicle from the side window 114a. The strap 136 is shaped to be tensioned in the vehicle front-rear direction by the airbag 100 after being inflated and deployed. The front chamber 124b can be inflated and deployed further on the vehicle interior side by being inflated and deployed on the strap 136. Further, since the front chamber 124b is prevented from moving to the outside of the vehicle by the strap 136, the amount of movement to the outside of the vehicle at the time of contact with the occupant is reduced. Therefore, by combining with the above-described posture holding unit 130, it is possible to improve the performance of preventing the passenger from releasing outside the vehicle.

  FIG. 5 is a diagram illustrating an out-of-vehicle release performance evaluation test. FIG. 5 corresponds to FIG. 3 and exemplifies the comparison between the airbag 100 according to the present embodiment and a conventional curtain airbag (hereinafter referred to as “airbag 10”). Since the vehicle release performance evaluation test is performed with the side window opened or removed, the side window is indicated by a virtual line in FIG.

  In the vehicle release prevention performance evaluation test based on NPRM (NHTSA-2009-0183), as illustrated in FIG. The impact amount of the impactors 160 and 12 to the outside of the vehicle is measured. The measurement of the amount of movement is performed with reference to a vertical plane that is in contact with the outermost surface of the impactor 160 when the impactors 160 and 12 are in contact with the inner surface of the side window. FIG. 5A illustrates a case where the A1 hit point illustrated in FIG. 3 is used as the collision target of the impactors 160 and 12.

  In both the airbag 100 and the airbag 10, the straps 136 and 16 are tensioned in the vehicle front-rear direction outside the front chambers 124 b and 14. Therefore, when the impactors 160 and 12 collide with the front chambers 124 b and 14 from the inside of the vehicle, the front chambers 124 b and 14 are pressed against the straps 136 and 16. At that time, in the conventional airbag 10 in which the posture holding unit 130 is not provided, the posture of the front chamber 14 changes so as to rotate inward of the vehicle around the seam portion 18.

  On the other hand, in the airbag 100 of the present embodiment, a tension is always applied to the front chamber 124b by the posture holding unit 130. Therefore, even if the impactor 160 comes into contact, the posture biased toward the vehicle interior side of the front chamber 124b is maintained without breaking. Therefore, compared to the impactor 12, the amount of movement of the impactor 160 to the outside of the vehicle is reduced by about distance D1.

  In the performance evaluation test for prevention of release outside the vehicle, the impactor is evaluated by colliding with multiple locations on the airbag. For example, as shown in FIG. 5B, the impactor 160 may collide with the seam portion 126 illustrated in FIG.

  Since the seam portions 126 and 18 do not expand, valleys are formed in the vicinity of the seam portions 126 and 18. Therefore, as illustrated as the airbag 10, in the vicinity of the seam portion 18, the contact with the impactor 12 occurs at a position outside the vehicle. On the other hand, in the airbag 100 of the present embodiment, the valley in the vicinity of the seam portion 126 is filled by the posture holding unit 130. As a result, even if the region is originally a valley, the posture holding unit 130 can contact the impactor 160 at a position on the inner side of the vehicle at a distance D2 from the airbag 10.

  As described above, the front chamber 124b of the airbag 100 can contact an occupant at an early stage, and can exhibit high occupant restraint performance without breaking the posture even when in contact with the occupant.

(Second Embodiment)
FIG. 6 is a diagram illustrating a curtain airbag according to the second embodiment of the present invention. FIG. 5 corresponds to FIG. 4 and illustrates the vicinity of the vehicle front side of the curtain airbag according to the second embodiment (hereinafter referred to as “airbag 200”) as viewed from the vehicle interior side. The airbag 200 illustrated in FIG. 6 is different from the airbag 100 of the first embodiment in the shape of the posture holding unit 230.

  The posture holding unit 230 has a band shape that is narrower than the posture holding unit 130 of the first embodiment. The posture holding unit 230 is attached so as to pass through the center (A1 hit point) of the assumed collision area E. Even in the belt-shaped posture holding unit 230, the front chamber 124b is moved to the inside of the vehicle in the same manner as in FIG. 3 so that the occupant can be restrained early, and the same release prevention performance as that of the airbag 100 in FIG. It is possible to demonstrate. Further, since the posture holding unit 230 has a simple band shape, it is possible to suppress the material used for the posture holding unit 230. Therefore, it can contribute to the reduction of manufacturing cost.

  The posture holding unit 230 can be attached so as to pass through a plurality of hit points. FIG. 7 is a diagram illustrating another example of attachment of the posture holding unit 230 of FIG. As illustrated in FIG. 7, it is possible to attach the vehicle in a posture inclined in the vehicle front-rear direction so as to pass the A1 hit point and the A3 hit point on the rear side and above the A1 hit point. By attaching the posture holding unit 230 in this manner, it is possible to position a region where the occupant is highly likely to collide more widely to the vehicle interior side.

(Modification of each embodiment)
A modification common to the above embodiments will be described by taking the first embodiment as an example. FIG. 8 is a diagram illustrating a modification of the first embodiment. FIG. 8A corresponds to FIG. 2A, and FIG. 8B corresponds to FIG. The airbag 300 illustrated in FIG. 8 is different from the airbag 100 of FIG. 2A and the like in that the airbag 300 illustrated in FIG.

  The second posture holding unit 330 illustrated in FIG. 8A is coupled to a predetermined position on the posture holding unit 130 and a position away from the posture holding unit 130. In that case, the 2nd attitude | position holding | maintenance part 330 is couple | bonded between the positions away from the length of the 2nd attitude | position holding | maintenance part 330. FIG. In FIG. 8A, the rear end of the second posture holding unit 330 is attached to the seam unit 332.

  As illustrated in FIG. 8B, by providing the second posture holding unit 330, the region where the posture holding unit 130 is coupled is further pulled toward the inside of the vehicle. Further, the valley in the vicinity of the seam portion 134 on the vehicle center side is filled by the second posture holding unit 330, and early contact with the passenger in the vicinity of the valley is possible. As described above, the distance between the airbag and the occupant is reduced in a wider area by attaching the second posture holding portion to the first posture holding portion. Thereby, it is possible to further improve the passenger's ability to prevent the vehicle from being released outside the vehicle.

  In the above embodiment, the front chamber has been described as the end chamber. However, the technical idea of the present invention can be applied to a rear chamber, which is an end chamber on the vehicle rear side, and the distance between the airbag and the occupant can be made closer to the side of the rear seat.

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

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

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

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

DESCRIPTION OF SYMBOLS 10 ... Air bag, 14 ... Front chamber, 18 ... Seam part, 100 ... Air bag, 102 ... Vehicle, 104 ... Roof side rail, 106 ... Front pillar, 108 ... Center pillar, 110 ... Rear pillar, 112 ... Inflator, 114a ... Side window, 116 ... front seat, 118 ... rear seat, 120 ... tab, 122 ... bolt hole, 124 ... expansion region, 124a ... main chamber, 124b ... front chamber, 126 ... seam part, 128 ... gas inlet, 130 ... Posture holding part, 132 ... Edge, 136 ... Strap, 160 ... Impactor, 200 ... Air bag, 230 ... Posture holding part, 300 ... Air bag, 330 ... Second posture holding part, 332 ... Seam part, A1, A3 ... RBI, D1, D2 Distance, E ... collision assumption area

Claims (4)

A curtain airbag that is housed above a side surface in a vehicle compartment and inflates and deploys along the side surface,
An end chamber defined by a non-inflatable region at at least one end in the vehicle front-rear direction of an inflating region where gas flows in and expands among the curtain airbag;
On the vehicle inner side of the curtain airbag, the position holding unit coupled across the non-inflatable region at a position on the end chamber and on the surrounding inflated region,
The distance between the position and orientation holding unit is attached, when the curtain air bag without attitude holding portion is inflated and deployed, rather longer than the length of the posture holding portion,
The curtain airbag further includes a region outside the curtain airbag that is on the center side of the end of the curtain airbag on the end chamber side, and a position further away from the curtain airbag than the end. It has a strap connected to the pillar that protrudes to the inside of the car than the side window,
The strap has a shape that is tensioned in the vehicle front-rear direction by the curtain airbag after inflated and deployed,
The attachment position of the strap to the curtain airbag is the non-inflatable region spanned by the posture holding portion,
The curtain airbag according to claim 1, wherein the end chamber is inflated and deployed so as to overlap the posture holding portion and the strap . A curtain airbag that is housed above a side surface in a vehicle compartment and inflates and deploys along the side surface,
An end chamber defined by a non-inflatable region at at least one end in the vehicle front-rear direction of an inflating region where gas flows in and expands among the curtain airbag;
On the vehicle inner side of the curtain airbag, the position holding unit coupled across the non-inflatable region at a position on the end chamber and on the surrounding inflated region,
The distance between the positions where the posture holding unit is coupled is longer than the length of the posture holding unit when the curtain airbag is inflated and deployed without the posture holding unit.
The curtain airbag further includes
A second posture holding portion coupled to a predetermined position on the posture holding portion and a position away from the posture holding portion;
The curtain airbag according to claim 2, wherein the second posture holding portion is coupled between positions separated from the length of the second posture holding portion . The posture holding portion is a wide shape, according to claim 1 or 2, characterized in that mounted over the collision assumed region as the collision target impactor simulating the occupant in the vehicle exterior emission preventing performance evaluation test Curtain airbag. The posture holding part is in a belt shape, and is installed so as to pass through the center of the assumed collision area with respect to the assumed collision area of the impactor that simulates the occupant in the outside release prevention performance evaluation test. The curtain airbag according to claim 1 or 2 , characterized by the above.

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