JP6108973B2 - Curtain airbag device for vehicle - Google Patents

Description

  The present invention can appropriately protect an occupant entering the front pillar with respect to the small overlap mode, and can prevent the occupant from colliding with the door trim, and the curtain airbag itself. The present invention relates to a curtain airbag device for a vehicle having a simple configuration.

  As a vehicle collision mode, there is a small overlap mode, and an improvement in passenger protection performance for this mode is being studied. The small overlap mode refers to a collision mode in which the collision object overlaps only from the end in the vehicle width direction to a portion corresponding to 25% of the vehicle width in the offset frontal collision mode. In this collision mode, a rotational moment is applied to the vehicle, and the occupant enters the vehicle diagonally between the front window glass and the side window glass.

  Patent Documents 1 and 2 are known as curtain airbags that have been developed in a small overlap mode so as to appropriately protect an occupant entering a front pillar between a front window glass and a side window glass.

  The “occupant protection device” of Patent Document 1 includes a curtain chamber airbag body suspended from a front pillar and a roof panel, a first chamber that is deployed in a space between a side window and a center pillar, and a driver's head, A second chamber and a third chamber that develops in a space between the side window, the front pillar, and the instrument panel and the head of the driver are formed. At the time of a micro lap collision, the deployed third chamber receives the reaction force from the instrument panel, thereby receiving the head of the driver moving toward the front pillar.

  In the “side curtain airbag” of Patent Document 2, when the curtain airbag is folded, the front chamber is folded back onto the main chamber. The tether or sail panel is located at substantially the same location as the seam connecting the airbag. The front chamber is supported by a sail panel along the entire length in the longitudinal direction of the chamber when expanded. Further, the front chamber may move the front chamber over or into the main chamber using a variety of methods. For example, it may be folded in a Z-fold or bellows type, may be pushed into the main chamber, or may be wound up.

International Publication No. WO2012 / 111073A1 JP2010-202187A

  In Patent Document 1, a third chamber for receiving the head of the driver moving toward the front pillar is provided, but how the third chamber is incorporated into the curtain shield airbag body and how it is attached to the vehicle body. In addition, there is a problem that the specific configuration for appropriately expanding and inflating is not clear, and the feasibility is poor.

  In the small overlap mode, an occupant entering the front pillar between the front window glass and the side window glass may strongly collide with the door trim. In patent document 2, there existed a subject that it cannot prevent appropriately that a passenger | crew collides with a door trim in small overlap mode.

  The present invention was devised in view of the above-described conventional problems, and can appropriately protect an occupant entering the front pillar against the small overlap mode, and the occupant collides with the door trim. It is an object of the present invention to provide a curtain airbag device for a vehicle that can prevent the occurrence of the failure and has a simple configuration of the curtain airbag itself.

A curtain airbag device for a vehicle according to the present invention is a curtain airbag device for a vehicle having a curtain airbag for a vehicle that expands and inflates along the side surface from the upper side to the lower side of the vehicle interior. A main chamber formed in a bag and having a front end portion that is expandable and inflated downward in the vicinity of the front pillar of the vehicle; and the curtain airbag separated from the main chamber by a partition portion of the front end portion of the main chamber ; In the vicinity of the partition part, it is folded back toward the vehicle interior and rearward of the vehicle and is provided so as to overlap the main chamber . Further, the upper end is set below the upper end of the main chamber , and the curtain airbag is deployed. when inflated, the additional chamber is deployed and inflated superimposed to the main chamber toward the front end portion of the main chamber to the rear of the vehicle, the upper It is formed through the partition portion, and a communication portion for communicating the main chamber and the additional chamber, near the lower end of the main chamber, by combining at least a portion of the vicinity of the lower end portion of the additional chamber, the main deploying inflatable And a chamber coupling portion that overlaps the chamber and the additional chamber that expands and expands .

  It is preferable that the upper end portion of the additional chamber is set at a position lower than the upper end portion position in the vertical height direction of the main chamber. Preferably, the upper end portion of the additional chamber is set at a position lower than an intermediate position in the vertical height direction of the main chamber.

  The chamber coupling portion includes an extension portion in which a non-expanded portion of a lower end portion of the additional chamber is extended downward, and a distal end portion of the extension portion is coupled to the vicinity of the lower end portion of the main chamber. desirable. Alternatively, the chamber coupling part includes an extension part in which a non-expanded part of a lower end part of the main chamber is extended downward, and a tip part of the extension part is joined to a vicinity of a lower end part of the additional chamber. It is preferable. Alternatively, the chamber coupling part includes a first extension part in which a non-expanding part of a lower end part of the main chamber is extended downward and a second extension part in which a non-expanding part of a lower end part of the additional chamber is extended downward. It is desirable that the tip portions of the first extension portion and the second extension portion are coupled to each other.

  The chamber coupling part preferably includes a bridge member that couples the vicinity of the lower end of the main chamber to the vicinity of the lower end of the additional chamber. The bridge member is preferably constituted by a tether.

  The chamber coupling part may be formed on the curtain airbag and may be formed by coupling a non-inflatable portion that partitions the main chamber and the additional chamber. The coupling of the chamber coupling part is preferably formed by sewing or bonding.

  It is desirable that the curtain airbag is provided with a first tab for fixing the curtain airbag to the vehicle so as to be positioned near the upper portion of the partition portion. It is preferable that the main chamber is composed of a plurality of cells, and the additional chamber is provided so as to overlap with a cell including a hit point that is a center of a set occupant's assumed collision area. It is desirable that the additional chamber is folded back at the vehicle front position of the partition section.

  Preferably, the curtain airbag is provided with a strap having a front end connected to the front pillar at a first attachment point and applying tension to the main chamber when the main chamber is deployed. It is desirable that a rear end portion of the strap is connected to a second attachment point near the partition portion. It is preferable that the rear end portion of the strap is attached to the second attachment point by sewing, and the sewing is formed so as to avoid folding when the additional chamber is overlapped with the main chamber.

  The first attachment point may be set so as to include a horizontal second plane obtained by translating a horizontal first plane that passes through a hitting point that is the center of the assumed collision area of the main chamber by 30 to 50 mm downward. preferable. It is desirable that a center line in the width direction of the strap is within a range where the second plane can exist. It is preferable that the second attachment point is set below the first attachment point.

  The communication portion is preferably positioned above a door trim line of the vehicle when the vehicle curtain airbag is deployed and inflated.

In the curtain airbag device for a vehicle according to the present invention, the passenger entering the front pillar can be appropriately protected against the small overlap mode, and it is possible to accurately prevent the passenger from colliding with the door trim. In addition, the configuration of the curtain airbag itself is simple and the productivity can be improved. Specifically, the chamber coupling portion can be operated by positioning the additional chamber and the main chamber relative to each other in a state in which the main chamber that expands and expands and the additional chamber that expands and expands are reliably overlapped. In this mode, it is possible to properly protect an occupant who tries to collide with the door trim while falling toward the front pillar.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view showing a curtain airbag device for a vehicle according to an embodiment of the present invention, showing a state in which a curtain airbag is attached and fixed to a vehicle in a stored state. FIG. 2 is a front view of a curtain airbag device for a vehicle shown in FIG. 1 in a non-inflated state before the additional chamber is folded back. FIG. 3 is a front view after the additional chamber is folded back to the vehicle interior side of the main chamber in a non-inflated state of the curtain airbag of the vehicle curtain airbag device shown in FIG. 1. FIG. 5 is a cross-sectional view taken along line B-B in FIG. 3. It is a front view which shows the operating state of the curtain airbag apparatus for vehicles shown in FIG. It is the top view which looked down from the compartment upper direction which shows the operation state of the curtain airbag apparatus for vehicles shown in FIG. It is CC sectional view taken on the line in FIG. It is a figure which shows typically the position of the strap in the curtain airbag apparatus for vehicles of FIG. It is a schematic diagram which illustrates a mode that an impactor collides with the 2nd cell of the curtain airbag apparatus for vehicles of FIG. 10 is a graph schematically showing the relationship between the displacement of the impactor of FIG. 9 and the load applied to the impactor. It is a figure which illustrates about a collision assumption area. It is a figure which shows the result of a vehicle exterior release prevention performance evaluation test. It is explanatory drawing of the 1st modification of the chamber coupling | bond part employ | adopted as the curtain airbag apparatus for vehicles concerning this invention. It is a top view explaining the effect | action of the 1st modification of the chamber coupling | bond part shown in FIG. It is explanatory drawing of the 2nd modification of the chamber coupling | bond part employ | adopted as the curtain airbag apparatus for vehicles concerning this invention. It is explanatory drawing of the 3rd modification of the chamber coupling | bond part employ | adopted as the curtain airbag apparatus for vehicles concerning this invention.

  Hereinafter, a preferred embodiment of a curtain airbag device for a vehicle according to the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a side view showing a state in which the curtain airbag device for a vehicle according to the present embodiment is attached and fixed to a vehicle in a stored state. 2 and 3 are front views of the curtain airbag device for a vehicle according to the present embodiment in a non-inflated state, in which FIG. 2 shows a state before the additional chamber is folded, and FIG. 3 shows the additional chamber as the main chamber. The state after turning back to the vehicle interior side is shown. 4 is a cross-sectional view taken along line BB in FIG. FIG. 5 is a front view showing an operating state of the vehicle curtain airbag device shown in FIG. FIG. 6 is a plan view of the vehicle curtain airbag device shown in FIG. 7 is a cross-sectional view taken along the line CC in FIG.

  As is well known, the curtain airbag 2 of the vehicle curtain airbag device 1 is formed of a flexible cloth-like material, and is a side window 3 that forms a side surface portion of the vehicle compartment 5 in a retracted or folded storage state. Is stored in the roof side rail 4 located above the roof. If necessary, a portion of the curtain airbag 2 on the vehicle front side is stored in the front pillar 6.

  The curtain airbag 2 is provided with tabs 9 and 10. The curtain airbag 2 is attached and fixed to the vehicle by attaching the tabs 9 and 10 to the roof side rail 4 or the like. When the inflator gas is introduced into the curtain airbag 2, the curtain airbag 2 is expanded and inflated along the side window 3 downward from the roof side rail 4 or the like. In the figure, 11 is a center pillar.

  As shown in FIGS. 2 to 7, the curtain airbag 2 of the vehicle curtain airbag device 1 according to the present embodiment is partitioned by a non-inflatable portion 31 formed over the entire outer periphery of the curtain airbag 2. A hollow chamber-shaped main chamber 12 and an additional chamber 13 are provided. The main chamber 12 has an outer dimension that substantially covers the entire side window 3 of the vehicle from the driver seat 14 to the rear seat 15 on one side in the vehicle width direction and from the passenger seat to the rear seat 15 on the other side in the vehicle width direction. It is formed. On the door of the vehicle, a door trim 34 is formed just below the side window 3 so as to protrude toward the inside of the vehicle interior 5 (see FIGS. 1, 6 and 7).

  Inflator gas is introduced into the main chamber 12 from an inflator 16 attached to the top of the curtain airbag 2. When the inflator gas is introduced, the main chamber 12 expands and expands between the side window 3 of the vehicle and the occupant, and receives and protects the occupant.

  The main chamber 12 is formed so that the position of the front end portion reaches at least the side of the steering wheel 17. As a result, the front end portion of the main chamber 12 can be expanded and inflated downward near the front pillar 6 on the vehicle rear side of the front pillar 6 (see FIGS. 5 and 6). Preferably, the front end portion of the main chamber 12 is formed so as to reach the vicinity of the front pillar 6 in front of the vehicle with respect to the steering wheel 17.

  The steering wheel 17 stores a driver's seat airbag. A passenger seat airbag is stored in the instrument panel 18 in front of the passenger seat. As is well known, when the inflator gas is introduced, the driver seat airbag and the passenger seat airbag are deployed and inflated toward the rear of the vehicle to protect the driver and the passenger on the passenger seat. In the driver's seat airbag, a region extending from the steering wheel 17 toward the rear toward the driver's seat 14 is an inflated region. In the passenger seat airbag, an area extending from the instrument panel 18 toward the rear and extending along the passenger seat is an inflated area.

  The portion of the additional chamber 13 of the curtain airbag 2 is provided in front of the vehicle from the front end of the main chamber 12. The additional chamber 13 is formed continuously with the main chamber 12 toward the front of the vehicle. The upper end portion 13 a of the additional chamber 13 is set below the upper end portion 12 a of the main chamber 12. Thereby, the additional chamber 13 is formed in a form that protrudes from the main chamber 12 in a stepped manner from a low position with respect to the main chamber 12. The lower end 13b of the additional chamber 13 and the lower end 12b of the main chamber 12 are formed in a straight line.

  The upper end portion 13a of the additional chamber 13 is preferably set at a position lower than the position of the upper end portion 12a in the vertical height direction of the main chamber 12, desirably lower than the intermediate position. That is, the height dimension of the additional chamber 13 is set to be shorter than at least the height dimension of the main chamber 12 and, if desired, shorter than half the height dimension of the main chamber 12. With this setting, the amount of inflator gas for inflating the additional chamber 13 can be reduced, and a small-sized and small-capacity inflator 16 can be employed. Thus, the cost of the curtain airbag device 1 for vehicles can be reduced, the size can be reduced, and energy can be saved. Can be achieved.

  The additional chamber 13 and the main chamber 12 (curtain airbag 2) are formed in shapes and dimensions that reach the vicinity of the door trim 34 when the curtain airbag 2 is deployed and inflated (see FIG. 7). A partition 19 is formed between the additional chamber 13 and the main chamber 12 to separate them. The position of the partition portion 19 is the front end portion position of the main chamber 12.

  The additional chamber 13 can be expanded and inflated by the partition part 19 independently of the main chamber 12. In the illustrated example, the partition portion 19 is formed so as to separate the main chamber 12 and the additional chamber 13 from the upper end portion of the curtain airbag 2 downward.

  The partition part 19 is formed with a communication part 20 that passes through the partition part 19 to communicate the main chamber 12 and the additional chamber 13. The communication unit 20 allows the inflator gas introduced into the main chamber 12 to flow toward the additional chamber 13. The additional chamber 13 expands and expands when the inflator gas flowing from the main chamber 12 is filled.

  Preferably, as shown in FIG. 2, the communication portion 20 is formed to be positioned above the door trim line K of the vehicle when the curtain airbag 2 is deployed and inflated. If the communication part 20 into which the inflator gas flows is positioned below the door trim line K, the flow of the inflator gas is inhibited when the curtain airbag 2 rides on the door trim 34 during deployment. By providing the communication portion 20 at a position above the door trim line K of the vehicle when the curtain airbag 2 is deployed, it is possible to prevent the flow of the inflator gas from being inhibited. Therefore, even if the curtain airbag 2 rides on the door trim 34, it is preferable that the communication portion 20 is positioned above the door trim line K in order to ensure a stable supply of inflator gas.

  In the illustrated example, six cells 22, 23, 24 are formed in the main chamber 12 portion by five partition portions 21 (21 a, 21 b) arranged at intervals from the front of the vehicle toward the rear of the vehicle. Yes. These six cells 22-24 are connected in series. The inflator gas introduced into the main chamber 12 fills all the cells 22 to 24, and the main chamber 12 expands and expands. These partition portions 21 are also non-inflatable portions.

  The partition part adjacent to the partition part 19 behind the vehicle is referred to as a first partition part 21a. A partition portion adjacent to the first partition portion 21a at the rear of the vehicle is referred to as a second partition portion 21b. A cell sandwiched between the first partition portion 21 a and the partition portion 19 is referred to as a first cell 22. A cell sandwiched between the first partition portion 21a and the second partition portion 21b is referred to as a second cell 23. The first cell 22 is adjacent to the additional chamber 13. The 1st partition part 21a is formed toward upper direction from the lower end edge of the curtain airbag 2 in the example of illustration. The 1st partition part 21a may be formed not only upward but diagonally.

  The additional chamber 13 is folded back toward the vehicle compartment 5 and in the rear of the vehicle in the vicinity of the partition portion 19 and overlapped with the main chamber 12. Thereby, the overlapping portion 32 is formed in the curtain airbag 2. In the illustrated example, the additional chamber 13 is folded back so as to overlap the lower half of the first cell 22. However, the return of the additional chamber 13 may be in a range exceeding the first cell 22 or in a range smaller than the first cell 22.

  The curtain airbag 2 is formed with a chamber coupling portion 33 that couples at least a part of the overlapping portion 32 at or near the lower ends 12b and 13b of the additional chamber 13 and the main chamber 12 (FIG. 3). reference). In FIG. 2, 33 a and 33 b are locations where the chamber coupling portion 33 is to be formed.

  The chamber coupling portion 33 may be formed by coupling the cloth-like materials of the additional chamber 13 and the main chamber 12 facing each other by folding, or, as illustrated, a non-expanded portion 31 (the non-expanded portion 31 facing each other). May be formed by joining the chambers 12 and 13). In the illustrated example, a chamber coupling portion 33 is set in the non-expandable portion 31.

  When the additional chamber 13 and the first cell 22 expand and expand due to the coupling action, the chamber coupling portion 33 is located between the steering wheel 17 and the door trim 34 so that the additional chamber 13 and the first cell 22 are located inside the vehicle interior 5. (See FIGS. 6 and 7). The coupling in the chamber coupling portion 33 may be formed by sewing the non-expanded portions 31 and the like together or may be formed by bonding.

  13 and 14 show a first modification of the chamber coupling portion 33 employed in the vehicle curtain airbag device 1 according to the present embodiment. FIG. 13A is a side view of the state before the additional chamber 13 is folded back, and FIG. 13B is a side view of the state in which the additional chamber 13 is coupled to the main chamber 12 by the chamber coupling portion 33. FIG. 14 is a plan view for explaining the operation of the first modification.

  In the first modification, the chamber coupling portion 33 includes a first extension portion 33c and a second extension portion 33d. The first extension portion 33c is formed by extending the non-expanded portion 31 of the lower end portion 12b of the main chamber 12 downward in a band shape by a predetermined length N1. Similarly, the second extension portion 33d is formed by extending the non-expanded portion 31 of the lower end portion 13b of the additional chamber 13 downward in a band shape with the same length N1 as the first extension portion 33c.

  The first extension portion 33c and the second extension portion 33d are formed at positions that overlap each other when the additional chamber 13 is folded back. The first extension portion 33c and the second extension portion 33d are connected to each other by sewing or bonding with their lower end portions 33e in a state where the additional chamber 13 is folded back so as to overlap the main chamber 12. A chamber coupling portion 33 extending under the curtain airbag 2 is configured.

  The chamber coupling portion 33 configured as described above is approximately twice the length N1 of the first and second extension portions 33c and 33d, and is near the lower end portions 12b and 13b of the overlapping main chamber 12 and additional chamber 13. The distance between can be adjusted.

  Specifically, as shown in FIG. 14, when the length N1 of the extension portions 33c and 33d is shortened, the additional chamber 13 is brought into close contact with the main chamber 12, thereby causing the additional chamber 13 to extend rearward in the vehicle front-rear direction. (Indicated by a two-dot chain line T in the figure). On the other hand, when the length N1 of the extension portions 33c and 33d is increased, the additional chamber 13 can be separated from the main chamber 12, and can protrude toward the vehicle compartment 5 (indicated by a two-dot chain line U in the figure). .

  Thus, by providing the chamber coupling portion 33 with the first and second extension portions 33c and 33d and adjusting the length N1, the position of the additional chamber 13 protruding in the vehicle front-rear direction and the vehicle width direction can be changed. An appropriate position can be set according to the layout and structure of the vehicle, and the passenger protection performance can be significantly improved.

  FIG. 15 shows a second modification of the chamber coupling portion 33. FIG. 15A is a side view of the state before the additional chamber 13 is folded back, and FIG. 15B is a side view of the state where the additional chamber 13 is coupled to the main chamber 12 by the chamber coupling portion 33. In the second modification, a bridge member 33f is used instead of the first and second extension portions 33c and 33d. The bridge member 33f is configured by a tether having a track record of adoption in various parts of a cloth belt-like component, for example, an airbag.

  The bridge member 33f has one end in the longitudinal direction coupled to the vicinity of the lower end portion 12b of the main chamber 12, and the other end coupled to the vicinity of the lower end portion 13b of the additional chamber 13, thereby forming the chamber coupling portion 33 including the bridge member 33f. Is done. The bridge member 33f may be joined to the main chamber 12 or the like by sewing or bonding. When the additional chamber 13 is folded back and overlapped with the main chamber 12, the bridge member 33f extends under the curtain airbag 2 in the same manner as the extension portions 33c and 33d of the first modification.

  The chamber coupling part 33 configured as described above can adjust the distance between the overlapping main chamber 12 and the vicinity of the lower end parts 12b, 13b of the additional chambers 13 by the length dimension N2 of the bridge member 33f. Needless to say, the second modification example has the same effects as those of the first modification example.

  FIG. 16 shows a third modification of the chamber coupling portion 33. 16A is a side view when the extension portion 33g is provided toward the additional chamber 13, and FIG. 16B is a side view when the extension portion 33h is provided toward the main chamber 12. FIG. is there. In the third modification, instead of providing the extension parts 33c and 33d in both the main chamber 12 and the additional chamber 13 as in the first modification example, the extension parts 33g and 33h that perform the same function are provided in either one of the chambers 12. , 13.

  In FIG. 16A, the extension portion 33g and the non-expandable portion 31 of the lower end portion 13b of the additional chamber 13 are formed in a band shape downward and extended by a predetermined length. The extension 33g has the lower end portion 33i folded up with the additional chamber 13 superimposed on the main chamber 12, and the end portion 33i is coupled to the vicinity of the lower end portion 12b of the main chamber 12 by sewing or bonding. . Thereby, the chamber coupling | bond part 33 provided with the extension part 33g is comprised.

  In FIG. 16B, the extension portion 33h is formed by extending the non-expanded portion 31 of the lower end portion 12b of the main chamber 12 downward in a band shape for a predetermined length. The extension 33h has the lower end portion 33j folded up with the additional chamber 13 superimposed on the main chamber 12, and the front end portion 33j is coupled to the vicinity of the lower end portion 13b of the additional chamber 13 by sewing or bonding. . Thereby, the chamber coupling part 33 provided with the extension part 33h is comprised.

  When the additional chamber 13 is folded and overlapped with the main chamber 12, both the extension portions 33g and 33h are extended under the curtain airbag 2 in the same manner as the extension portions 33c and 33d of the first modification. The chamber coupling portion 33 configured as described above can adjust the distance between the overlapping main chamber 12 and the vicinity of the lower end portions 12b and 13b of the additional chambers 13 with the lengths of the extension portions 33g and 33h. . Even in the third modified example, it is needless to say that the same effects as the first modified example and the second modified example can be obtained.

  The folding position is set in the vicinity of the partitioning portion 19 and at a position ahead of the vehicle with respect to the partitioning portion 19 so that the first cell 22 of the main chamber 12 expands and expands appropriately and sufficiently. Thus, the additional chamber 13 is superimposed on the main chamber 12 in such an arrangement that the first cell 22 is on the vehicle exterior side and the additional chamber 13 is on the vehicle interior 5 side.

  The tabs 9 and 10 are spaced apart from each other along the longitudinal direction of the vehicle at the upper end of the curtain airbag 2 in order to attach and fix the curtain airbag 2 to the roof side rail 4 or the front pillar 6 of the vehicle. Are provided.

  A tab provided in the vicinity of the upper portion of the partition portion 19 is referred to as a first tab 9. The first tab 9 is attached and fixed to the roof side rail 4 or the front pillar 6 near the upper portion of the partition portion 19. As a result, the first cell 22 and the portion of the curtain airbag 2 in the vicinity of the additional chamber 13 can be reliably attached and fixed to the vehicle, and the first cell 22 and the additional chamber 13 can be stably operated.

  As shown in FIGS. 1 to 7, a strap 25 is provided on the curtain airbag 2 of the curtain airbag device 1 for a vehicle according to the present embodiment. The strap 25 is a string-like member, and a front end portion is attached to the front pillar 6 and a rear end portion is attached to the partition portion 19.

  As shown in FIG. 6, the rear end portion of the strap 25 is attached to the curtain airbag 2 at a partition portion 19 in front of the first cell 22 (behind the additional chamber 13). The behavior of the curtain airbag 2 during deployment differs depending on the dimensions and the mounting position of the curtain airbag 2 on the roof side rail 4 and the like. Here, when the curtain airbag 2 is deployed and inflated from the wound state, the curtain airbag 2 is viewed from above. It is assumed that the partition 19 moves from the initial position to the rear of the vehicle. In this case, the length of the strap 25 is longer than the length from the attachment position on the front pillar 6 to which the tip end portion of the strap 25 is attached to the position where the partition portion 19 tries to move due to the deployment and expansion of the curtain airbag 2. Is also set short. In other words, the length of the strap 25 is short enough to prevent the partition 19 from moving to the target position.

  For this reason, the partition part 19 is stopped by the strap 25 which became substantially linear, and cannot actually move to the position to be moved. On the other hand, the strap 25 is stretched in a substantially straight line so as to be pulled rearward of the vehicle by the partitioning section 19 after the expansion and expansion.

  After the curtain airbag 2 is deployed and inflated, the first cell 22 of the main chamber 12 protrudes from the vehicle interior by a protruding amount (width) W1. Similarly, after the curtain airbag 2 is deployed and inflated, the additional chamber 13 protrudes further to the inner side of the vehicle than the first cell 22 by a protruding amount (width) W2 while being pushed by the first cell 22.

  For this reason, in the curtain airbag 2, as shown in FIG. 6, the protrusion amount D1 from the side window 3 of the portion with the additional chamber 13 toward the vehicle compartment 5 is an amount obtained by adding the protrusion amount W1 and the protrusion amount W2 ( W1 + W2). Thus, the curtain airbag 2 (in the vicinity of the first cell 22 of the main chamber 12 and the additional chamber 13) can be placed inside the vehicle compartment 5 rather than when the curtain airbag 2 is simply deployed and inflated along the side window 3. It can expand and expand inside.

  Thus, in the curtain airbag 2 of the curtain airbag device 1 for a vehicle according to the present embodiment, a portion with the additional chamber 13 protrudes (moves) inwardly into the vehicle interior 5. That is, in the curtain airbag 2 applied to the present embodiment, as described above, the additional chamber 13 and its surroundings are pushed out toward the vehicle interior 5 during deployment and inflating, so that the occupant comes into early contact. Crew can be restrained quickly.

  Hereinafter, the attachment position of the strap 25 will be described in detail with reference to FIG. FIG. 8 is a diagram schematically showing the position of the strap 25.

  The additional chamber 13 superimposed on the first cell 22 is provided adjacent to the second cell 23 located on the vehicle rear side of the first cell 22. As shown in the figure, the first cell 22 and the additional chamber 13 overlap the collision assumed region E (see FIG. 5). The assumed collision area E is an area determined based on the window frame as a collision target of the impactor 26 (see FIG. 9) in the vehicle outside emission prevention performance evaluation test based on FMVSS (US Federal Vehicle Safety Standards). The impactor 26 is a test device that simulates an occupant that collides with the airbag to be tested from the inside of the vehicle.

  At the time of a side collision test based on FMVSS, the impactor 26 as a test device is caused to collide with a predetermined hitting point set on the curtain airbag 2 to evaluate safety (external vehicle release prevention performance evaluation test). In particular, the hit point in the forefront of the side window 3 (center of the assumed collision area E) is referred to as A1 hit point.

  The strap 25 is attached to the front pillar 6 at the first attachment point P as shown in FIG. That is, the first attachment point P is set on the front pillar 6. Further, the rear end portion of the strap 25 is attached to the partition portion 19 at the second attachment point Q from the outside of the additional chamber 13. That is, the second attachment point Q is set in the partition part 19. In FIG. 8, the front pillar 6 and the partition portion 19 are omitted.

  As shown in FIGS. 2 and 3, the second attachment point Q of the strap 25 is a partition portion that is not folded back to avoid folding for overlapping when the additional chamber 13 is superimposed on the main chamber 12. 19 is attached by sewing. If even a part of the sewing portion to which the second attachment point Q is attached is folded, a portion that is bent along the folding line is formed in the sewing portion. If a bent portion is formed, the end of the curtain airbag 2 that is wound up in a roll shape may be interfered by the sewing portion when the curtain airbag 2 is deployed, and a predetermined deployment behavior may not be obtained. There is. As described above, when the relationship between the folding line and the sewing portion is set, there is no fear of this, and stable deployment performance can be obtained.

  As shown in FIG. 8, the first attachment point P is set including a second plane L2 obtained by translating the first plane L1 downward by a distance h (for example, 40 mm).

  Here, the first plane L1 is a plane orthogonal to the vehicle vertical direction and is a collection of straight lines parallel to the vehicle front-rear direction. When the curtain airbag 2 is deployed, the curtain overlaps with the first cell 22. It is a plane including a straight line that crosses the A1 hit point which is the center of the assumed collision area E of the airbag 2. The second plane L2 is a plane orthogonal to the vehicle vertical direction and is a collection of straight lines parallel to the vehicle front-rear direction. When the curtain airbag 2 is deployed, the second plane L2 is the center of the assumed collision area E. It is a plane including a straight line that crosses a point moved in the vertical direction by a distance h from a certain hitting point A1 to the vehicle lower side.

  The distance h is 40 mm. However, the distance h is not limited to this, and may be appropriately set in a range of 30 to 50 mm. In addition, the present inventor has confirmed a range in which the amount of discharge outside the vehicle becomes small in the vehicle release prevention performance evaluation test while setting the distance h appropriately (detailed in FIG. 12).

  Further, as shown in FIG. 8, the rear end portion of the strap 25 is attached to the second attachment point Q set including the second plane L2 in the same manner as the first attachment point P. I can't. As an example, the rear end portion of the strap 25 may be attached to the partition portion 19 at a second attachment point Q ′ that is spaced downward from the second attachment point Q as shown in FIG. As representatively shown by the second attachment points Q and Q ′, the second attachment point preferably has a height equal to or lower than the first attachment point P when the first cell 22 is expanded and expanded.

  When the rear end portion of the strap 25 is attached to the second attachment point Q ′, the strap 25 extends obliquely downward from the first attachment point P on the second plane L2 when the first cell 22 is expanded and expanded. It is located including the plane L3. Then, after the first cell 22 is expanded and expanded, the second attachment point Q ′ is between the time when the first cell 22 is pushed outward by the impactor 26 and a part of the first cell 22 comes out of the vehicle. As indicated by the middle arrow F, it may be moved on or near the second plane L2. At this time, since the first attachment point P and the second attachment point Q ′ are located including the second plane L2, the strap 25 is horizontal along the vehicle front-rear direction.

  Hereinafter, the case where the impactor 26 collides with the first cell 22 will be described with reference to FIGS. 9 and 10. FIG. 9 is a schematic view illustrating the impactor 26 colliding with the first cell 22 of FIG. FIGS. 9A to 9D show the case of the vehicle curtain airbag device 1 according to this embodiment, and FIGS. 9E to 9I show the conventional case. FIGS. 9A and 9E illustrate the state at the position (X0) where the impactor 26 contacts the additional chamber 13 from the vehicle inner side in comparison with the present embodiment and the prior art. FIGS. 9B and 9F show a state at a position (X1) where the impactor 26 contacts the conventional curtain airbag M from the vehicle inner side in comparison with the present embodiment and the conventional one. 9 (c) and 9 (g) show the state at the position (X2) where the impactor 26 shown in FIGS. 9 (b) and 9 (f) has further moved to the outside of the vehicle in comparison with the present embodiment and the prior art. ing. FIGS. 9D and 9H show a state at a position (X3) where the maximum load is generated in the vehicle curtain airbag device 1 of the present embodiment in comparison with the present embodiment and the conventional one. . FIG. 9I shows a state at a position (X4) where the maximum load is generated in the conventional curtain airbag M. FIG. In addition, X0, X1, X2, X3, and X4 in the figure are illustrated as coordinates indicating the displacement (mm) of the impactor 26 with respect to the side window 3.

  FIG. 10 is a graph schematically showing the relationship between the displacement of the impactor 26 of FIG. 9 and the load. The load here is a reaction force that the impactor 26 receives from both the first cell 22 and the additional chamber 13, or a reaction force that is received only from the first cell 22. In the drawing, a graph G1 indicated by a solid line indicates the relationship between the displacement and the load in the case of this embodiment in which the additional chamber 13 is provided. A graph G2 indicated by a chain line indicates a relationship between the displacement and the load in the case of the conventional curtain airbag M that does not have the additional chamber 13. Further, points R1 and R2 shown in the graphs G1 and G2 illustrate load peaks, respectively.

  As described above, the additional chamber 13 and the first cell 22 are moved by being pushed to the outside of the vehicle during expansion and expansion. The additional chamber 13 comes into contact with the impactor 26 moving along the trajectory indicated by the range V in FIG. For this reason, the graph G1 shows a state where the impactor 26 is already in contact with the additional chamber 13 at the point of the coordinate X0 (see FIG. 9A) and receives a reaction force load from the additional chamber 13. Therefore, the initial constraint is good. On the other hand, in the graph G2, since the additional chamber 13 is not provided, the impactor 26 does not come into contact with the curtain airbag M at the point of the coordinate X0, and thus the state where the load is not yet received is shown.

  Further, the coordinate X1 shown in FIG. 9B relating to the present embodiment indicates that the first cell 22 has moved to the position of the side window 3. On the other hand, in the conventional case shown in FIG. 9 (f), the curtain airbag M has not started to move even though the impactor 26 has reached the same position (X1) with respect to the side window 3. It indicates that no load is applied. Graphs G1 and G2 show a state where the impactor 26 receives a load from the curtain airbags 2 and M at each coordinate point. Since the load received by the impactor 26 depends on the internal pressure of the curtain airbags 2 and M, the slopes of the graphs G1 and G2 are substantially the same. As for the load at the coordinate X1, the value of the graph G1 is larger than the value of the graph G2.

  FIGS. 9C and 9G show a state where the first cell 22 is pushed by the impactor 26 and deformed at the position of the side window 3 as the impactor 26 moves from the coordinate X1 to the coordinate X2. ing. In FIG. 9C of the present embodiment, the additional chamber 13 is also deformed integrally with the first cell 22 and receives a load. In FIG. 9 (g) in the conventional case, the curtain airbag M is immediately after the start of deformation, and the degree of load applied is smaller than in the present embodiment. As shown in the graphs G1 and G2, as for the load at the coordinate X2, the value of the graph G1 is larger than the value of the graph G2.

  9 (d) and 9 (h) show a state in which the first cell 22 is further moved to the vehicle outer side and a part of the first cell 22 is located on the vehicle outer side than the side window 3. Yes.

  The graph G1 in this embodiment reaches the load peak at a point R1 that passes the coordinate X2 and reaches the coordinate X3. On the other hand, in the conventional case where the additional chamber 13 is not provided, the graph G2 reaches the load peak indicated by the point R2 at the coordinate X4 from the coordinate X2 to the coordinate X3. Here, the load peak indicated by the point R1 is smaller than the load peak indicated by the point R2.

  As described above, when the graphs G1 and G2 are compared, by providing the additional chamber 13, the curtain airbag 2 comes into contact with the impactor 26 at an early stage, and as a result, the impact energy can be absorbed by the impactor 26 being absorbed at an early stage. It became clear that the load peak could be reduced.

  Hereinafter, with reference to FIG. 11 and FIG. 12, the results of the vehicle outside release prevention performance evaluation test while appropriately setting the distance h (see FIG. 8) will be described. FIG. 11 is a diagram illustrating an example of a collision assumed region. In the figure, the assumed collision area E and the A1 hit point overlapping the first cell 22 shown in FIG. 5 are shown.

  FIG. 12 is a diagram showing the results of an out-of-vehicle release prevention performance evaluation test. Fig.12 (a) has shown the test result in the groups 1-8 divided for every value of the distance h, and the groups 1-8. FIG. 12B shows numerical data (protrusion amount) that is the basis of the test result shown in FIG.

  Further, as shown in FIG. 12A, “◎” indicates the amount of release (projection amount) outside the vehicle is “76 mm or less”, “◯” indicates the projection amount is “76-78 mm”, and “Δ” indicates the projection amount is “78-”. “80 mm” and “x” indicate that the protrusion amount is “80 mm or more”. As shown in FIG. 12B, the present inventors conducted the above test by changing the distance h every 5 mm, and appropriately confirmed the protrusion amount. In addition, these protrusion amount and numerical data are obtained by performing the said test using the curtain airbag of the form similar to the curtain airbag 2 of this embodiment, and it depends on a chamber shape, individual internal pressure, etc. Although the proper protrusion amount and numerical data change, the distance h is relatively determined with respect to the impactor 26, and the characteristic of the protrusion amount change with respect to the distance h is the curtain airbag 2 of the present embodiment. Are also considered to be the same.

  As a test result, as shown in FIG. 12 (a), it can be seen that if the strap 25 is located lower than when the distance h is 0 mm, the protrusion amount decreases. In particular, it can be seen that if the distance h is 30 to 50 mm, the protrusion amount is small and good. As shown in FIG. 12B, it can be seen that when the distance h is 40 mm, the protrusion amount is the smallest (protrusion amount: 74 mm). Therefore, the distance h is most preferably ± 10 mm with reference to 40 mm.

  When the impactor 26 pushes the curtain airbag 2, the curtain airbag 2 rotates in the vehicle outward direction around the upper end portion of the curtain airbag 2 as shown in FIG. 9. With this rotation, the strap 25 also moves relatively from below to above. If the strap 25 is not provided on the second plane L2 that is translated downward from the first plane L1, and only the second attachment point Q is set downward, the strap 25 is instead rotated by the rotation of the curtain airbag 2. Will loosen. When the strap 25 is provided substantially in parallel downward from the first plane L1, the tension of the strap 25 increases as the curtain airbag 2 rotates. Therefore, it is preferable that the strap 25 is provided substantially in parallel downward from the first plane L1.

  Therefore, in the vehicle curtain airbag device 1 according to the present embodiment, the first attachment point P of the strap 25 attached to the partition portion 19 from the outside of the additional chamber 13 through the outside of the additional chamber 13 is changed from the first plane L1 to 30. It has been found that by setting including the second plane L2 that is translated downward by ˜50 mm, it is possible to improve the out-of-vehicle release prevention performance.

  Further, since the curtain airbag 2 uses the narrow strap 25 instead of the so-called wide tension cloth, the storage property in the front pillar 6 can be secured. Since the tension cloth has many cloth parts, it becomes bulky when the curtain airbag 2 is folded, resulting in poor storage. For example, the tension cloth may be applicable only to a vehicle having a large front pillar.

  In other words, in the curtain airbag 2, the first attachment point P is set including the second plane L2 in consideration of the attachment position of the strap 25 with respect to the front pillar 6, so that the strap is narrower than the tension cloth. Even if 25 is used, it is possible to improve the performance without sacrificing the ability to prevent the vehicle from being released, while ensuring the storage in the front pillar 6.

  In the above embodiment, the strap 25 is attached to the partition portion 19 from the outside of the additional chamber 13 and the first attachment point P of the strap 25 is set on the second plane L2, thereby reducing the amount of discharge outside the vehicle. Yes.

  Moreover, in the said embodiment, if the 1st attachment point P of the strap 25 is set including the 2nd plane L2, the center line (for example, 1st attachment point P in FIG. The line indicated by the alternate long and short dash line connecting the second attachment point Q) is within the range where the second plane L2 can exist, that is, within the range translated from the first plane L1 to the vehicle lower side by 30 to 50 mm in the vertical direction. Preferably there is. If the center line is within the above range, the strap 25 is not necessarily parallel to the first plane L1 and the second plane L2, and may be inclined in the vehicle vertical direction, for example. Moreover, since the strap 25 exists in the said range at the time of the expansion | deployment expansion | swelling of the curtain airbag 2, the vehicle exterior discharge | release prevention performance can be improved more.

  The operation of the vehicle curtain airbag device 1 according to the present embodiment will be described. The curtain airbag device 1 for a vehicle is mounted and fixed along the vehicle front-rear direction from the roof side rail 4 to the front pillar 6 by tabs 9 and 10 in a stored state in which the curtain airbag 2 is folded or wound. This is stored.

  As shown in FIG. 4, the additional chamber 13 is housed together with the main chamber 12 in a state where the additional chamber 13 is folded back toward the vehicle compartment 5 and in the rear of the vehicle in the vicinity of the partition portion 19 and overlapped with the main chamber 12. Since the vertical dimension of the additional chamber 13 is shorter than the vertical dimension of the main chamber 12, the additional chamber 13 is superimposed on the main chamber 12 as compared with the case where the vertical dimensions of the chambers 12 and 13 are the same. When stored, bulkiness can be suppressed, and storage performance can be improved.

  When the inflator 16 is activated and the inflator gas is introduced into the main chamber 12, the curtain airbag 2 is expanded and inflated downward. The front end portion of the main chamber 12 near the first cell 22 expands and expands downward near the front pillar 6. At substantially the same time, the inflator gas flows from the main chamber 12 into the additional chamber 13 via the communication portion 20. The additional chamber 13 into which the inflator gas has flowed expands and expands while being coupled to the main chamber 12 by the chamber coupling portion 33.

  The additional chamber 13 is folded back in the vicinity of the partition portion 19 and overlapped with the main chamber 12, and the vicinity of the lower end portion 13b is at least partially coupled to the main chamber 12 by the chamber coupling portion 33. Expands and expands on the 5th side. As shown in FIGS. 5 to 7, the developed and expanded state of the main chamber 12 and the additional chamber 13 at this time blocks the front pillar 6 from the vicinity of the steering wheel 17 on the rear side of the vehicle, and the driver's seat occupant J moves to the front pillar 6. In this way, the vehicle expands and expands between the driver's seat occupant J and the door trim 34 so as to prevent the vehicle from entering the vehicle.

  That is, the additional chamber 13 obtains a reaction force from the main chamber 12 (first cell 22) that has expanded along the side window 3, and is located behind the front pillar 6 inside the vehicle interior 5 than the main chamber 12. The door trim 34 expands and expands so as to cover the periphery.

  Since the first cell 22 of the main chamber 12 is drawn into the vehicle interior 5 by the strap 25, the additional chamber 13 is more reliably positioned around the door trim 34 on the vehicle interior 5 side than when the strap 25 is not provided. Can do.

  Since the additional chamber 13 is reliably positioned around the door trim 34, the passenger J entering the front pillar 6 can be properly protected in the small overlap mode, and the passenger J collides with the door trim 34. Can be prevented appropriately. The same applies to the passenger side.

  The chamber coupling portion 33 is configured so that the front end portion (the vicinity of the first cell 22) of the main chamber 12 that expands and expands and the additional chamber 13 that expands and expands overlap with each other so that the additional chamber 13 and the first cell 22 are mutually connected. It can be positioned and operated, and in the small overlap mode, it is possible to appropriately protect the occupant J who tries to collide with the door trim 34 while falling toward the front pillar 6.

  The positional relationship during expansion and expansion of the additional chamber 13 and the main chamber 12 described above can be controlled simply by setting the upper end portion 13a of the additional chamber 13 below the upper end portion 12a of the main chamber 12 and coupling them by the chamber coupling portion 33. Therefore, the configuration of the curtain airbag device 1 itself is simple and excellent in productivity, and the required occupant protection performance can be reliably ensured. Moreover, what is necessary is just to form the coupling | bonding in the chamber coupling | bond part 33 by sewing or adhesion | attachment, and it is excellent also in productivity from this surface. By setting the chamber coupling portion 33 to the non-expanded portion 31, a high coupling strength can be ensured.

  Since the first tab 9 is set and the vicinity of the upper portion of the partition portion 19 is attached and fixed to the vehicle, the position setting of the additional chamber 13 to be folded with respect to the main chamber 12 can be ensured. 13 can be activated appropriately.

  Further, since the additional chamber 13 extends to the inside of the A1 hit point, the time when the occupant J collides with the curtain airbag 2 can be advanced and the impact mitigating action can be improved.

  Since the main chamber 12 is composed of a plurality of cells 22 to 24 and the additional chamber 13 is provided so as to overlap the first cell 22 including the hit point A1 that is the center of the assumed collision area E of the occupant J, a small over It is possible to configure the vehicle curtain airbag device 1 that satisfies both the measures for the lap mode and the measures for preventing the release from the vehicle based on FMVSS.

  Since the additional chamber 13 is folded back at the vehicle front position of the partition portion 19, the operation of the first cell 22 is ensured, the stability of introduction of the inflator gas into the additional chamber 13 through the communication portion 20 is improved, and the partition Improvement of the operational stability of the strap 25 to which the rear end portion is attached to the portion 19 can be ensured.

  The vehicle curtain airbag device 1 described above is a preferable example of the present invention, and other embodiment examples can be implemented or performed by various methods. In particular, the present invention is not limited to the detailed shape, size, configuration, and the like of the components shown in the accompanying drawings unless otherwise stated 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.

DESCRIPTION OF SYMBOLS 1 Vehicle curtain airbag apparatus 2 Vehicle curtain airbag 3 Side window 4 Roof side rail 5 Vehicle interior 6 Front pillar 9 1st tab 12 Main chamber 12a Upper end part of main chamber 12b Lower end part of main chamber 13 Additional chamber 13a Addition Upper end portion of chamber 13b Lower end portion of additional chamber 19 Partition portion 20 Communication portion 22-24 Cell 25 Strap 31 Non-expandable portion 33 (33a, 33b) Chamber coupling portion 33c First extension portion 33d Second extension portion 33e First and first 2 Extension part 33f Bridge member 33g Additional chamber extension 33h Main chamber extension 33i Extension part tip A1 Strike point E Main chamber impact area K Door trim line L1 First plane L2 Second plane P First Attachment point Q Second attachment point

Claims (20)

A vehicle curtain airbag device having a vehicle curtain airbag that expands and inflates along the side surface from the upper side to the lower side of the vehicle interior,
A main chamber formed in the curtain airbag, the front end of which can be deployed and inflated downward near the front pillar of the vehicle;
The curtain airbag is separated from the main chamber by a partition at the front end portion of the main chamber, and is provided on the vehicle interior side and in the vehicle rear side in the vicinity of the partition and overlapped with the main chamber . Furthermore, the upper end portion is set below the upper end portion of the main chamber, and when the curtain airbag is deployed and inflated, it is superimposed on the main chamber from the front end portion of the main chamber toward the rear of the vehicle and is inflated and inflated. An additional chamber;
A communicating portion formed through the partition and communicating the main chamber and the additional chamber;
A chamber coupling portion is provided in the vicinity of the lower end portion of the main chamber for coupling at least a part of the vicinity of the lower end portion of the additional chamber so that the main chamber that expands and expands and the additional chamber that expands and expands overlap each other. A curtain airbag device for a vehicle.   2. The vehicle curtain airbag device according to claim 1, wherein the upper end portion of the additional chamber is set at a position lower than an upper end portion position in a vertical height direction of the main chamber.   The chamber coupling portion includes an extension portion in which a non-expanded portion at a lower end portion of the additional chamber is extended downward, and a tip portion of the extension portion is coupled to the vicinity of the lower end portion of the main chamber. The curtain airbag device for vehicles according to claim 1 or 2 characterized by things.   The chamber coupling portion includes an extension portion in which a non-expanded portion of the lower end portion of the main chamber is extended downward, and a tip portion of the extension portion is coupled to the vicinity of the lower end portion of the additional chamber. The curtain airbag device for vehicles according to claim 1 or 2 characterized by things.   The chamber coupling part includes a first extension part in which a non-expanded part of a lower end part of the main chamber is extended downward, and a second extension part in which a non-expanded part of a lower end part of the additional chamber is extended downward. The vehicular curtain airbag device according to claim 1, further comprising: a tip end portion of the first extension portion and the second extension portion coupled to each other.   3. The vehicle curtain airbag according to claim 1, wherein the chamber coupling portion includes a bridge member that couples the vicinity of the lower end portion of the main chamber to the vicinity of the lower end portion of the additional chamber. apparatus.   The vehicle curtain airbag device according to claim 6, wherein the bridge member is configured by a tether.   3. The curtain for a vehicle according to claim 1, wherein the chamber coupling portion is formed on the curtain airbag and is formed by coupling a non-inflatable portion that partitions the main chamber and the additional chamber. Airbag device.   The vehicle curtain airbag device according to any one of claims 1 to 8, wherein the coupling of the chamber coupling portions is formed by sewing.   The vehicle curtain airbag device according to any one of claims 1 to 8, wherein the coupling of the chamber coupling portions is formed by adhesion.   The said curtain airbag is located in the upper part vicinity of the said division part, and the 1st tab for fixing this curtain airbag to a vehicle is provided in any one of Claims 1-10 characterized by the above-mentioned. The vehicle curtain airbag device according to claim.   The said main chamber is comprised from the several cell, The said additional chamber is provided in piles on the cell containing the hit point which is the center of the passenger | crew's assumed collision area to be set, The one of Claims 1-11 characterized by the above-mentioned. The curtain airbag device for a vehicle according to the item.   The vehicular curtain airbag device according to any one of claims 1 to 12, wherein the additional chamber is folded back at a vehicle front position of the partition portion.   2. The curtain airbag according to claim 1, wherein a front end is connected to the front pillar at a first attachment point, and a strap is provided for applying tension to the main chamber when the main chamber is deployed. The curtain airbag device for a vehicle according to any one of? 13.   The curtain airbag device for a vehicle according to claim 14, wherein a rear end portion of the strap is connected to a second attachment point in the vicinity of the partition portion.   The rear end portion of the strap is attached to the second attachment point by sewing, and the sewing is formed to avoid folding when the additional chamber is overlapped with the main chamber. 15. A curtain airbag device for a vehicle according to 15.   The first attachment point is set to include a horizontal second plane obtained by translating a horizontal first plane passing through a hitting point that is the center of the assumed collision area of the main chamber by 30 to 50 mm downward. The vehicle curtain airbag device according to any one of claims 14 to 16.   18. The vehicle curtain airbag device according to claim 17, wherein a center line in the width direction of the strap is within a range where the second plane can exist.   The curtain airbag device for a vehicle according to any one of claims 15 to 18, wherein the second attachment point is set below the first attachment point.   The vehicle curtain airbag device according to any one of claims 1 to 19, wherein the communication portion is positioned above a door trim line of the vehicle when the vehicle curtain airbag is deployed and inflated. .

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