JP6408827B2 - Vehicle having an airbag - Google Patents

Description

  The present invention relates to a vehicle having an airbag.

  Conventionally, for example, as in the invention described in Patent Document 1, for the purpose of stabilizing and improving the deployment performance of an airbag, it is provided with a skin layer, a base layer, a resin layer, etc. There was a vehicle interior panel consisting of:

JP 2013-010455 A

In recent years, in order to cope with various vehicle collision modes, for example, an airbag having a portion protruding in a specific direction from a part of a conventionally used airbag has been proposed. However, by providing the projecting part, the projecting part and the conventionally used airbag open the interior member of the vehicle such as the dashboard, so that the force acting on the interior member is not uniform compared to the conventional case. There is a possibility.
Therefore, there has been a demand for a vehicle in which an airbag having a protruding portion can be stably deployed.

  Therefore, the problem to be solved by the present invention is to provide a vehicle having an airbag that can be stably deployed even if the airbag has a protruding portion.

As a means for solving the above problems, a vehicle having an airbag according to the present invention forms an interior of an occupant compartment and is disposed on the back side of the interior member, and is disposed in the occupant compartment. The first airbag that can be deployed, the second airbag that is provided on the first airbag and that can be deployed and protruded from the first airbag, and the first airbag and the second airbag , comprising a restrictor member that the first airbag and the second airbag delaying deployment of the air bag to be deployed in advance toward the back surface is restricted to so that to contact the rear surface of both interior member.

  In the vehicle according to the present invention, the deployment regulating member regulates the deployment of one of the first airbag and the second airbag, releases the regulation before the interior member is opened, and the first airbag and the first airbag that are released from the regulation. 2 It is preferable that the airbag is deployed to open the interior member.

  In the vehicle according to the present invention, the deployment restricting member is disposed at a connection portion between the first airbag and the second airbag inside the first airbag and the second airbag, and can be closed by a predetermined pressure. One end is connected to the member, a member that is separated from the second airbag when the second airbag is deployed, and the other end is connected to the second airbag, and can be broken by tensile stress when the second airbag is deployed. It is preferable that the elongate member or the holding member that can hold the second airbag outside the second airbag and can be broken by a predetermined pressure.

  In the vehicle according to the present invention, the deployment restricting member has one end attachment portion attached to a member that is separated from the second airbag when the second airbag is deployed, and the other end attachment portion attached to the second airbag. It is a long member, and it is preferable that the length from the one end mounting portion to the other end mounting portion is shorter than the distance from the one end mounting portion to the interior member.

  In the vehicle according to the present invention, in the vehicle width direction, the second airbag is provided in a part of the first airbag, and the deployment restricting member is the vehicle in the force that the interior member receives from the first airbag and the second airbag. It is preferable to make the variation in force along the width direction uniform.

  In the vehicle according to the present invention, when the first airbag and the second airbag are deployed, the deployment restricting member includes a timing when only the first airbag opens the interior member, and a timing when the second airbag opens the interior member. It is preferable to reduce the time difference from

  In the vehicle according to the present invention, when the first airbag and the second airbag are deployed, the interior member is broken open by the force received from the first airbag and the second airbag, or is pushed away and opened. It is preferable.

  According to the present invention, when deploying the first airbag and the second airbag projecting from the first airbag, the force that the interior member receives from the first airbag and the second airbag during deployment is It tends to be non-uniform depending on the part. Since the deployment regulating member regulates the airbag to be deployed in advance so as to be deployed with a delay, the force acting on the interior member from the first airbag and the second airbag is made uniform. Therefore, as in the case of an airbag without a conventional second airbag, the interior member opens without unevenness, and therefore a vehicle having an airbag that can be stably deployed even with an airbag having a protruding portion is provided. be able to.

FIG. 1 is a schematic diagram showing a vehicle that can employ a vehicle having an airbag according to the present invention. FIG. 1A is a schematic view of a vehicle having an airbag to which the present invention is applied as seen from above. FIG. 1B is a schematic view of a passenger seat of a vehicle having an airbag to which the present invention is applied as viewed from the side. FIG. 2 is an enlarged perspective view of a part of the dashboard in which the airbag is accommodated. 3 (A) to 3 (C) are schematic views showing the deployment process of the occupant protection device in the dashboard. FIG. 4 is a schematic diagram showing a deployed form of an airbag having a protrusion in a vehicle having an airbag to which the present invention is not applied. FIG. 4A is a schematic view of a vehicle having an airbag to which the present invention is not applied as seen from above. FIG. 4B is a schematic view when a passenger seat of a vehicle having an airbag to which the present invention is not applied is viewed from the side.

  An embodiment of a vehicle having an airbag according to the present invention will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing a vehicle that can employ a vehicle having an airbag according to the present invention. FIG. 1A is a schematic view of a vehicle having an airbag to which the present invention is applied as seen from above. FIG. 1B is a schematic view of a passenger seat of a vehicle having an airbag to which the present invention is applied as viewed from the side.
In FIGS. 1A and 1B, the left side of the drawing is the front side, and the right side of the drawing is the rear side. Further, the vehicle 1 shown in FIGS. 1A and 1B is provided with a driver's seat and a steering wheel on the left side in the traveling direction.
Further, FIG. 2 is an enlarged perspective view of a part of the dashboard in which the airbag is accommodated.

As shown in FIG. 1A, the vehicle 1 includes a vehicle body 2, a driver seat 3, a passenger seat 4, a rear seat 5, a dashboard 6, a steering wheel 7, and an occupant protection device 8.
In addition, as shown in FIG. 1B, an occupant protection device 8 is provided in the passenger seat 4 in the vehicle 1. In the occupant protection device 8 shown in FIGS. 1A and 1B, the first airbag 9 and the second airbag 10 are deployed, and the deployment process in the dashboard 6 is shown in FIG. This will be described later with reference to FIGS.
The dashboard 6 is one of the members forming the interior in front of the passenger compartment, and is an example of the interior member in the present invention.

The occupant protection device 8 includes a first airbag 9, a second airbag 10, a housing portion 11, and an inflator 12. The first airbag 9 is a bag body that is disposed on the back side of the dashboard 6 and that can be deployed in the passenger compartment by opening the dashboard 6 so as to face the occupant M in a normal riding posture. The second airbag 10 is a bag body that is provided on the first airbag 9 and that can be deployed from the first airbag 9 to protrude. The accommodating portion 11 is a housing that is disposed on the back side of the dashboard 6 and accommodates the first airbag 9 and the second airbag 10 before deployment. The inflator 12 is an appropriate gas injection member, and inflates and deploys the first airbag 9 and the second airbag 10 by injecting gas into the first airbag 9 and the second airbag 10. be able to.
In addition, the 1st airbag 9 is an example of the 1st airbag in this invention, and the 2nd airbag 10 is an example of the 2nd airbag in this invention.

  Subsequently, as shown in FIG. 2, the occupant protection device 8 is accommodated in the dashboard 6 before deployment. A lid 13 is provided in front of and above the glove box 61 in the dashboard 6. The lid portion 13 is a portion opened by the first airbag 9 and the second airbag 10 in the dashboard 6, and is an example of an interior member in the present invention, similar to the dashboard 6. In the state before the deployment of the first airbag 9 and the second airbag 10, the lid 13 covers the accommodating portion 11 that accommodates the folded first and second airbags 9 and 10. .

In FIG. 2, a broken line illustrated around the lid portion 13 indicates a portion that is to be deformed, moved, or broken when the lid portion 13 is opened. In addition, the cover part 13 opens the whole without a bias | inclination, Therefore The 1st airbag 9 and the 2nd airbag 10 can be expand | deployed by a desired track | orbit.
In the present embodiment, examples of the form in which the interior member is opened include a form in which the interior member is broken and opened by a force received from the first airbag and the second airbag, and a form in which the interior member is pushed away from the location where the interior member is disposed. Can do. In the present embodiment, the lid 13 is opened when the periphery of the lid 13 is broken, and as a result, a part of the dashboard 6 is opened.
A groove portion 131 is formed in the broken line portion shown in FIG. 2 so as to be easily broken on the back surface of the lid portion 13. When the occupant protection device 8 is deployed, the lid 13 is broken along the groove 131 indicated by a broken line.

  The lid portion 13 is normally provided integrally with the dashboard 6 from the viewpoint of improving the appearance of the dashboard 6 and eliminating the driver's line-of-sight obstruction, but is provided separately if necessary. Also good. A center console 62 extending in the vehicle front-rear direction and the vehicle vertical direction is formed substantially integrally with the dashboard 6 at a substantially central portion of the dashboard 6 in the vehicle width direction.

  As shown in FIGS. 1 (A) and 1 (B), the occupant M can ride in the sitting position with the seat belt 14 mounted on the passenger seat 4. The first airbag 9 in the occupant protection device 8 is expanded in front of the occupant M when deployed, so that the occupant M can move to the dashboard when the occupant M moves forward due to inertia generated at the time of collision in a full lap collision or the like. 6 and the windshield can be prevented.

Further, in recent years, in order to cope with various vehicle collision modes, for example, an air bag having a shape in which the second airbag 10 protrudes from an inner portion of the first airbag 9 having a conventionally used shape in the vehicle width direction. A bag has been proposed. The second airbag 10 is, for example, an occupant M in a normal riding posture as shown in FIG. 1A from the rear end side of the first airbag 9 toward the rear and as shown in FIG. It is arranged so as to protrude at a height that is substantially the same as the height of the face of the occupant or at a height that is located to the side of the face of the occupant M when the occupant M falls down.
In particular, as shown in FIG. 1A, when a collision in the oblique direction from the front side of the driver's seat 3 with respect to the longitudinal direction of the vehicle, that is, a collision from the direction indicated by the white arrow occurs, the passenger on the passenger seat 4 side M tries to fall toward the center of the dashboard 6 and the center console 62. In this case, the occupant protection device 8 having the first airbag 9 and the second airbag 10 can prevent the occupant M from coming into direct contact with the center console 62 where particularly hard members are used.
As described above, the occupant protection device 8 having a portion that protrudes in a specific direction from a part of a conventionally used airbag protects the occupant M not only from a full wrap collision and an offset collision, but also from an oblique collision. can do.

  FIGS. 3A to 3C are schematic views showing a deployment process of the occupant protection device in the dashboard. As shown in FIGS. 3B and 3C, the occupant protection device 8 includes a first airbag 9 and a second airbag 10 that are directed upward in FIGS. 3A to 3C. It expands by expanding.

  An inflator 12 is disposed at the bottom of the accommodating portion 11. The timing of gas injection from the inflator 12 is basically that an acceleration sensor provided at an appropriate position of the vehicle body detects an impact, the acceleration sensor inputs a detection signal to the ECU, and the ECU This is when a gas injection start signal is input.

  In the embodiment shown in FIG. 3, the number of inflators 12 is one, but is not particularly limited in the present invention. Basically, the number of inflators is often determined based on the capacity of the airbag. For example, even if two or more inflators are installed in the present embodiment, gas may be injected at the same time.

As shown in FIG. 3, the partition member 15 is arrange | positioned in one Embodiment of the vehicle which has an airbag which concerns on this invention. The partition member 15 is a member that restricts the second airbag 10 to be deployed later than the first airbag 9. The partition member 15 is disposed inside the first airbag 9 and the second airbag 10 at a connection portion between the first airbag 9 and the second airbag 10, The interior area of the airbag 10 is partitioned. The partition member 15 is a thin film member that can be broken by pressure.
The partition member 15 is an example of a deployment restricting member in the present invention, and is also an example of a closing member.

  If the first airbag 9 and the second airbag 10 of this embodiment are provided as shown in FIG. 3A and the partition member 15 is not provided, the deployment form of the occupant protection device 8 is conventional. May become unstable.

  As a case where the deployment form of the occupant protection device 8 is not stable, the force received from the first airbag 9 and the second airbag 10 in order to open the lid portion 13 by the second airbag 10 that has not been provided conventionally, One of the causes is considered to be non-uniform when compared with each part of the lid 13.

  When only the first airbag 9 is provided as in the prior art, the force received by the lid portion 13 when the first airbag 9 abuts against the back surface of the lid portion 13 during deployment thereof is the first airbag. 9 is basically uniform throughout the entire lid portion 13.

  On the other hand, when the second airbag 10 is additionally provided, the second airbag 10 abuts directly on the back surface of the lid portion 13 or indirectly through the first airbag 9. Accordingly, it is considered that the force received by the lid portion 13 is such that the portion with which the second airbag 10 abuts becomes larger or smaller than the other portions. In other words, the force received to open the lid portion 13 varies depending on the portion of the lid portion 13 and becomes non-uniform.

  In the present embodiment, as shown in FIG. 1A, the second airbag 10 is provided on the inner side in the vehicle width direction of the first airbag 9, and the first airbag 9 is a vehicle in front of the occupant M. It has a shape that expands widely in the width direction. That is, the second airbag 10 is disposed in a part of the first airbag 9 in the vehicle width direction. As a result, the force received to open the lid portion 13 varies along the vehicle width direction, for example, the second airbag 10 increases locally only in the vehicle width direction and relatively small otherwise. Occurs.

  When the force received for opening the lid portion 13 is in a non-uniform state, at least one of the following two problems may occur as compared with the conventional uniform state.

First, as one of the problems that may occur, for example, the deployment trajectories of the first airbag 9 and the second airbag 10 describe a trajectory in which it is difficult to achieve normal occupant protection.
Specifically, for example, the lid portion 13 is broken and opened as usual as a problem with the deployment track. However, since a portion where a large force is applied in the lid portion 13 is preferentially opened, the first airbag 9 and the first airbag 9 Compared to each part of the two airbags 10, there may be a problem that a time difference that could not occur in the prior art until the deployment in the passenger compartment is completed.

  Here, FIG. 4 shows an example of a problem related to the deployment trajectory. FIG. 4 is a schematic diagram showing a deployed form of an airbag having a protrusion in a vehicle having an airbag to which the present invention is not applied. FIG. 4A is a schematic view of a vehicle having an airbag to which the present invention is not applied as seen from above. FIG. 4B is a schematic view when a passenger seat of a vehicle having an airbag to which the present invention is not applied is viewed from the side.

  4 (A) and 4 (B), the outer end and inner end of the first airbag in the vehicle width direction, the upper end and lower end of the first airbag in the vehicle vertical direction, and Each deployment trajectory of the maximum protrusion of the second airbag 10 is indicated by a solid arrow. Further, in FIG. 4B, an ideal deployment trajectory of the second airbag 10 that can exhibit normal occupant protection performance is indicated by a dashed arrow.

  4A, the second airbag 10 disposed on the inner side in the vehicle width direction preferentially opens a part of the lid 13, and then the first airbag 9 in the vehicle width direction. It is assumed that the outer portion opens the remaining portion of the lid portion 13. In this case, as shown in FIG. 4 (A), the second airbag 10 and the inner end of the first airbag 9 in the vehicle width direction are deployed in advance, and the outer end of the first airbag 9 is Deploy with a delay. That is, depending on the location of the first airbag 9, there may be a delay in deployment that could not occur in the past, and there may be a time difference until deployment is completed.

For example, when the vehicle has a full lap collision, the protection of the occupant M has been normally achieved by the airbag that is normally deployed to face the occupant M.
If the occupant protection device 8 draws the deployment trajectory shown in FIG. 4A, when the occupant M falls forward, the deployment may be delayed and not completed. Further, if the occupant M falls forward and comes into contact with the first airbag 9 in the middle of deployment, the occupant M falls down while being swung to the right by the right side portion of the first airbag 9 that is deployed late. Is also possible. In this case, the protection of the normal occupant M originally intended cannot be realized.

  4B, the second airbag 10 preferentially opens a part of the lid part 13, and then the upper side of the first airbag 9 opens the remaining part of the lid part 13. Assumes that In this case, as shown in FIG. 4B, the second airbag 10 and the lower end of the first airbag 9 are deployed in advance, and the upper side of the first airbag 9 is deployed with a delay. That is, a time difference is caused by the part of the first airbag 9 until the deployment is completed. Due to this generated time difference, for example, the deployment trajectory of the second airbag 10 is largely shifted in the vehicle vertical direction as compared with an ideal deployment trajectory indicated by a broken line arrow.

  As shown in FIG. 4 (B), if the lid portion 13 is unevenly broken, the deployment trajectory deviates from the ideal state. Therefore, the deployment may not be completed when the occupant M falls toward the airbag. There is sex. Furthermore, when the occupant M falls forward during the deployment, the upper part of the rear end portion of the first airbag 9 in which the occupant M's face, cervical vertebra and the like once submerged in the first airbag 9 are deployed later. It can be considered that it is pushed up from below. In this case, the protection of the normal occupant M originally intended cannot be realized.

As described above with reference to FIG. 4, if the force received for opening the lid portion 13 is uneven depending on the portion of the lid portion 13, the breakage of the lid portion 13 causes a time difference depending on the portion. That is, the cover part 13 does not open all at once. Basically, the occupant protection device 8 needs to be deployed particularly quickly in the direction in which the occupant M falls down. However, if the opening of the lid portion 13 is uneven, there is a possibility that the occupant protection device 8 will be deployed later in the desired direction. Occurs.
Therefore, if the opening of the lid portion 13 becomes uneven, even if the lid 13 can be finally deployed in the intended shape, if the occupant M falls down while being delayed, the normal occupant M Protection may not be achieved.

As another problem that may occur, for example, one part of the lid portion 13 where the force is greatly applied due to the second airbag 10 or the like and the periphery thereof are broken and opened, but the other parts are completely broken. One problem is that it does not open. In this case, the first airbag 9 and the second airbag 10 are not fully deployed in the passenger compartment, and the first airbag 9 and a part of the second airbag 10 are not intended on the back side of the dashboard 6. It is also conceivable that the first airbag 9 and the second airbag 10 are caught on the portion of the lid portion 13 that is not broken and the bag is torn.
That is, since the first airbag 9 and the second airbag 10 are not completely deployed, not only a collision from an oblique front as shown by a white arrow in FIG. There is a possibility that the protection performance of the occupant M cannot be sufficiently exhibited even for many collision modes.

  The above problems are caused by the first airbag 9 with respect to the second airbag 10 when, for example, it is in a folded form in which gas is easily press-fitted into the second airbag 10 and the arrangement within the accommodating portion 11. May also be caused by gas being pre-pressed.

  By arranging the partition member 15, a force for opening the lid portion 13 that acts on the back surface of the lid portion 13 from the second airbag 10 and an action on the back surface of the lid portion 13 from the first airbag 9. And the force for opening the lid 13 to be made uniform.

As shown in FIG. 3A, the partition member 15 is disposed so as to isolate the internal regions of the first airbag 9 and the second airbag 10.
Subsequently, as shown in FIG. 3B, when the gas starts to be press-fitted into the first airbag 9, the first airbag 9 starts to expand. At this time, since the partition member 15 has not yet broken, the gas does not flow into the second airbag 10. Therefore, only the first airbag 9 is inflated from the start of gas injection until the partition member 15 is broken, so that the first airbag 9 approaches the back surface of the lid portion 13.
Further, as shown in FIG. 3 (C), when the pressure rises until the first airbag 9 reaches an appropriate internal pressure, the partition member 15 has an internal pressure of the first airbag 9 and an internal pressure of the second airbag 10. It breaks due to the pressure difference. Since not only the first airbag 9 but also the second airbag 10 expands after the partition member 15 is broken until the second airbag 10 is fully deployed, the first airbag 9 and the second airbag 10 are Approach the back of the lid 13.

Therefore, when the partition member 15 is not provided, the gas can be pressed into either the first airbag 9 or the second airbag 10 in a biased manner, whereas in the present embodiment, the partition member 15 is By providing, the deployment of the second airbag 10 can be regulated and the deployment of the second airbag 10 can be delayed more than the first airbag 9. As a result, the first airbag 9 or the second airbag 10 into which the gas is press-fitted in advance is covered by the press-fitting of the gas biased to either the first airbag 9 or the second airbag 10. It is possible to prevent a state where the inner surface of the portion 13 is locally contacted.
In other words, in the embodiment shown in FIGS. 3A to 3C, by providing the partition member 15, the force received by the lid portion 13 for breaking and opening is applied to any portion of the lid portion 13. It works evenly.

  As a result, the lid portion 13 on which the force is uniformly applied by the first airbag 9 and the second airbag 10 is uniformly broken at the groove portion 131 and is opened at once. Thereby, as mentioned above, the malfunction resulting from the non-uniformity of the opening force does not occur.

  In the present embodiment, the magnitude of the force for opening the interior member that acts on the interior member from the first airbag and the second airbag is, for example, the folding of the first airbag and the second airbag. If the form, the gas press-fitting form, etc. are changed, it can be adjusted appropriately.

Further, the pressure required for breaking the partition member 15 can exert a force on the back surface of the lid portion 13 from the first airbag 9 and the second airbag 10 by delaying the expansion of the second airbag 10. There is no particular limitation as far as possible. The breaking pressure of the partition member 15 is, for example, the time when the second airbag 10 is to be delayed, which is calculated based on the inflation speeds of the first airbag 9 and the second airbag 10, and the first airbag in the folded state. What is necessary is just to determine in consideration of the distance of the bag 9 and the 2nd airbag 10, and the back surface of the cover part 13, the inflow pressure of gas, etc.
As long as the object of this embodiment can be achieved by breaking at a predetermined pressure, the partition member 15 is not particularly limited in its shape, material, mounting position, and the like. For example, the partition member 15 is made of synthetic resin or fiber. And a valve body that is opened at a predetermined pressure can be employed.

In the embodiment shown in FIGS. 3A to 3C, the partition member 15 is provided at a connection site between the first airbag 9 and the second airbag 10.
In the present embodiment, the expansion regulating member may be, for example, a long member or a pressing member instead of the partition member 15.

  The long member is a long member that can be broken particularly when a predetermined tensile stress is applied along the long axis direction. For example, when the second airbag 10 is deployed, one end of the elongate member is connected to a member that is separated from the second airbag 10, and the other end is connected to the second airbag 10. Specifically, as the long member, a band member such as a tether or a string member can be used.

  In addition, as a member which leaves | separates from the 2nd airbag 10 in the case of expansion | deployment of the 2nd airbag 10, the 1st airbag 9 and the accommodating part 11 grade | etc., Can be mentioned, for example. For example, when a tether is used as the long member, one end is sewn or bonded to the vicinity of the inflator 12 on the inside of the first airbag 9 and the other end is located at a location that is the most protruding part on the inside of the second airbag 10. Can be attached by sewing or gluing.

  The tether attached in this manner receives a tensile stress along the long axis direction when the first airbag 9 starts to be inflated by the start of gas injection. At this time, the deployment of the second airbag 10 is restricted by the tether. When the tensile stress exceeds a predetermined magnitude, the tether breaks and the deployment of the second airbag 10 is started, so that the second airbag 10 is deployed later than the first airbag 9. .

  The length of the tether is, for example, the length from one end attachment portion attached to the housing portion 11 side to the other end attachment portion attached to the maximum projecting portion of the second airbag 10 at least from the one end attachment portion to the lid. It is good to set so that it may become shorter than the distance to the inner surface of the part 13. FIG. As a result, the tether allows the second airbag 10 to be deployed before the first airbag 9 abuts against the back surface of the lid portion 13, and the lid portion 13 is opened by the first airbag 9 and the second airbag 10. As can be done, the deployment of the second airbag 10 can be delayed.

  The pressing member is a member that can be broken when a predetermined pressure is applied. The pressing member is disposed so as to press the second airbag 10 from the outside of the second airbag 10, for example. As the pressing member, specifically, a synthetic resin or fiber film body, a belt-like member such as a tether, a string-like member, or the like can be used.

  For example, when a fiber membrane is used as the pressing member, the second airbag 10 is covered so as to cover the membrane from the outside of the second airbag 10, and the first airbag 9 is covered at the peripheral portion of the second airbag 10. It can be attached by sewing or gluing.

  When the expansion of the first airbag 9 is started by the start of gas injection, the membrane body attached in this manner is supplied with the second air to be expanded by the gas flowing into the inner region of the second airbag 10. The bag 10 receives pressure. At this time, the deployment of the second airbag 10 is restricted by the film body. When the pressure from the second airbag 10 exceeds a predetermined magnitude, the film body is broken and the deployment of the second airbag 10 is started, so the second airbag 10 is delayed from the first airbag 9. Will be deployed.

When a long member or a pressing member is used as the deployment restricting member, the inner region of the first airbag 9 and the inner region of the second airbag 10 are not partitioned like the partition member 15 shown in FIG. Therefore, the gas can freely enter the inner region of the second airbag 10.
However, unless the predetermined tensile stress is exceeded in the long member and the predetermined pressure is exceeded in the holding member, the restriction state of the deployment of the second airbag 10 by the long member or the holding member is not released. Therefore, even if the member allows gas to enter the inner region of the second airbag 10 such as a long member or a pressing member, the second airbag 10 is greatly expanded as long as the deployment regulating member is not broken. There is nothing. In other words, the second airbag 10 is not deployed.

  Note that conventional occupant protection devices are often provided with a packaging bag for wrapping an undeployed airbag in a housing. The packaging bag is broken when the airbag is deployed. In the present embodiment, the packaging bag body may be used as a part of the pressing member. Specifically, a packaging bag body that wraps the entire first airbag 9 and second airbag 10 is provided. The deployment of the second airbag 10 may be restricted, and the deployment of the second airbag 10 may be started together with the broken talk.

Furthermore, in this embodiment, if each of the first airbag 9 and the second airbag 10 can have the same timing for opening the lid portion 13, the force for opening the lid portion 13 may be made uniform.
In order to align the timing when the first airbag 9 and the second airbag 10 open the lid portion 13 respectively, for example, a deployment regulating member such as the partition member 15 shown in FIG.

When the opening timing of the lid portion 13 is described in detail, the partition member 15 can reduce the time difference between the timing when the second airbag 10 opens the lid portion 13 and the timing when the first airbag 9 opens the lid portion 13. .
Specifically, if the partition member 15 is not provided, for example, the second airbag 10 may be deployed in advance, and only the second airbag 10 may come into contact with the back surface of the lid portion 13. On the other hand, by restricting the partition member 15 to delay the deployment of the second airbag 10 until the first airbag 9 is deployed to a certain state after the gas press-fitting is started, This is because the time difference between the time when the first airbag 9 abuts against the back surface of the lid portion 13 and the time when the second airbag 10 abuts against the back surface of the lid portion 13 can be reduced.
Thereby, the cover part 13 can be opened by breaking as usual without being biased depending on the part. Therefore, in the embodiment shown in FIG. 3, it is possible to realize the form of breaking the lid portion 13 as in the case where only the first airbag 9 is provided as in the prior art, and the airbag can be stably deployed. Become.

  In the present embodiment, the deployment restricting member is not required to completely align the time by completely eliminating the time difference between the time when the first airbag 9 and the second airbag 10 open the lid 13. What is necessary is just to be able to make it small to such an extent that the stable expansion | deployment of the whole protective device 8 is not influenced.

  The pressure required for breaking the partition member 15 is the shortest distance between the trailing contact portion 82 of the first airbag 9 and the back surface of the lid portion 13 when the first airbag 9 is deployed, and the second airbag 10. It is preferable that the shortest distance between the preceding contact portion 81 and the back surface of the lid portion 13 is set to a pressure acting on the partition member 15 when they are the same or substantially the same.

Here, the leading contact portion 81 and the trailing contact portion 82 will be described.
First, assuming that the partition member 15 is not provided in the embodiment shown in FIG. 3, assuming that the gas is likely to be press-fitted into the second airbag 10, the preceding contact portion 81 is covered at the earliest time when the gas is press-fitted. The trailing contact portion 82 is considered to be a portion that contacts the lid portion 13 later than the preceding contact portion 81.
Note that the difficulty of inflow of gas into the first airbag 9 and the second airbag 10 may vary depending on the folding form, the gas press-fitting form, and the like. The part can be displaced to various parts of the first airbag 9 and the second airbag 10.

  In the embodiment shown in FIG. 3, the portion of the second airbag 10 facing the back surface of the lid portion 13 is the preceding contact portion 81. Further, a portion facing the back surface of the lid portion 13 in the first airbag 9 is a trailing contact portion 82.

In the present embodiment, as a condition for determining the pressure required for breaking the partition member 15 described above, the speed at which the second airbag 10 inflates toward the lid portion 13 and the first airbag 9 at the lid portion 13. It is assumed that the speed of expansion is the same. If there is a difference between the two speeds, the pressure required for breaking the partition member 15 may be adjusted as appropriate in view of the speed difference and the shortest distance to the lid portion 13 described above.
When this embodiment is applied to an existing airbag, the speed difference between the first airbag 9 and the second airbag 10 when inflating toward the lid 13 is the difference between the first airbag and the second airbag. It changes depending on the shape and capacity, the arrangement of the first airbag and the second airbag in the folded state, and the like. Therefore, in view of the properties of each bag, it is preferable to determine the pressure or tensile stress required for breaking the development regulating member such as the partition member 15, the long member, or the pressing member.

As the positions of the preceding contact portion and the subsequent contact portion, actually, for example, the second airbag 10 and the first airbag 9 are arranged substantially flush with each other in a folded state, and the interior member such as the lid portion 13 or the like. Or the case where the second airbag 10 is disposed so as to be wrapped in the first airbag 9 and the first airbag 9 is closer to the interior member.
Even in these cases, as compared with the case where only the first airbag 9 is provided as in the prior art, the expansion configuration changes due to the provision of the second airbag 10. For example, while only the first airbag 9 has been inflated in the past, the second airbag 10 is also inflated at the same time, and in some cases, the second airbag 10 is deployed in advance. Therefore, it is conceivable that the deployment direction and deployment posture of the occupant protection device 8 are biased toward the deployment direction of the second airbag 10 and the like.

Therefore, as long as the second airbag 10 that communicates with the first airbag 9 is provided as in the present embodiment, a bias occurs in the inflated form that was uniform only in the first airbag 9, and as a result A leading contact portion and a trailing contact portion are generated in part of the first airbag 9 and the second airbag 10.
In addition, it is considered that the bias of the deployment is particularly large compared to the inflated form in the case where only the first airbag 9 is provided. For example, at least a part of the second airbag 10 in the folded state is the first airbag. The second airbag 10 is arranged between the bag 9 and the lid portion 13 so that the second airbag 10 overlaps a part of the first airbag 9 when the inside of the accommodating portion 11 is viewed from the lid portion 13 side. This is the case. In this case, when the deployment restricting member such as the partition member 15 is not provided, the first airbag 9 and the second airbag 10 try to deploy independently, so the time difference comes into contact with the lid portion 13. Is likely to occur.

For example, depending on the folding mode, the time when the first airbag 9 opens the lid 13 may be earlier than the time when the second airbag 10 opens the lid 13. In this case, contrary to the embodiment shown in FIG. 3, a part of the first airbag 9 is a leading contact part and a part of the second airbag 10 is a trailing contact part. In this case, the deployment regulating member such as the partition member 15 may be provided in the vicinity of the preceding contact portion of the first airbag 9. For example, the partition member 15 can be attached so as to partition the upper region of the first airbag 9 in FIG. 3A from the lower region. Accordingly, if the partition member 15 is not broken, the gas does not flow into the vicinity of the preceding contact portion of the first airbag 9 and does not normally inflate upward in FIG. 9 can be delayed.
Further, for example, a case where the second airbag 10 is folded while being wrapped by the first airbag 9 is also conceivable. In this case, the second airbag 10 does not directly contact the back surface of the lid portion 13 when each airbag is deployed. Therefore, a part of the first airbag 9 that is greatly inflated by adding the inflated portion of the second airbag 10 becomes a leading abutting portion, and a portion that abuts on the interior member due to the expansion of only the first airbag 9 is a postponement. It becomes a contact part. Even in this case, the deployment regulating member such as the partition member 15 may be attached so that the gas does not flow in the vicinity of the preceding contact portion of the first airbag 9. Thereby, the expansion | swelling of the preceding contact part vicinity of the 1st airbag 9 can be controlled, and the advance | deployment of the 1st airbag 9 resulting from the 2nd airbag 10 can be delayed.

  In this embodiment, after changing variously the capacity | capacitance and shape of each bag body, a folding form, the gas press-fit form, etc., which site | part of the 1st airbag 9 and the 2nd airbag 10 is a leading contact part and By specifying in advance a test or the like as to whether or not it will be a subsequent contact portion, it is possible to easily determine the arrangement of the development restricting member, the pressure or tensile stress required for breaking, and the like.

  Although the passenger seat airbag is illustrated in the embodiment shown in FIGS. 1 to 3, the present embodiment can be applied to an airbag for a driver's seat and other airbags provided in various parts.

  As mentioned above, although embodiment which applied the invention made | formed by this inventor was described, this invention is not limited by the description and drawing which make a part of indication of this invention by this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

1: vehicle, 2: vehicle body, 3: driver seat, 4: passenger seat, 5: rear seat, 6: dashboard, 61: glove box, 62: center console, 7: steering wheel, 8: occupant protection device, 81: preceding contact portion, 82: trailing contact portion, 9: first airbag, 10: second airbag, 11: housing portion, 12: inflator, 13: lid portion, 131: groove portion, 14: seat belt , 15: Partition member, M: Crew

Claims (7)

An interior member that forms the interior of the passenger compartment and can be opened from the backside;
A first airbag disposed on the back side of the interior member and deployable in the passenger compartment;
A second airbag that is provided on the first airbag and that can be deployed and projected from the first airbag;
Among the first airbag and the second airbag, the deployment of the airbag to be deployed in advance toward the back surface of the interior member is delayed so that the first airbag and the second airbag are both on the back surface of the interior member. and a restrictor member for regulating the so that to contact,
A vehicle having an airbag. The deployment regulating member regulates the deployment of one of the first airbag and the second airbag, cancels the regulation before the interior member opens,
The first airbag and the second airbag that are released from the restriction are deployed to open the interior member.
A vehicle comprising the airbag according to claim 1. Deployment restriction member
A closing member that is disposed at a connection portion between the first airbag and the second airbag inside the first airbag and the second airbag and can be broken by a predetermined pressure;
One end connected to a member that is separated from the second airbag when the second airbag is deployed, the other end is connected to the second airbag, and can be broken by tensile stress when the second airbag is deployed Shaped member, or
A pressing member that holds the second airbag outside the second airbag and can be broken by a predetermined pressure.
A vehicle having the airbag according to claim 2. The deployment regulating member is a long member having one end attachment portion attached to a member that is separated from the second airbag when the second airbag is deployed, and another end attachment portion attached to the second airbag.
The length from the one end mounting portion to the other end mounting portion is shorter than the distance from the one end mounting portion to the interior member,
A vehicle comprising the airbag according to claim 3. In the vehicle width direction, the second airbag is provided in a part of the first airbag,
The deployment restricting member makes the force variation along the vehicle width direction uniform in the force that the interior member receives from the first airbag and the second airbag.
The vehicle which has an airbag as described in any one of Claims 1-4. When deploying the first airbag and the second airbag, the deployment restricting member reduces a time difference between a time when only the first airbag opens the interior member and a time when the second airbag opens the interior member.
A vehicle having the airbag according to any one of claims 1 to 5. When the first airbag and the second airbag are deployed, the interior member is broken open by the force received from the first airbag and the second airbag, or is pushed away and opened.
A vehicle having the airbag according to any one of claims 1 to 6.

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