JP6423071B2 - Airbag device - Google Patents

Description

  The present invention relates to an airbag device that restrains a vehicle occupant from the front of the vehicle.

  In recent years, airbag devices are almost standard equipment. The airbag device is a safety device that operates in an emergency such as a vehicle collision, and inflates and deploys with gas pressure to receive and protect an occupant. There are various types of airbag devices depending on the installation location and application. For example, a front airbag is installed in the center of the steering wheel in the driver's seat to protect the front seat occupant mainly from front and rear impacts, and an instrument panel and other parts are installed near the passenger seat. A passenger airbag is provided. In addition, a curtain airbag that inflates and deploys along the side window is provided near the ceiling of the wall to protect each occupant in the front and rear rows from side collision and subsequent rollover (rollover). The part is provided with a side airbag that is inflated and deployed right next to the passenger.

  The airbag disclosed in Patent Document 1 is mainly for a passenger seat, and has a mechanism for restraining an occupant between two bag-shaped portions. Specifically, a flat left half airbag 12 and a right half airbag 14 are provided, and the space between them is positioned in front of the seat. The left half airbag 12 and the right half airbag 14 are connected by a tie panel 16 at the rear of the vehicle and do not separate more than necessary. With these configurations, the airbag disclosed in Patent Document 1 accepts an occupant appropriately entering the front space.

JP 2003-335203 A

  At present, the airbag apparatus is also required to cope with irregular collisions and impacts such as so-called oblique collision in which an impact is applied to the vehicle from an oblique front-rear direction. An occupant in an oblique collision enters the airbag cushion (hereinafter referred to as “cushion”) in front of the seat with an irregular behavior such as an oblique direction. Therefore, for example, in the configuration of Patent Document 1, since the space for receiving the occupant is located in front of the seat, it is difficult to efficiently restrain the occupant during an oblique collision. In order to exert a sufficient restraint force during oblique collision, a cushion having a suitable shape and structure is required.

  In view of such a problem, an object of the present invention is to provide an airbag device that can appropriately restrain an occupant even in an oblique collision and can suppress an injury value to the occupant.

  In order to solve the above-described problems, a representative configuration of an airbag apparatus according to the present invention is an airbag apparatus that restrains a vehicle occupant, and the airbag apparatus is inflated and deployed in front of the front seat of the vehicle. A center bag that is provided in a valley between the main bag and the center bag and that joins the center bag and the main bag over a predetermined range in the vertical direction. And the occupant's head is restrained by a valley.

  According to the above configuration, when an occupant moves obliquely forward inside the vehicle at the time of an oblique collision or the like, the occupant's head is received by the entrance portion of the valley provided between the center bag and the main bag. Or to enter the interior of the valley. In particular, in the above configuration, the center bag and the main bag are joined by the internal joint at a predetermined location in the valley. With this configuration, the valley can maintain its narrowness. Therefore, when a passenger | crew's head approachs into the inside of a valley, the head can be restrained so that it may be pinched | interposed by each side part of the center bag and main bag of both sides. In addition, since the central joint exists in front of the head of the head that has entered the valley, the load received from the head can be suitably absorbed by the central joint. Therefore, according to the said structure, a passenger | crew's head can be restrained by exhibiting high restraint force also at the time of an oblique collision, and the injury value can be suppressed.

  Said center junction part may be provided between the rear edge of the main bag and the instrument panel of the vehicle when viewed from the side of the vehicle. According to this configuration, even if the instrument panel is present ahead of the occupant's head, the head is restrained by the central joint portion just before contacting the instrument panel. Therefore, the injury value for the head of the occupant can be further reduced.

  Said center junction part may be provided by sewing. With this configuration, it is possible to suitably realize a central joint that joins the center bag and the main bag.

  The airbag device may further include an upper joint portion that is provided above the central joint portion in the valley and joins the center bag and the main bag over a predetermined range in the vehicle front-rear direction. According to this configuration, since the center bag is joined to the main bag by the upper joint portion, the center bag can be prevented from moving toward the vehicle interior with respect to the main bag, and the narrowness of the valley can be further maintained. Therefore, the center bag can exert a higher restraining force to restrain the passenger's head more efficiently and suppress the injury value.

  The upper joint portion may be provided on the vehicle rear side, and may have a rear end portion that joins the center bag and the main bag in a predetermined circle. According to this configuration, when a force is applied in the direction of opening the valley, the load can be prevented from concentrating locally on the upper joint portion, and breakage or the like can be prevented. Further, when the occupant comes into contact with the rear end portion, the burden applied to the occupant can be suppressed if the rear end portion is a circle as compared to the case where the rear end portion is formed as a straight end. .

  The upper joint portion may be provided on the vehicle rear side and may have a rear end portion that curves and extends upward to join the center bag and the main bag. Even with this configuration, when a force is applied in the direction of opening the valley, the load can be prevented from concentrating locally on the upper joint portion, thereby preventing breakage and the like. Furthermore, when the occupant comes into contact with the rear end, the burden applied to the occupant can be suppressed if the rear end is curved.

  Said upper junction part may be provided continuously from the center junction part. With this configuration, the upper joint portion and the central joint portion can be suitably realized.

  The upper joint portion may be provided with a predetermined gap between the upper joint portion and the central joint portion, and the gap may have a shape smaller than the head of the occupant. With this configuration, the head does not get stuck in or get caught in the gap, and a safer structure can be realized.

  The upper joint portion may be provided by sewing. With this configuration, it is possible to suitably realize the upper joint portion that joins the center bag and the main bag.

  The airbag device may further include a lower joint portion that is provided below the central joint portion in the valley and joins the center bag and the main bag over a predetermined range in the vehicle front-rear direction. By joining the main bag and the center bag at the lower part of the valley by the lower joint part, for example, the chest of the occupant is easily restrained by this part.

  The lower joint portion may be provided on the vehicle rear side, and may have a rear end portion that joins the center bag and the main bag in a predetermined circle. According to this configuration, when a force is applied in the direction of opening the valley, it is possible to prevent the load from concentrating locally on the lower joint portion, thereby preventing breakage and the like. Further, when the occupant comes into contact with the rear end portion, the burden applied to the occupant can be suppressed if the rear end portion is a circle as compared to the case where the rear end portion is formed as a straight end. .

  The lower joint portion may be provided on the vehicle rear side, and may have a rear end portion that curves and extends downward to join the center bag and the main bag. Even with this configuration, when a force is applied in the direction of opening the valley, the load can be prevented from concentrating locally at the lower joint portion to prevent breakage and the like, and further, given to the occupant when the occupant contacts The burden can be reduced.

  The lower joint part may be provided continuously from the central joint part. With this configuration, the lower joint portion and the central joint portion can be suitably realized.

  The lower joint portion may be provided by sewing. With this configuration, it is possible to suitably realize the lower joint portion that joins the center bag and the main bag.

  The upper end of said center junction part may be provided ahead of vehicles rather than the lower end of a center junction part. That is, the above-described central joint portion may be inclined forward of the vehicle as it goes upward. According to these configurations, for example, when the head of the occupant moves toward the central joint, the head contacts the central joint from the lower part. Therefore, it is possible to prevent back bending when the upper part (for example, the forehead) of the head is pushed backward. Since the injury value given to an occupant tends to be high in backward bending, the injury value can be kept low by preventing backward bending with the above configuration.

  Said center junction part may incline ahead of vehicles rather than the up-and-down direction of the head of the crew member who entered the valley. Also with this configuration, the central joint comes into contact from the lower part of the head, and therefore it is possible to prevent the head from bending backward.

  Said center junction part may be curving so that it may become convex toward the vehicle back. The center bag and the main bag are bag-like, and their side surfaces form a curved surface when inflated and deployed. Since the central joint that connects such curved surfaces is curved, it becomes easy to receive a tension at the time of inflating and deploying, and also easily absorbs a load received from an occupant.

  Said center junction part may contact the part below a nose among passenger | crew's heads initially. Also with this configuration, the central joint can prevent the head from bending backward.

  The center joint may be a region extending in a direction intersecting with the trajectory of the head of the occupant moving forward of the vehicle as viewed from the side of the vehicle. According to this configuration, the load received from the passenger's head can be suitably absorbed by the central joint.

  The center bag may be inflated and deployed by protruding rearward from the main bag. As described above, in an oblique collision, the passenger in the passenger seat may move diagonally forward inside the vehicle. In that case, when the occupant's head contacts a conventional main bag in front of the passenger seat, the head may rotate clockwise around the neck as viewed from above. Therefore, for example, in the above configuration, the center bag provided inside the main bag is protruded rearward of the main bag. According to this configuration, the head of the occupant moving obliquely forward on the vehicle interior contacts the center bag mainly from the side of the head at the same time as, or just before or after, the front main bag. Thereby, the clockwise rotation of the head of the occupant can be reduced or canceled. In particular, since the angular velocity of the rotation of the occupant's head can be reduced, the occupant injury value associated with the rotation can be suppressed.

  The main bag may come into contact with the windshield of the vehicle and the upper surface of the instrument panel of the vehicle by inflating and deploying. That is, the main bag may be inflated and deployed between the windshield and the instrument panel. According to this configuration, the posture of the main bag can be stabilized even when an occupant enters the vehicle, and the posture of the center bag joined to the main bag by the central joint portion or the like is further stabilized.

  The airbag device further includes a housing that is box-shaped and houses the main bag and the center bag and is provided inside the upper surface portion of the instrument panel of the vehicle. The main bag and the center bag are provided on the upper surface of the instrument panel. The part may be cleaved and expanded. With this configuration, an airbag device for a front seat having high occupant restraint performance can be suitably realized. In particular, the provision of the above-described central joint is preferable because even if an instrument panel or the like is installed in front of the vehicle in the valley, the occupant is restrained without touching them.

  According to the present invention, it is possible to provide an airbag device that can appropriately restrain an occupant even in an oblique collision and suppress an injury value to the occupant.

It is a figure which illustrates the outline | summary of the airbag apparatus concerning embodiment of this invention. It is the figure which illustrated the cushion at the time of the expansion | deployment of FIG.1 (b) from each direction. It is the figure which illustrated the cushion at the time of the expansion | deployment of FIG.1 (b) from each direction. It is the figure which illustrated the process in which the cushion of FIG.1 (b) restrains a passenger | crew. It is the figure which illustrated the state which looked at the process in which the cushion of FIG. 4 restrains a passenger | crew from the upper direction. It is the figure which illustrated the state which looked at the process in which the cushion of FIG. 5 restrains a passenger | crew from the vehicle front. It is the figure which expanded and illustrated the cushion and the passenger | crew of FIG.4 (c). It is the figure which illustrated the modification of each junction part illustrated in FIG. It is the figure which illustrated the modification of each junction part illustrated in FIG.

E1 ... head, E1a ... side head, E1b ... back head, E2 ... neck, E3 ... shoulder, E3a ... left shoulder, E3b ... right shoulder, E4 ... chest, E5 ... waist, L1 along the central joint Imaginary line, L2 ... imaginary line illustrating the vertical direction of the head, H1 ... vertical length of the head, W1 ... width in front and back of the head, Y1 ... vehicle front, Y2 ... vehicle rear, Z1 ... vehicle upper , Z2 ... Vehicle lower part, 100 ... Airbag device, 102 ... Instrument panel, 104 ... Passenger seat, 106 ... Upper surface part of instrument panel, 108 ... Cushion, 110 ... Inflator, 112 ... Main bag, 113 ... Main bag Trailing edge, 114 ... center bag, 116 ... windshield, 118 ... center console, 119 ... upper end of center joint, 120 ... center joint, 121 ... center joint , 122 ... Valley, 124 ... Upper joint, 125 ... Upper joint, 126 ... Lower joint, 127 ... Lower rear edge, 128 ... Head restraint area, 130 ... Vent hole, 132 ... Crew , 134, housing, 136, seat belt, 140, rotation generated in the head, 142, jaw, 144, nose, 146, forehead, 160, rear region of center bag, 162, side portion of center bag, 166, rear region Rear end portion, 200 ... airbag device of first modification, 202 ... central joint portion, 204 ... upper joint portion, 206 ... lower joint portion, 208 ... gap between upper joint portion and central joint portion, 210 ... The gap between the lower joint and the central joint, 220 ... the airbag device of the second modification, 222 ... the upper rear end, 224 ... the lower rear end, 240 ... the airbag device of the third modification, 242 ... Central joint part, 244 ... Trajectory of the head, 260 ... Air bag device of the fourth modified example, 262 ... Central joint part

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

  FIG. 1 is a diagram illustrating an outline of an airbag apparatus 100 according to an embodiment of the present invention. FIG. 1A is a diagram illustrating a vehicle before the airbag apparatus 100 is operated. In the present embodiment, the airbag device 100 is embodied for a front seat in a left-hand drive vehicle, particularly for a passenger seat (front row right seat). The airbag device 100 is installed inside the upper surface portion 106 on the passenger seat 104 side of the instrument panel 102.

  When the airbag device 100 receives an impact detection signal from a sensor (not shown), the cushion 108 (see FIG. 1B) tears the upper surface portion 106 and expands and deploys rearward of the vehicle. FIG. 1B is a diagram illustrating the vehicle after the airbag apparatus 100 is operated. The cushion 108 of the airbag device 100 restrains the passenger 132 (see FIG. 4A) of the passenger seat 104 from the front of the vehicle. The cushion 108 has a bag shape and receives gas from the inflator 110 (see FIG. 4A) to expand and deploy. The cushion 108 is formed by sewing or adhering a plurality of base fabrics that constitute the surface of the cushion 108, spinning using OPW (One-Piece Woven), or the like.

  The cushion 108 of the airbag device 100 includes two parts, a main bag 112 and a center bag 114. The main bag 112 is a large-capacity part that inflates and deploys to the front side of the passenger seat 104. The main bag 112 is inflated and deployed so as to fill a space between the passenger 132 of the passenger seat 104, the instrument panel 102 and the windshield 116. This prevents the passenger 132 from colliding with the instrument panel 102. Further, by preventing the occupant 132 from colliding with the windshield 116, the occupant 132 is also prevented from being released from the vehicle.

  The center bag 114 is a flat portion that is inflated and deployed adjacent to the inside of the main bag 112 and has a smaller capacity than the main bag 112. The center bag 114 is inflated and deployed in front of the center console 118 when viewed from the occupant 132 (see FIG. 4A), and the occupant 132 moves inside the vehicle or collides with the center console 118 at the time of an oblique collision or the like. prevent.

  2 and 3 are views illustrating the cushion 108 in the inflated and deployed state in FIG. 1B from each direction. FIG. 2A is a perspective view illustrating a state in which the cushion 108 of FIG. 1B is viewed from above the vehicle outer side. The center bag 114 and the main bag 112 are substantially independent bags, and a valley 122 is formed between them. The valley 122 extends between the center bag 114 and the main bag 112 in the vehicle longitudinal direction and the vertical direction. When the cushion 108 is inflated and deployed, the center bag 114 and the main bag 112 are in contact with each other, and the valley 122 is closed. In the present embodiment, the valley 128 is used as a part that restrains the head E1 of the occupant 132 (see FIG. 4A). The center bag 114 and the main bag 112 may be connected by an internal vent hole or the like in front of the vehicle in the valley 128.

  Two vent holes 130 are provided on the outer side surface of the main bag 112. The vent hole 130 is a so-called exhaust hole and discharges the gas supplied from the inflator 110 (see FIG. 4A) to the outside. Since only the side window or the like exists on the outside of the main bag 112 and there is no occupant 132 (see FIG. 4A), it is not possible to provide the vent hole 130 on the side of the main bag 112 on the outside of the vehicle. It is valid.

  FIG. 2B is a diagram illustrating a state in which the cushion 108 of FIG. 2A is viewed from the outside of the vehicle. As illustrated in FIG. 2B, the center bag 114 in the present embodiment has a rear region 160 on the vehicle rear side inflated so as to protrude rearward of the main bag 112 (leftward in FIG. 2B). expand. Therefore, the outer side surface of the center bag 114 is exposed from the valley 122. The center bag 114 mainly restrains the side head E1a of the occupant 132 (see FIG. 5C) at the side portion 162 inside the vehicle. Since the center bag 114 is joined to the main bag 112 by joint portions 120, 124, and 126 described later, the center bag 114 can function as a reaction force surface that restrains the temporal region E1a.

  FIG. 3A is a diagram illustrating a state in which the cushion 108 of FIG. 2B is viewed from the outside of the vehicle. The internal joint 120 illustrated in FIG. 3A is a portion that is provided in the valley 122 between the center bag 114 and the main bag 112 and joins them. In FIG. 3A, the internal joint 120 and the like are illustrated through the main bag 112.

  The center joint 120 joins the center bag 114 and the main bag 112 over a predetermined range in the vertical direction. In the present embodiment, the central joint 120 is realized by sewing. The center bag 114 has a flat shape and inflates and deploys from above the instrument panel 102 to the rear thereof. However, since the center bag 114 is joined to the main bag 112 by the center joint portion 120, the center bag 114 has a stable posture without moving to the inside of the vehicle. Can keep. Further, when the head E1 of the occupant 132 (see FIG. 4C) is restrained using the valley 122, the central joint 120 maintains the narrowness of the valley 122, so the head E1 is efficiently restrained. It becomes possible to do.

  The central joint 120 is provided between the rear edge 113 of the main bag 112 and the instrument panel 102 of the vehicle as viewed from the side of the vehicle. With this configuration, the center joint 120 allows the head E1 of the occupant 132 to enter the valley 122, and the head E1 is the instrument even if the instrument panel 102 exists in the moving direction of the head E1. This can be restrained before contacting the panel 102. Further, since the expansion region is secured between the central joint 120 and the instrument panel 102, the load applied to the central joint 120 from the rear of the vehicle (left side in FIG. 3A) is efficiently absorbed. It is possible. With the configuration using the central joint 120, the injury value of the occupant 132 to the head E1 can be further reduced.

  An upper joint 124 is provided above the central joint 120 in the valley 122. The upper joint 124 joins the center bag 114 and the main bag 112 over a predetermined range in the vehicle front-rear direction. In the present embodiment, the upper joint portion 124 is provided by sewing so as to continuously extend from the upper end of the central joint portion 120 toward the rear of the vehicle. The upper joint portion 124 also serves to prevent the center bag 114 from moving toward the inside of the vehicle with respect to the main bag 112 and to keep the valley 122 narrow.

  FIG. 3B is a diagram illustrating a state in which the cushion 108 of FIG. 3A is viewed from above the vehicle. The range in which the upper joint portion 124 is provided can be set as appropriate. For example, the upper joint portion 124 can be provided over the entire vehicle front-rear direction at the upper portion of the main bag 112. The upper joint portion 124 suppresses the separation of the center bag 114 from the main bag 112 regardless of the size of the provided range, improves the restraining force of the center bag 114, and the occupant 132 (see FIG. 5C). The injury value can be suppressed.

  Reference is again made to FIG. A lower joint 126 is provided below the central joint 120 in the valley 122. The lower joint 126 joins the center bag 114 and the main bag 112 over a predetermined range in the vehicle front-rear direction. In the present embodiment, the lower joint portion 126 is provided by sewing so as to continuously extend from the lower end of the central joint portion 120 toward the rear of the vehicle. The lower joint 126 also serves to prevent the center bag 114 from moving from the main bag 112 and to keep the valley 122 narrow. Further, the main bag 112 and the center bag 114 are joined to each other at the lower part of the valley 122 by the lower joining portion 126, and this portion restrains, for example, the chest E4 of the passenger 132 (see FIG. 4C). Power is improved.

  In the present embodiment, the region on the vehicle rear side of the central joint 120 in the valley 122 is used as the head restraint region 128 that restrains the head E1 of the occupant 132 (see FIG. 4C). In particular, in this embodiment, the head restraint region 128 is a region surrounded by the upper joint portion 124 and the lower joint portion 126 in addition to the central joint portion 120.

  The central joint 120, the upper joint 124, and the lower joint 126 are provided by continuous stitching in this embodiment. However, the joints 120, 124, and 126 can be provided separately from each other. In addition, although the joint portions 120, 124, and 126 are provided by sewing in the present embodiment, the joint portions 120, 124, and 126 can be realized not only by sewing but also by adhesion or heat welding.

  The upper joint portion 124 has a rear end portion (hereinafter referred to as an upper rear end portion 125) in which a predetermined circle is drawn at the rear end portion on the vehicle rear side. The lower joint portion 126 also has a rear end portion (hereinafter referred to as a lower rear end portion 127) in which a predetermined circle is drawn at the rear end portion on the vehicle rear side. The upper rear end 125 and the lower rear end 127 join the center bag 114 and the main bag 112 by sewing in a circle.

  FIG. 3C illustrates a state in which the cushion 108 in FIG. 3B is viewed from the rear of the vehicle. In FIG. 3C, force is applied to the center bag 114 and the main bag 112 from the inside of the valley 122 in the vehicle width direction to open the valley 122. Thus, when force is applied in the direction of opening the valley 122, the upper rear end 125 and the lower rear end 127 depicting a circle are compared to the case where these are formed as simple straight ends. The load can be prevented from concentrating locally and the sewing breakage can be prevented. Further, when the occupant 132 (see FIG. 4C) contacts the upper rear end portion 125 and the lower rear end portion 127, a circle is drawn as compared with the case where these are formed as simple straight ends. As a result, the contact area with the occupant 132 is increased and the load can be distributed. Therefore, the burden on the occupant 132 can be suppressed, and the comfort of the occupant 132 can be improved.

  FIG. 4 is a diagram illustrating a process in which the cushion 108 in FIG. 1B restrains the occupant 132. In each figure of FIG. 4, the right side in the figure is the front of the vehicle. FIG. 4A is a diagram illustrating an undeployed state of the cushion 108. As illustrated in FIG. 4A, the cushion 108 includes a main bag 112 (see FIG. 4B and the like) and a center bag 114, and is accommodated in the housing 134 in a folded state. The housing 134 has, for example, a box shape with an opening at the top, accommodates the folded cushion 108, and is installed inside the upper surface portion 106 of the instrument panel 102.

  An inflator 110 is fixed to the bottom surface of the housing 134. The inflator 110 is a gas generator, and is connected to the main bag 112 to supply gas. As the inflator 110, for example, a disk-shaped disk type can be used, but a cylindrical cylinder type may be used. Inflators that are currently popular include a type that is filled with a gas generating agent and burns it to generate gas, a type that is filled with compressed gas and supplies gas without generating heat, or There is a hybrid type using both combustion gas and compressed gas. Any type of inflator 110 can be used.

  The inflator 110 operates upon receiving an impact detection signal from a sensor (not shown) and supplies gas to the main bag 112. The main bag 112 and the center bag 114 are connected to each other, and the gas supplied from the inflator 110 to the main bag 112 is also supplied to the center bag 114.

  FIG. 4B illustrates the inflated cushion 108. The cushion 108 is inflated and deployed to the rear of the vehicle by cleaving the upper surface portion 106 of the instrument panel 102 serving as a lid of the housing 134. The occupant 132 illustrated in FIG. 4B has entered the cushion 108 side more than the occupant 132 of FIG. In an emergency such as a vehicle collision, the occupant 132 moves forward of the vehicle due to inertia. When the occupant 132 is wearing the seat belt 136 and the waist E5 is restrained, the occupant 132 moves in a trajectory that causes the upper body to bend forward about the waist E5.

  The main bag 112 mainly restrains the head E1, shoulder E3, chest E4, and the like of the occupant 132. The inflated and deployed main bag 112 is in contact with the windshield 116 and the upper surface portion 106 of the instrument panel 102. When the main bag 112 is inflated and deployed between the windshield 116 and the instrument panel 102, the occupant 132 can be restrained in a stable posture even when the occupant 132 enters.

  The center bag 114 projects rearward of the main bag 112 (left side in FIG. 4B). In an oblique collision, the occupant 132 may move diagonally forward inside the vehicle, particularly with the left shoulder E3a (see FIG. 5A) not restrained by the seat belt 136 in front. In that case, the occupant 132 contacts the center bag 114 from the temporal region E1a (see FIG. 5A).

  FIG. 4C illustrates a state in which the occupant 132 of FIG. 4B has further entered the cushion 108 side. As illustrated in FIG. 4C, the head E1 of the occupant 132 moves forward while the side head E1a (see FIG. 5C) is in contact with the center bag 114, and enters the interior of the valley 128. Enter and be restrained. In addition, the left shoulder E3a (see FIG. 5C) inside the passenger 132 is restrained by the rear end 166 of the rear region 160 of the center bag 114. The rear end 166 is inclined so as to gradually protrude rearward as it goes upward. The rear end portion 166 of the rear region 160 restrains the left shoulder E3a from the front of the vehicle and supports the upper body of the occupant 132 together with the main bag 112. Thereby, the twist of the upper body of the occupant 132 is offset.

  Since the joints 120, 124, and 126 are provided in the valley 128, the head restraint region 128 can be kept narrow. The head E1 of the occupant 132 heading to the head restraint area 128 is received by the entrance portion of the head restraint area 128 or enters the head restraint area 128 to enter the main bag 112 and the center bag on both sides. It is restrained so that it may be pinched | interposed into each side part of 114. FIG. Further, the central joint 120 is located in front of the vehicle, which is the moving direction of the head E1 of the occupant 132. Therefore, when the head E1 enters the inside of the head restraint region 128, the head E1 may be restrained by directly contacting the central joint 120. As described above, the central joint 120 is provided in front of the vehicle of the occupant 132, so that the head E1 can be prevented from excessively moving forward of the vehicle and coming into contact with the instrument panel 102.

  Further, when the occupant 132 comes into contact with the upper rear end portion 125 and the lower rear end portion 127, a circle is drawn as compared with the case where each of these rear end portions is formed as a simple straight end. Since the contact area with the occupant 132 is increased, concentration of loads can be prevented, and the burden on the occupant 132 can be suppressed. In particular, the lower rear end portion 127 is close to a position where the shoulder portion E3 and the chest portion E4 of the occupant 132 are in contact. If the lower rear end portion 127 depicts a circle, the comfort given to the occupant 132 can be improved, and further, the restraining force for the shoulder portion E3 and the like can be improved together with the lower joint portion 126.

  FIG. 5 is a diagram illustrating a state in which the process of restraining the occupant 132 by the cushion 108 of FIG. 4 is viewed from above. Each of FIGS. 5A to 5C corresponds to each of FIGS. 4A to 4C. Hereinafter, the process in which the cushion 108 restrains the occupant 132 will be described with reference to FIGS.

  As illustrated in FIG. 5A, it is assumed that the passenger 132 of the passenger seat 104 is seated while wearing the seat belt 136. In this case, when an impact occurs in the vehicle, an operation signal is transmitted from a sensor (not shown) to the airbag device 100, and the cushion 108 is inflated and deployed as shown in FIG. 5B. In the oblique collision, the occupant 132 moves obliquely forward on the inside of the vehicle. In the present embodiment, the center bag 114 projects rearward from the main bag 112, and the head E1 of the occupant 132 contacts the side surface 162 of the center bag 114 on the vehicle exterior side from the side head E1a.

  FIG. 5C is a view in which the occupant 132 of FIG. 5B further enters the cushion 108 side. When the head E1 of the occupant 132 that moves diagonally forward contacts the main bag 112 that is present in front of the passenger seat 104, the head E1 has a rotational force (arrow) clockwise around the neck E2 as viewed from above. The rotation 140) illustrated in FIG. Therefore, in the present embodiment, the rear region 160 of the center bag 114 provided on the inner side of the main bag 112 is extended to the rear of the vehicle from the main bag 112. In addition, a valley 122 is provided between the main bag 112 and the center bag 114.

  The head E1 of the occupant 132 moving obliquely forward in the vehicle is received near the entrance of the head restraint area 128 while the side head E1a is in contact with the center bag 114, or enters the head restraint area 128. It is restrained in this way. Particularly in the present embodiment, the center bag 114 is joined to the main bag 112 by the center joint 120, the upper joint 124 and the lower joint 126. Therefore, the center bag 114 can restrain the head E1 without breaking the posture, and can reduce or cancel the rotation 140 generated in the head E1 more efficiently. According to this configuration, the angular velocity of the rotation 140 of the head E1 of the occupant 132 can be reduced, and the injury value of the head E1 accompanying the rotation 140 can be suppressed.

  Further, the rear region 160 of the center bag 114 restrains the left shoulder E3a of the occupant 132 at the rear end 166. The occupant 132 is restrained by the seat belt 136 from the right shoulder E3b outside the vehicle to the flank inside the vehicle, but the left shoulder E3a is not restrained by the seat belt 136. Therefore, in an oblique collision, the occupant may head toward the front of the vehicle with the left shoulder E3a set in front of the vehicle. In that case, the rear end 166 of the center bag 114 restrains the left shoulder E3a from the front and the upper side, and then restrains the right shoulder E3b by the main bag 112. In particular, in the present embodiment, since the center bag 114 is joined to the main bag 112 by the joint portions 120, 124, and 126, the center bag 114 can also restrain the left shoulder E3a.

  As described above, in the present embodiment, the center bag 114 supported by the joint portions 120, 124, and 126 is used to restrain the temporal portion E1a and reduce the angular velocity of the rotation 140 of the head portion E1. . At the same time, the left shoulder E3a can be positively constrained to cancel the rotation that occurs in the upper body. In particular, even if the head E1 of the heavy occupant 132 comes into contact with the center bag 114 from the outside of the vehicle, the center bag 114 is not so far away from the main bag 112, and the head restraint area 128 is kept narrow. The head E1 can be restrained with force. Therefore, the injury value of the passenger 132 can be efficiently suppressed.

  In the present embodiment, as described with reference to FIG. 4B, the main bag 112 is inflated so as to be sandwiched between the instrument panel 102 and the windshield 116, and the posture is stable. Since the center bag 114 is joined to the main bag 112 by the joint portions 120, 124, and 126, the center bag 114 is prevented from being separated from the main bag 112, and the posture is more stable.

  In the above description, with reference to FIG. 5B and the like, it has been described that the contact between the occupant 132 and the cushion 108 starts when the temporal region E1a contacts the center bag 114. However, contact between the occupant 132 and the cushion 108 is various, for example, the head E1 contacts the center bag 114 and the main bag 112 simultaneously, or the head E1 contacts the main bag 112 first. In addition, the head E1 may contact the main bag 112 or the like after the shoulder E3 (see FIG. 4B or the like) or the chest E4 has contacted the main bag 112 or the like. However, in any case, according to the configuration of the present embodiment, the head E1 of the occupant 132 can be effectively restrained using the head restraint area.

  FIG. 5B illustrates the clockwise rotation 140 as an example of the rotation that occurs in the head E1. However, for example, in the passenger seat of a right-hand drive vehicle, the head E1 may rotate counterclockwise around the neck as viewed from above. Also with respect to this counterclockwise rotation, according to the cushion 108 of the present embodiment, the center bag 114 and the head restraint region 128 are used to reduce or cancel the counterclockwise rotation, and the angular velocity of the head E1. Can be reduced. That is, the airbag device 100 of the present embodiment can obtain the same effect with respect to both clockwise and counterclockwise rotations that occur in the head E1.

  The process in which the cushion 108 restrains the occupant 132 will be described from another direction. FIG. 6 is a diagram illustrating a state in which the process of restraining the occupant 132 by the cushion 108 of FIG. 4 is viewed from the front of the vehicle. As illustrated in FIG. 6A, it is assumed that the passenger 132 of the passenger seat 104 is seated while wearing the seat belt 136. In this case, when an impact occurs on the vehicle, the main bag 112 is inflated and deployed in front of the occupant 132 as shown in FIG. 6B, and the center bag 114 is located on the inner side of the occupant 132 (right side in FIG. 6B). It expands and expands forward.

  As illustrated in FIG. 6B, the occupant 132 that has moved obliquely forward from the seating position to the inside of the vehicle brings the side head portion E1a into contact with the side surface portion 162 of the center bag 114. In addition, the left shoulder E3a that is not restrained by the seat belt 136 is restrained by the rear end portion 166 (see FIG. 5B) of the rear region 160 of the center bag 114. As illustrated in FIG. 6C, the head E <b> 1 is restrained by the entrance or inside of the head restraint region 128 toward the front of the vehicle while being guided by the center bag 114. At this time, the center joint 120 supports the head E1 of the occupant 132 from the front of the vehicle, so that the load received from the head E1 is efficiently absorbed. Thereby, the movement of the head E1 to the front of the vehicle is suppressed, and for example, the head E1 can be prevented from coming into contact with the instrument panel 102. Further, since the center joint portion 120 joins the center bag 114 to the main bag 112, the center bag 114 can restrain the head E1 and the left shoulder E3a of the occupant 132 without moving to the vehicle interior side.

  The configuration of the central joint 120 will be further described. FIG. 7 is an enlarged view illustrating the cushion 108 and the occupant 132 of FIG. In the drawings after FIG. 7, the vehicle front-rear direction is taken as the Y axis, the vehicle front (right side in the figure) is shown as Y1, and the vehicle rear side (left side in the figure) is shown as Y2. Further, with the vertical direction as the Z axis, the vehicle upper side (upper side in the figure) is illustrated as Z1, and the vehicle lower side (lower side in the figure) is illustrated as Z2. Further, the occupant's head E <b> 1 in FIG. 7 is illustrated assuming that the head can be restrained by the head restraint area 128.

  As illustrated in FIG. 7, the upper end 119 of the central joint portion 120 is provided on the vehicle front side Y <b> 1 (right side in the drawing) with respect to the lower end 121 of the central joint portion 120. As a result, the central joint 120 is inclined toward the vehicle front side Y1 as it goes upward. In particular, the imaginary line L1 along the center joint 120 has a predetermined angle α1 toward the vehicle front Y1 rather than the imaginary line L2 illustrating the vertical direction of the head E1 in a state where it can be restrained by the head restraint region 128. Then tilted. This inclination is a consideration for further suppressing the injury value of the occupant 132 to the head E1.

  For example, when the head E1 of the occupant 132 comes into contact with the central joint 120 having the above-described configuration, the head E1 first comes into contact with a portion near the lower jaw 142, approximately below the nose 144. That is, the occupant 132 does not contact the central joint 120 from the upper forehead 146 or the like. With this configuration, the back bending of the head E1 can be prevented by avoiding contact with the forehead 146 and the like. In general, the backward bending of the head E1 that occurs so as to slide the neck places a large load on the head E1 and the vicinity of the neck, and easily increases the injury value. According to the center joint part 120 of this embodiment, it can contact from the lower part of the head E1, can prevent the back bending of the head E1, and can reduce the injury value at the time of restraint.

(Modification)
FIGS. 8 and 9 are diagrams illustrating a modification of each joint illustrated in FIG. 7 and the like. The airbag apparatus shown in FIGS. 8 and 9 is different in configuration from the airbag apparatus 100 shown in FIG. Hereinafter, the same components as those already described are denoted by the same reference numerals, and the description thereof is omitted. In addition, components having the same names as the components already described have the same functions unless otherwise specified even if they are given different reference numerals.

  In the airbag device 200 of the first modified example illustrated in FIG. 8A, the central joint portion 202, the upper joint portion 204, and the lower joint portion 206 are independent from each other. A gap 208 is formed between the upper joint 204 and the center joint 202, and a gap 210 is formed between the lower joint 206 and the center joint 202. In this way, each joint can be made independent and the shape and range can be changed as appropriate.

  The gap 208 is formed in a shape smaller than the head E1 of the occupant 132. For example, the size of the gap 208 is set smaller than the width W1 in the front-rear direction and the length H1 in the vertical direction of the head E1. With this configuration, the head E1 does not get caught in or caught in the gap 208, and a structure with more safety can be realized.

  In the airbag device 220 of the second modified example illustrated in FIG. 8B, the shapes of the upper rear end portion 222 and the lower rear end portion 224 are the same as those of the upper rear end portion 125 and the lower rear end portion in FIG. 127 and different. The upper rear end portion 222 curves and extends toward the vehicle upper side Z1 to join the center bag 114 and the main bag 112 together. The lower rear end 224 is curved toward the vehicle lower side Z2 and extends along the rear edge 113 of the main bag 112 to join the center bag 114 and the main bag 112 together. The upper rear end portion 222 and the lower rear end portion 224 of these configurations also prevent the load from being concentrated locally when a force is applied in the direction of opening the valley 122 (particularly the head restraint region 128). Breakage and the like can be prevented. In addition, even when the occupant 132 comes into contact, the contact area with the occupant 132 increases, so that concentration of loads can be prevented and the burden on the occupant 132 can be suppressed.

  The airbag device 240 of the third modified example of FIG. 9A has a configuration in which the upper joint portion 124 and the lower joint portion 126 of FIG. 7 are omitted and only the central joint portion 242 is provided. Thus, the narrowness of the valley 122 can be maintained only by the central joint portion 242 and the head E1 of the occupant 132 can be preferably restrained using the head restraint area 128 on the vehicle rear side.

  The center joint portion 242 is provided in a region extending in a direction intersecting the locus 244 of the head E1 of the occupant 132 that moves toward the vehicle front Y1 when viewed from the side of the vehicle. According to this configuration, the load received from the head E <b> 1 of the occupant 132 can be suitably absorbed by the central joint portion 242.

  It should be noted that the trajectory that can occur in the head E1 of the occupant 132 is not only directed toward the vehicle front Y1, but may also occur slightly downward in the vehicle front Y1. For example, the upper body of the occupant 132 moves to rotate forward Y1 around the waist E5 (see FIG. 4C) mainly when an impact to the vehicle occurs. At this time, the head E1 of the occupant 132 moves from the seating position to the front of the vehicle Y1 so as to be slightly forward. The center joint portion 242 may be provided so as to face such a locus assuming a locus that rotates in front of the head E1.

  The airbag device 260 of the fourth modified example of FIG. 9B is formed so as to surround a region where the central joint portion 262 is curved so as to protrude toward the vehicle rear Y2 (leftward in the figure). Since the center bag 114 and the main bag 112 are bag-like, their side surfaces form a curved surface if expanded. The central joint 262 that connects such curved surfaces is more easily tensioned when it is provided in a curved manner than when it is provided in a straight line, and it is easier to absorb the load received from the occupant 132. Therefore, it is preferable.

  It should be noted that both the central joint 242 in FIG. 9A and the central joint 262 in FIG. 9B are respectively connected to the upper joint 124 and the lower joint 126 illustrated in FIGS. They can be provided in combination. As still another example of the center joint portion 262, the center joint portion can be provided in a shape surrounding a predetermined range. In that case, for example, it is also possible to sew so as to enclose a predetermined range, and to open a vent hole having a predetermined shape that connects the center bag 114 and the main bag 112 to an inner region thereof, thereby reducing the base fabric.

  Note that each of the above-described center joint portion, upper joint portion, and lower joint portion described above can be realized by means such as adhesion and heat welding in addition to sewing.

  In each of the above-described configurations, the description has been given on the assumption that the valley 122 is closed when the cushion 108 is inflated and deployed. However, the valley may have a predetermined width in the vehicle width direction. That is, the center bag 114 and the main bag 112 illustrated in FIG. 2B are separated from each other in the vehicle width direction to form a space. Even in the valley provided as such a space, for example, by using the band-shaped member (tether) to join the center bag 114 and the main bag 112, the above-described center joint, upper joint, and It is possible to perform the lower joint and restrain the head by entering.

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

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

  INDUSTRIAL APPLICABILITY The present invention can be used for an airbag device for a passenger seat that restrains a passenger in the passenger seat of the vehicle from the front of the vehicle.

Claims (21)

An airbag device for restraining a vehicle occupant,
The airbag device is
A main bag that inflates and deploys in front of the vehicle in the front seat;
A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
An upper joint that is provided above the central joint in the valley and joins the center bag and the main bag over a predetermined range in the vehicle longitudinal direction;
With
The upper joint portion is provided on the vehicle rear side, and has a rear end portion that joins the center bag and the main bag in a predetermined circle.
The airbag device characterized in that the head of the passenger is restrained by the valley.   An airbag device for restraining a vehicle occupant,
  The airbag device is
  A main bag that inflates and deploys in front of the vehicle in the front seat;
  A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
  An upper joint that is provided above the central joint in the valley and joins the center bag and the main bag over a predetermined range in the vehicle longitudinal direction;
With
  The upper joint portion is provided on the vehicle rear side and has a rear end portion that curves and extends upward to join the center bag and the main bag,
  The airbag device characterized in that the head of the passenger is restrained by the valley. The upper joint, an air bag device according to claim 1 or 2, characterized in that is provided continuously from the central joint.   An airbag device for restraining a vehicle occupant,
  The airbag device is
  A main bag that inflates and deploys in front of the vehicle in the front seat;
  A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
  An upper joint that is provided above the central joint in the valley and joins the center bag and the main bag over a predetermined range in the vehicle longitudinal direction;
With
  The upper joint portion is provided with a predetermined gap between the central joint portion,
  The gap has a smaller shape than the head of the occupant;
  The airbag device characterized in that the head of the passenger is restrained by the valley. The upper joint portion is provided on the rear side of the vehicle, draws a predetermined circle, joins the center bag and the main bag, or extends curvedly upward and extends to the center bag and the main bag. The airbag device according to claim 4, further comprising a rear end portion that joins the bag. The airbag device according to any one of claims 1 to 5 , wherein the upper joint portion is provided by sewing.   An airbag device for restraining a vehicle occupant,
  The airbag device is
  A main bag that inflates and deploys in front of the vehicle in the front seat;
  A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
  A lower joint that is provided below the central joint in the valley and joins the center bag and the main bag over a predetermined range in the vehicle longitudinal direction;
With
  The lower joint portion is provided on the vehicle rear side, and has a rear end portion that joins the center bag and the main bag in a predetermined circle.
  The airbag device characterized in that the head of the passenger is restrained by the valley.   An airbag device for restraining a vehicle occupant,
  The airbag device is
  A main bag that inflates and deploys in front of the vehicle in the front seat;
  A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
  A lower joint that is provided below the central joint in the valley and joins the center bag and the main bag over a predetermined range in the vehicle longitudinal direction;
With
  The lower joint portion is provided on the vehicle rear side and has a rear end portion that curves and extends downward to join the center bag and the main bag,
  The airbag device characterized in that the head of the passenger is restrained by the valley. The airbag device according to claim 7 or 8 , wherein the lower joint portion is provided continuously from the central joint portion. The airbag device according to any one of claims 7 to 9 , wherein the lower joint portion is provided by sewing.   An airbag device for restraining a vehicle occupant,
  The airbag device is
  A main bag that inflates and deploys in front of the vehicle in the front seat;
  A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
With
  The upper end of the central joint is provided in front of the vehicle from the lower end of the central joint,
  The airbag device characterized in that the head of the passenger is restrained by the valley. The airbag device according to any one of claims 1 to 11 , wherein the center joint portion is inclined forward of the vehicle as it goes upward. An airbag device for restraining a vehicle occupant,
The airbag device is
A main bag that inflates and deploys in front of the vehicle in the front seat;
A center bag that inflates and deploys in the vehicle width direction inside of the main bag;
A central joint that is provided in a valley between the main bag and the center bag and joins the center bag and the main bag over a predetermined range in the vertical direction;
With
The head of the occupant is restrained by the valley,
The airbag device according to claim 1, wherein the central joint portion is inclined forward of the vehicle with respect to a vertical direction of a head of an occupant who has entered the valley . The airbag device according to any one of claims 1 to 11 , wherein the central joint portion is curved so as to protrude toward the rear of the vehicle. The airbag device according to any one of claims 1 to 14 , wherein the central joint portion first contacts a portion below the nose of the head of the occupant. The central joint, to the locus of the occupant's head to move to the front of the vehicle, any one of claims 1 to 12, characterized in that a region extending in a direction crossing as seen from the side of the vehicle 2. The airbag device according to item 1. The said center junction part is provided between the rear edge of the said main bag, and the instrument panel of a vehicle seeing from the vehicle side, The any one of Claim 1 to 16 characterized by the above-mentioned. Airbag device. The airbag device according to any one of claims 1 to 17, wherein the central joint portion is provided by sewing. The airbag device according to any one of claims 1 to 18 , wherein the center bag is inflated and deployed so as to protrude rearward of the main bag relative to the main bag. The airbag device according to any one of claims 1 to 19 , wherein the main bag comes into contact with a windshield of the vehicle and an upper surface portion of an instrument panel of the vehicle by inflation and deployment. The airbag device further includes a housing that is box-shaped and houses the main bag and the center bag and is provided inside the upper surface portion of the instrument panel of the vehicle,
The airbag device according to any one of claims 1 to 20 , wherein the main bag and the center bag are inflated and deployed by cleaving an upper surface portion of the instrument panel.

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