JP6826473B2 - Crew protection device - Google Patents

Description

The present invention relates to a device that protects an occupant seated in a seat in an automobile.

Some devices for protecting an occupant seated in an automobile use a seat belt or a front airbag (Patent Document 1).
The seat belt is generally a three-point type, and has a wrap portion around the waist of an occupant seated on the seat and a shoulder portion that is hung in front of the upper body. Then, the seatbelt is wound up by the retractor before the collision to reduce the slack, and the delivery of the seatbelt is regulated at the time of the collision. As a result, the body of the occupant who is trying to move forward from the seat in the event of a collision can be operated to be held in a seated state.
The front airbag is provided on the steering wheel or dashboard provided in front of the seat in the passenger compartment and deploys backward toward the seat. Then, the upper body of the occupant who falls forward in the event of a collision is supported by the deployed front airbag to absorb the impact.

Japanese Unexamined Patent Publication No. 2010-235009

However, even if such an occupant protection device is used, it cannot be appropriately protected in all collision forms.
For example, even in a frontal collision, the occupant seated on the seat may move forward due to the impact of the collision. Then, when the lumbar region of the occupant slides forward from the seating position of the seat, the upper body that tries to collapse forward around the lumbar region collapses forward from the state approaching the front airbag. It will be. In this case, the contact state between the front airbag and the upper body is different from that assumed when the lumbar region is in the seating position of the seat.

As described above, the occupant protection device is required to further improve the occupant protection performance.

The occupant protection device according to the present invention includes a right knee airbag and a left knee airbag that deploy toward the occupant's knee from both the left and right sides of the occupant seated on the vehicle seat and press the knee. It has a control unit that controls the deployment of the right knee airbag and the deployment of the left knee airbag, and the right knee airbag has a right anterior contact surface in contact with the anterior side of the right knee portion of the occupant. The left knee airbag has a left knee anterior contact surface in contact with the anterior side of the left knee portion of the occupant, and the right knee anterior contact surface and the left knee anterior contact surface are the right knee airbag and the left knee airbag. It is expected that the left knee airbag will come into contact with both the left and right knees of the occupant from the front in a state of being deployed in the event of a collision, and the control unit will input an impact asymmetrically to the front surface of the vehicle. In this case, the deployment of the right knee airbag and the left knee airbag is controlled so that both the left and right knees of the occupant seated on the seat face in the direction in which a rotational moment is expected to be generated in the vehicle due to the collision. you.

Preferably, at least one of the right knee airbag and the left knee airbag is a long-deployed basic deployment portion and is deployed so as to project from the tip of the basic deployment portion, and the right knee anterior contact surface. Alternatively, it may have a protruding deploying portion forming the left knee anterior contact surface, and a posterior deploying portion that expands rearward from the basic deploying portion and hits the lumbar portion of the occupant seated on the seat.

Preferably, at least one of the right knee airbag and the left knee airbag is a long-deployed basic deployment portion and is deployed so as to project from the tip of the basic deployment portion, and the right knee anterior contact surface. Alternatively, it may have a protruding deploying portion that forms the left knee front contact surface, and a reinforcing deploying portion that deploys on the front side of the basic deploying portion and the protruding deploying portion.

In the present invention, the right knee airbag and the left knee airbag are deployed from both sides of the occupant toward both knees of the occupant seated on the seat of the vehicle in the event of a collision, and press both knees of the occupant from both sides. To do. Further, the right knee anterior contact surface of the right knee airbag and the left knee anterior contact surface of the left knee airbag are in front contact with both the left and right knees of the occupant. As a result, in the event of a collision, both the left and right knees are corrected to a posture aligned with the center of the seat in the left-right direction, and it becomes difficult for the occupant to slide forward from the corrected position.
As a result, it is possible to prevent the lumbar region of the occupant seated on the seat from slipping forward and moving in the event of a collision, so that the occupant's upper body can fall forward around the lumbar region that has not slid significantly forward. it can. The upper body of the occupant can fall forward around the lumbar region stable at the seating position of the seat by pressing both the left and right knees, and can fall down with a stable desired behavior. Then, for example, a front airbag or a seat belt can suitably absorb the impact of the falling upper body. For example, even if the wrap around the waist of a three-point seat belt is loosened slightly before the collision, the right knee airbag and left knee airbag can prevent the waist from slipping forward and moving. While holding it down, the looseness of the wrap portion can be removed and the waist portion can be supported by the seat belt at the seating position of the seat.
Moreover, the right knee airbag and the left knee airbag directly press both knees, not the abdomen. On the other hand, if, for example, only the central part of the abdomen of the occupant seated on the seat is pressed from the front in the event of a collision, the central part of the abdomen is soft, so that it is effective for the occupant to move forward. Difficult to control. Moreover, when the pressing force becomes stronger, the pressing force acts directly on the abdomen.

In particular, the right knee airbag has a right knee side contact surface adjacent to the right side of the right knee anterior contact surface and in contact with the outer right surface of the right knee, and the left knee airbag has a left knee anterior contact surface. Has a right knee side contact surface adjacent to the left side of the knee and in contact with the outer left side surface of the left knee, and the right knee airbag and left knee airbag contact both the left and right knees of the occupant on the right knee side. Deploy so that it is sandwiched between the surface and the contact surface on the left knee side. As a result, even if the occupant is in a riding posture in which the space between the left and right knees is open before the collision, it is possible to close the occupant and hold the left and right knees in the closed state so as not to move forward.

FIG. 1 is an explanatory view of an automobile to which the occupant protection device according to the embodiment of the present invention can be applied. FIG. 2 is an explanatory diagram of an example of occupant behavior in a full-wrap head-on collision. FIG. 3 is an explanatory view of an example in which the upper body of the occupant is tilted while the waist of the occupant is in the seating position of the seat. FIG. 4 is an explanatory diagram of the occupant protection device according to the first embodiment. FIG. 5 is an explanatory view of a deployed state of the right knee airbag, the left knee airbag, and the front airbag of FIG. FIG. 6 is an explanatory diagram of airbag deployment control executed by the occupant protection control unit in the event of a collision. FIG. 7 is an explanatory view of the occupant protection device according to the second embodiment. FIG. 8 is an explanatory view of the occupant protection device according to the third embodiment. FIG. 9 is an explanatory view of the occupant protection device according to the modified example of the third embodiment. FIG. 10 is an explanatory diagram of the occupant protection device according to the fourth embodiment. FIG. 11 is an explanatory view of the occupant protection device according to the fifth embodiment. FIG. 12 is an explanatory view of the occupant protection device according to the sixth embodiment. FIG. 13 is an explanatory diagram of the occupant protection device according to the seventh embodiment. FIG. 14 is an explanatory view of the occupant protection device according to the eighth embodiment. FIG. 15 is an explanatory view of the occupant protection device according to the ninth embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is an explanatory view of an automobile 1 to which the occupant protection device 10 according to the embodiment of the present invention can be applied.

The automobile 1 is an example of a vehicle. The automobile 1 has a vehicle body 3 in which the passenger compartment 2 is formed. The occupant room 2 is provided with two front seats 4 and a rear seat 4 which are provided facing forward in the occupant room 2 and on which an occupant sits. Doors 5 that are opened and closed for passengers to get on and off are provided on both the left and right sides of the passenger compartment 2. In front of the front seat 4, a dashboard 6 having a length corresponding to the left-right width of the passenger compartment 2 is provided. A center console 7 is provided between the two front seats 4.

By the way, in such an automobile 1, a device for protecting an occupant seated on the seat 4 is provided in the event of a collision with another automobile or the like.
FIG. 1 shows a seat belt 19 and a front airbag 16.
The seat belt 19 is generally a three-point type. The three-point seat belt 19 has a wrap portion around the waist of the occupant seated on the seat 4 and a shoulder portion that is hung in front of the upper body. Then, the seatbelt 19 is wound up by a retractor (not shown) to reduce the slack before the collision, and the delivery of the seatbelt 19 is regulated at the time of the collision. As a result, the body of the occupant who intends to move forward from the seat 4 in the event of a collision can be operated to be held in a seated state on the seat 4.
The front airbag 16 is provided on a steering wheel or dashboard 6 provided in front of the seat 4 in the passenger compartment 2 and deploys backward toward the seat 4. Then, the upper body of the occupant who falls forward in the event of a collision can be supported by the deployed front airbag 16 to absorb the impact.
However, even if such an occupant protection device 10 is used, it is not possible to appropriately protect the occupants in all collision modes. For example, even in a head-on collision, there are at least full-wrap collision, offset collision, and oblique collision. If the form of the collision is different, the magnitude and direction of the impact force acting on the vehicle body 3 and the occupant's body at the time of the collision are different, and the behavior of the vehicle body and the occupant is also different.

For example, FIG. 2 is an explanatory diagram of an example of occupant behavior in a full-wrap head-on collision.
When a head-on collision occurs while the occupant is seated on the seat 4, as shown in FIG. 2 (A), the occupant seated on the seat 4 exerts a force to move relatively forward due to the impact of the collision. ..
At this time, assuming that the occupant is not pressed by the seat belt 19, the waist of the occupant slides forward from the seating position of the seat 4 as shown in FIG. 2 (B).
Then, the occupant's lumbar region stops, for example, with the kneecap hitting the dashboard 6, and the occupant's upper body falls forward around the lumbar region at that position, as shown in FIG. 2 (C). Become.

On the other hand, FIG. 3 is an explanatory view of an example in which the upper body of the occupant is collapsed while the waist portion of the occupant is in the seating position of the seat 4.
The contact state of the upper body with the front airbag 16 in FIG. 2C is different from that assumed when the lumbar region is in the seating position, as is clear from the comparison with FIG. The occupant's upper body falls forward at a position close to the front airbag 16. The contact state between the deployed front airbag 16 and the upper body is different from that in the case where the lumbar region is assumed to be in the seating position of the seat. In this case, the deployed front airbag 16 may not be able to properly support the collapsed upper body and absorb the impact.
In addition, the upper body suddenly falls forward in a short time after the movement of the lumbar region has stopped.

As described above, the occupant protection device 10 is required to further improve the occupant protection performance.

FIG. 4 is an explanatory view of the occupant protection device 10 according to the first embodiment.

FIG. 4 shows the automatic driving control device 40 together with the occupant protection device 10. The automatic driving control device 40 includes an external image sensor 41, an automatic driving control unit 42, a steering actuator 43, a brake actuator 44, and a power source 45.
The vehicle exterior image sensor 41 images the front of the vehicle body 3, for example. Thereby, for example, another vehicle body approaching the traveling vehicle body 3 from the front can be imaged as an image.
The steering actuator 43 drives the steering device of the automobile 1 instead of the steering wheel.
The brake actuator 44 drives the braking device of the automobile 1 instead of the brake pedal.
The power source 45 is, for example, a gasoline engine or an electric motor.
The automatic driving control unit 42 automatically controls the traveling of the automobile 1. The automatic driving control unit 42 controls the steering actuator 43, the brake actuator 44, and the power source 45 according to, for example, travel route information to the destination. Further, the automatic driving control unit 42 identifies an approaching object based on the image of the external image sensor 41 and predicts a collision with the approaching object. Then, when a collision with an approaching object is predicted, the automatic driving control unit 42 controls the steering actuator 43, the brake actuator 44, and the power source 45 so as to avoid the collision.

The occupant protection device 10 of FIG. 4 includes an occupant position sensor 11, a G sensor 12, a timer 13, an occupant protection control unit 14, a front airbag device 15, a three-point seatbelt device 18, a right knee airbag device 20, and a left knee airbag. It has a device 30.

The occupant protection control unit 14 includes an external imaging sensor 41, an automatic driving control unit 42, an occupant position sensor 11, a G sensor 12, a timer 13, a front airbag device 15, a three-point seatbelt device 18, a right knee airbag device 20, and the like. The left knee airbag device 30 is connected.

The occupant position sensor 11 detects the position of the head or upper body of the occupant seated on the seat 4. For example, the occupant position sensor 11 detects the amount of movement forward or the amount of movement in the left-right direction with reference to the seating position on which the seat 4 is backed.

The G sensor 12 detects the acceleration acting on the automobile 1. The direction of the detected acceleration may be the front-back direction, the left-right direction, or the up-down direction.

The timer 13 measures the time or time.

The front airbag device 15 is provided in front of an occupant seated on the seat 4. The front airbag device 15 is provided on, for example, a dashboard 6 or a steering wheel. The front airbag device 15 includes a front airbag 16 and an inflator 17. When the ignition signal is input, the inflator 17 releases gas into the front airbag 16. As a result, the front airbag 16 is deployed rearward toward the occupant seated in the seat 4. The front airbag 16 is deployed in front of the occupant's upper body.

The three-point seat belt device 18 has a seat belt 19. The seat belt 19 has a wrap portion provided around the lumbar region of the occupant seated on the seat 4 by engaging the tongue (not shown) with the buckle, and one shoulder portion to the inside of the lumbar region of the upper body. It forms a shoulder part that is hung over the part. Then, when the pretension signal or the support signal is input, the retractor (not shown) winds up the seat belt 19. For example, the seatbelt 19 is wound up before the collision to reduce the slack, and the delivery of the seatbelt 19 is regulated at the time of the collision. As a result, the body of the occupant who intends to move forward from the seat 4 in the event of a collision can be held in a state of being seated on the seat 4.

FIG. 5 is an explanatory view of a state in which the right knee airbag 21, the left knee airbag 31, and the front airbag 16 of FIG. 4 are deployed. FIG. 5A is an upper view, and FIG. 5B is a side view of the right half as viewed from the left side.

The right knee airbag device 20 is provided on the right side of the seat surface of the seat 4. The right knee airbag device 20 is provided at a position on the door 5, for example, on the right side of the front edge of the seat surface of the seat 4. The right knee airbag device 20 has a right knee airbag 21 and a right inflator 22. When the ignition signal is input and the right inflator 22 releases gas into the right knee airbag 21, the right knee airbag 21 deploys from the right position of the seat 4 toward the left. The deployed right knee airbag 21 is deployed so as to reach the center of the seat 4 in the left-right direction at the height position of the seat surface of the seat 4. As a result, the right knee airbag 21 is deployed toward the knee of the occupant seated on the seat 4.
The deployed right knee airbag device 20 includes a right basic deploying portion 23 that is elongated along the left-right direction and a right protruding deploying portion 24 that further protrudes to the left from the tip of the right basic deploying portion 23. , Have. The right protruding deploying portion 24 projects from a front portion of the tip surface of the right basic deploying portion 23. As a result, the right knee airbag device 20 is formed with the right knee front contact surface 25 and the right knee side contact surface 26.
The right knee anterior contact surface 25 is formed as a posterior surface for the right protruding development portion 24. The front right knee contact surface 25 is deployed in front of the right knee of the occupant seated on the seat 4 and is in contact with the front side of the right knee.
The right knee-side contact surface 26 is formed as a tip surface on which the right protruding deploying portion 24 of the right basic deploying portion 23 projects. The right knee side contact surface 26 expands to the right side of the right knee portion of the occupant seated on the seat 4 and comes into contact with the right side surface of the right knee portion.
The right knee side contact surface 26 is formed so as to be inclined with respect to the right knee front contact surface 25. As a result, the right anterior portion of the right knee portion can be pressed at the corner portion of the right knee side contact surface 26 and the right knee anterior contact surface 25. Further, even if the position of the seat 4 on the seat surface of the right knee portion is displaced in the left-right direction depending on the body shape of the occupant, the right front portion of the right knee portion can be appropriately pressed.

The left knee airbag device 30 is provided on the left side of the seat surface of the seat 4. The left knee airbag device 30 is provided at a position on the door 5, for example, on the left side of the front edge of the seat surface of the seat 4. The left knee airbag device 30 has a left knee airbag 31 and a left inflator 32. When an ignition signal is input and the left inflator 32 releases gas into the left knee airbag 31, the left knee airbag 31 expands from the left position of the seat 4 to the right. The deployed left knee airbag 31 is deployed so as to reach the center of the seat 4 in the left-right direction at the height position of the seat surface of the seat 4. As a result, the left knee airbag 31 is deployed toward the knee of the occupant seated on the seat 4.
The deployed left knee airbag device 30 includes a left basic deploying portion 33 that is elongated along the left-right direction and a left protruding deploying portion 34 that further protrudes to the left from the tip of the left basic deploying portion 33. , Have. The left protruding unfolding portion 34 projects from a portion closer to the front of the tip surface of the left basic expanding portion 33. As a result, the left knee airbag device 30 is formed with the left knee front contact surface 35 and the left knee side contact surface 36.
The left knee anterior contact surface 35 is formed as a posterior surface for the left protruding deployment portion 34. The left knee front contact surface 35 is deployed in front of the left knee portion of the occupant seated on the seat 4 and is in contact with the front side of the left knee portion.
The left knee-side contact surface 36 is formed as a tip surface on which the left protruding deploying portion 34 of the left basic deploying portion 33 projects. The left knee side contact surface 36 expands to the left side of the left knee portion of the occupant seated on the seat 4 and is in contact with the left side surface of the left knee portion.
The left knee side contact surface 36 is formed so as to be inclined with respect to the left knee front contact surface 35. As a result, the left anterior portion of the left knee portion can be pressed at the corner portion of the left knee side contact surface 36 and the left knee anterior contact surface 35. Further, even if the position of the seat 4 on the seat surface of the left knee portion is displaced in the left-right direction depending on the body shape of the occupant, the right front portion of the left knee portion can be appropriately pressed.

In the deployed right knee airbag 21 and the left knee airbag 31, the right protruding deploying portion 24 and the left protruding deploying portion 34 are in contact with each other at the center of the seat 4 in the left-right direction. The right knee airbag 21 and the left knee airbag 31 are deployed symmetrically with respect to the center of the seat 4 in the left-right direction. The right knee airbag 21 and the left knee airbag 31 are in contact with each other with both the left and right knees of the occupant sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. Further, the right knee front contact surface 25 and the left knee front contact surface 35 are in contact with both the left and right knees of the occupant from the front. As a result, the occupant seated on the seat 4 can hold both the left and right knees from the front and from both the left and right sides.

The occupant protection control unit 14 controls the operation of the occupant protection device 10 according to the traveling state of the automobile 1. Specifically, it controls the deployment of the front airbag device 15, the operation of the three-point seatbelt device 18, the deployment of the right knee airbag 21, and the deployment of the left knee airbag 31.

FIG. 6 is an explanatory diagram of airbag deployment control executed by the occupant protection control unit 14 in the event of a collision. In FIG. 6, the three-point seat belt 19 is not shown.

As shown in FIG. 6A, the occupant is sitting in the seating position of the seat 4 before the collision.
In this state, the occupant protection control unit 14 predicts the possibility of a collision based on, for example, an image captured in front of the vehicle body 3 by the vehicle exterior image sensor 41 and traveling state information from the automatic driving control unit 42. The traveling state information includes the steering amount of the steering actuator 43, the acceleration / deceleration amount of the brake actuator 44 and the power source 45, and the like. The occupant protection control unit 14 determines the traveling path of the vehicle body 3 based on this information. In addition, an object on or near the traveling path is specified based on the captured image in front of the vehicle body 3. The occupant protection control unit 14 determines the possibility of a head-on collision with an object based on this information. The automatic driving control unit 42 may execute these determinations, and the occupant protection control unit 14 may acquire the determination results from the automatic driving control unit 42.

Then, when there is a possibility of a head-on collision, the occupant protection control unit 14 starts the occupant protection control.
In the occupant protection control, the occupant protection control unit 14 first deploys the right knee airbag 21 and the left knee airbag 31 as shown in FIG. 6 (B). The occupant protection control unit 14 outputs an ignition signal to the right inflator 22 of the right knee airbag device 20 and the left inflator 32 of the left knee airbag device 30. As a result, the right knee airbag 21 and the left knee airbag 31 start deploying along the left-right direction, deploy toward the right knee and the left knee of the occupant seated on the seat 4, and deploy the knee. Press. The right knee airbag 21 and the left knee airbag 31 come into contact with each other. In this state, the occupant's right knee and left knee are pressed from the front and from both the left and right sides. The lumbar region of the occupant moves forward from the seating position of the seat 4 by being supported from the front with the right knee and the left knee sandwiched between the right knee airbag 21 and the left knee airbag 31. It becomes difficult.

Next, when the occupant protection control unit 14 actually detects a head-on collision based on the acceleration signal of the G sensor 12, the front airbag device 15 is deployed as shown in FIG. 6C. The occupant protection control unit 14 outputs an ignition signal to the inflator 17 of the front airbag device 15. As a result, the front airbag 16 is deployed backward from the front side of the seat 4.

After that, due to the impact input of the head-on collision, the occupant's upper body falls forward. As shown in FIG. 6D, the upper body of the occupant falls forward so as to rotate about the lumbar region maintained at the seating position of the seat 4. The state seen from the side is the same as in FIG.

The above-mentioned occupant protection control may start the deployment of the right knee airbag 21 and the left knee airbag 31 from the timing when the frontal collision is actually detected, not from the timing when the possibility of the head-on collision is determined. ..

As described above, in the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed from both sides of the occupant toward both knees of the occupant seated on the seat 4 of the vehicle at the time of a collision. Press both knees of the occupant from both the left and right sides. Further, the right knee anterior contact surface 25 of the right knee airbag 21 and the left knee anterior contact surface 35 of the left knee airbag 31 come into contact with both the left and right knees of the occupant from the front. As a result, in the event of a collision, both the left and right knees are corrected to a posture aligned with the center of the seat 4 in the left-right direction, and it becomes difficult for the occupant to slide forward from the corrected position. ..
As a result, it is possible to prevent the lumbar region of the occupant seated on the seat 4 from slipping forward and moving in the event of a collision, and the upper body of the occupant can be tilted forward around the lumbar region that has not slid significantly forward. Can be done. The upper body of the occupant can fall forward around the lumbar region stable at the seating position of the seat 4 by pressing both the left and right knees, and can fall down with a stable desired behavior. Then, for example, the front airbag and the seat belt 19 can suitably absorb the impact of the falling upper body. For example, even if the wrap portion that supports the waist circumference of the three-point seat belt 19 is slightly loosened before the collision, the right knee airbag 21 and the left knee airbag 31 prevent the waist from slipping forward. Moreover, the looseness of the wrap portion can be removed while the wrap portion is being held, and the waist portion can be supported by the seat belt 19 at the seating position of the seat 4.
Moreover, the right knee airbag 21 and the left knee airbag 31 directly press both knees and not the abdomen. On the other hand, for example, if only the central part of the abdomen of the occupant seated on the seat 4 is pressed from the front in the event of a collision, the central part of the abdomen is soft, so it is effective for the occupant to move forward. It is difficult to suppress. Moreover, when the pressing force becomes stronger, the pressing force acts directly on the abdomen.

In particular, the right knee airbag 21 has a right knee side contact surface 26 adjacent to the right side of the right knee anterior contact surface 25 and in contact with the outer right surface of the right knee portion, and the left knee airbag 31 has a left. It has a right knee side contact surface 36 adjacent to the left side of the anterior knee contact surface 35 and in contact with the outer left side surface of the left knee portion, and the right knee airbag 21 and the left knee airbag 31 are both left and right of the occupant. The knee portion is deployed so as to be sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. As a result, even if the occupant is in a riding posture in which the space between the left and right knees is open before the collision, it is possible to close the occupant and hold the left and right knees in the closed state so as not to move forward.

In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are in contact with each other with both the left and right knees of the occupant sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. .. Therefore, the right knee side contact surface 26, the right knee front contact surface 25, the left knee front contact surface 35, and the left knee side contact surface 36 form a concave portion into which the entire left and right knees enter, and the right knee air. The unfolding pressure of the bag 21 and the left knee airbag 31 can firmly support the entire left and right knees.

In the present embodiment, the right knee side contact surface 26 is formed so as to be inclined so as to have an obtuse angle with respect to the right knee front contact surface 25, and the left knee side contact surface 36 is formed with respect to the left knee front contact surface 35. It is formed so as to have an obtuse angle. As a result, the distance between the front edge of the right knee side contact surface 26 and the front edge of the left knee side contact surface 36 is narrowed, and a small knee portion is placed between the right knee side contact surface 26 and the left knee side contact surface 36. It can be sandwiched and the distance between the posterior edge of the right knee side contact surface 26 and the posterior edge of the left knee side contact surface 36 is widened so that the large knee portion can be sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. Can be sandwiched between.
A protrusion may be formed on at least one of the right knee side contact surface 26 and the left knee side contact surface 36. As a result, for example, the outside of the right knee can be pushed more strongly than the protrusion while allowing the front of the right knee to come into contact with the front contact surface 25 of the right knee.

In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed in the left-right direction from the positions on both sides of the seat 4 in the left-right direction. Therefore, both the left and right knees can be sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36, and the orientation of the occupant's lower limbs can be aligned, for example, along the center of the seat 4 in the left-right direction. it can. Moreover, the high holding force due to the deploying pressure makes it difficult for both the left and right knees to move forward.

In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are in contact with each other at the center of the seat 4 in the left-right direction. Therefore, the orientation of the lower limbs of the occupant can be aligned, for example, along the center of the seat 4 in the left-right direction.

In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed at the height position of the seat surface of the seat. Therefore, a high backward deploying pressure at the height position of the seat surface of the seat 4 is applied to both the left and right knees through the right knee front contact surface 25 and the left knee front contact surface 35, and the seat 4 is in a seated state. The lower limbs of the occupant can be difficult to move forward.

[Second Embodiment]
Next, the occupant protection device 10 according to the second embodiment will be described. In the following description, the differences from the first embodiment will be mainly described, and the description overlapping with the first embodiment will be omitted.

FIG. 7 is an explanatory view of the occupant protection device 10 according to the second embodiment.
In FIG. 7, the right knee side contact surface 26 is formed perpendicular to the right knee front contact surface 25. The left knee side contact surface 36 is formed perpendicular to the left knee front contact surface 35.

In this case, the right knee side contact surface 26 and the left knee side contact surface 36 can sandwich the right knee portion and the left knee portion with high force from the left and right. Therefore, the right knee portion and the left knee portion can be maintained forward of the vehicle body 3 along the center of the seat 4. For example, even when a rotational moment is generated in the vehicle body 3 due to an offset collision or an oblique collision, it becomes difficult for the knee to come off between the right knee side contact surface 26 and the left knee side contact surface 36, and the right knee and left knee are separated. It can be maintained forward along the center of the sheet 4. As a result, even if the occupant falls toward the front of the vehicle body 3, the front airbag 16 is hit from the front. The deployed front airbag 16 can suitably support the upper body of a collapsing occupant.

[Third Embodiment]
Next, the occupant protection device 10 according to the third embodiment will be described. In the following description, the differences from the first embodiment will be mainly described, and the description overlapping with the first embodiment will be omitted.

FIG. 8 is an explanatory view of the occupant protection device 10 according to the third embodiment.
In FIG. 8, the right knee side contact surface 26 is formed perpendicular to the right knee front contact surface 25. The left knee side contact surface 36 is formed so as to be inclined at an obtuse angle with respect to the left knee front contact surface 35. The right knee side contact surface 26 and the left knee side contact surface 36 are formed asymmetrically.

In this case, the right knee side contact surface 26 and the left knee side contact surface 36 are formed asymmetrically with respect to the center line in the left-right direction of the seat 4.
Then, by setting the right knee side contact surface 26 on the outside of the vehicle to an obtuse angle smaller than the left knee side contact surface 36 as in the present embodiment, the right knee side can be pressed by the right knee side contact surface 26 on the left knee. It can be made relatively stronger than the holding of the left knee by the side contact surface 36. As a result, the possibility that the right knee portion is displaced outward from between the right knee side contact surface 26 and the left knee side contact surface 36 can be reduced. Then, for example, when the seat 4 is provided on the right side of the vehicle body 3, it is possible to prevent the lower limbs of the occupant from jumping out of the seat 4, and even if a collision input occurs on the right side of the vehicle body 3, the impact is directly applied. It can be difficult to act on the lower limbs of the occupant.

FIG. 9 is an explanatory view of the occupant protection device 10 according to the modified example of the third embodiment.
In FIG. 9, the right knee side contact surface 26 is formed so as to be inclined at an obtuse angle with respect to the right knee front contact surface 25. The left knee side contact surface 36 is formed perpendicular to the left knee front contact surface 35. The relationship is opposite to that of FIG. In this case, the possibility that the left knee portion is displaced outward from between the right knee side contact surface 26 and the left knee side contact surface 36 can be reduced.

[Fourth Embodiment]
FIG. 10 is an explanatory view of the occupant protection device 10 according to the fourth embodiment. In the following description, the differences from the first embodiment will be mainly described, and the description overlapping with the first embodiment will be omitted.
The right knee airbag device 20 is provided on the right side of the seat surface in front of the seat surface of the seat 4. The right basic deployment portion 23 of the right knee airbag 21 deploys diagonally backward from a position in front of the seat 4 so as to deploy toward the center of the seat surface in the left-right direction. In the deployed right knee airbag 21, the right protruding deploying portion 24 projects from the right basic deploying portion 23. As a result, the right knee anterior contact surface 25 and the right knee side contact surface 26 are formed.
The left knee airbag device 30 is provided on the left side of the seat surface in front of the seat surface of the seat 4. The left basic deployment portion 33 of the left knee airbag 31 deploys diagonally backward from a position in front of the seat 4 so as to deploy toward the center of the seat surface in the left-right direction. In the deployed left knee airbag 31, the left protruding deployment portion 34 projects from the left basic deployment portion 33. As a result, the left knee front contact surface 35 and the left knee side contact surface 36 are formed.

As described above, in the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed diagonally backward from the position on the front side of the seat 4. Therefore, both the left and right knees can be sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36, and the orientation of the occupant's lower limbs can be aligned, for example, along the center of the seat 4 in the left-right direction. it can. Moreover, the high backward deployment pressure on the right knee anterior contact surface 25 and the left knee anterior contact surface 35 makes it difficult for both the left and right knees to move forward.

[Fifth Embodiment]
FIG. 11 is an explanatory view of the occupant protection device 10 according to the fifth embodiment. In the following description, the differences from the first embodiment will be mainly described, and the description overlapping with the first embodiment will be omitted.
When the occupant protection control unit 14 predicts or detects a head-on collision, the occupant protection control unit 14 further predicts or detects the generation of a rotational moment on the vehicle body 3 due to the collision. For example, in the case of a full-wrap collision, the direction of impact input to the vehicle body 3 is likely to be symmetrical with respect to the front surface of the vehicle and pass through the center of gravity of the vehicle body 3 or its vicinity. Therefore, the occupant protection control unit 14 Judges that the generation of a rotational moment to the vehicle body 3 due to a collision basically does not occur. On the other hand, in the case of an offset collision or an oblique collision, the direction of impact input to the vehicle body 3 is likely to be input asymmetrically with respect to the front surface of the vehicle and pass away from the center of gravity of the vehicle body 3. The occupant protection control unit 14 determines that a rotational moment is basically generated in the vehicle body 3 due to a collision.

Then, when it is predicted that an impact is symmetrically input to the front surface of the vehicle and no rotational moment is generated on the vehicle body 3, the occupant protection control unit 14 ignites the right inflator 22 as in the first embodiment. The right knee airbag 21 and the left knee airbag 31 are simultaneously and symmetrically deployed in the left-right direction by aligning the timing with the ignition timing of the left inflator 32. In this case, as shown in FIG. 11A, the right knee airbag 21 and the left knee airbag 31 are deployed symmetrically, and the occupant's right knee and left knee are centered in the left-right direction of the seat 4. Insert from both sides. The occupant's lower limbs face forward as well as the upper body, which falls forward.

Further, when it is predicted that a rotational moment is generated in the vehicle body 3 by being input asymmetrically with respect to the front surface of the vehicle, the occupant protection control unit 14 uses the timer 13 to ignite the right inflator 22 and the left inflator 32. Shift the timing. The deployment timing of the right knee airbag 21 and the left knee airbag 31 is controlled so that both the left and right knees of the occupant seated on the seat 4 face in the direction in which a rotational moment is expected to be generated in the vehicle body 3 due to the collision. .. In FIG. 11B, the deployment timing of the left knee airbag 31 is advanced, and the front of the lower limbs of the occupant is moved to the right. In this case, the right knee airbag 21 and the left knee airbag 31 are deployed asymmetrically, and the right knee portion and the left knee portion of the occupant are sandwiched from both sides at positions shifted to the right from the center in the left-right direction of the seat 4.

As described above, in the present embodiment, when the occupant protection control unit 14 that controls the deployment of the right knee airbag 21 and the deployment of the left knee airbag 31 receives an impact symmetrically with respect to the front surface of the vehicle. When expected, the deployment of the right knee airbag 21 and the deployment of the left knee airbag 31 are controlled so as to deploy symmetrically in the left-right direction. Therefore, the right knee airbag 21 and the left knee airbag 31 can be symmetrically deployed with respect to both the left and right knees, and both the left and right knees can be controlled forward.
Further, when it is expected that the impact is asymmetrically input to the front surface of the vehicle, the occupant protection control unit 14 causes a rotational moment on the vehicle body 3 due to a collision between the left and right knees of the occupant seated on the seat 4. The deployment of the right knee airbag 21 and the left knee airbag 31 is controlled so as to face in the direction expected to occur. Then, both the left and right knees of the occupant seated on the seat 4 are directed in the direction in which the rotational moment is expected to be generated in the vehicle body 3 due to the collision, so that the occupant follows the vehicle body 3 in the same direction, especially in front of the lower limbs of the occupant. Can be moved.

It should be noted that the amount of gas in the right knee airbag 21 and the amount of gas in the left knee airbag 31 are different, and a tether for controlling the deployment shape is provided in the right knee airbag 21 and the left knee airbag 31 to control the gas pressure. The deployment of the right knee airbag 21 and the left knee airbag 31 can be controlled even if there is a difference between the two.

[Sixth Embodiment]
FIG. 12 is an explanatory view of the occupant protection device 10 according to the sixth embodiment. In the following description, the differences from the fifth embodiment will be mainly described, and the description overlapping with the fifth embodiment will be omitted.
When the occupant protection control unit 14 predicts that a rotational moment is generated in the vehicle body 3 by being input asymmetrically with respect to the front surface of the vehicle, the ignition timing of the right inflator 22 and the ignition timing of the left inflator 32 are determined by using the timer 13. Right knee airbag 21 and left knee airbag 31 so that both the left and right knees of the occupant seated on the seat 4 are oriented in the direction in which the upper body is expected to fall due to the frontal collision of the automobile 1. Control the deployment timing. For example, in FIG. 12, it is expected that the upper body tilts to the left from the front direction of the vehicle body 3 and falls due to the generation of a rotational moment to the right in the vehicle body 3. In this case, the deployment timing of the right knee airbag 21 is advanced, and the front of the lower limbs of the occupant is moved to the left. The right-knee airbag 21 and the left-knee airbag 31 that are asymmetrically deployed sandwich the occupant's right-knee and left-knee from both sides at positions shifted to the left from the center in the left-right direction of the seat 4.

As described above, in the present embodiment, when the occupant protection control unit 14 predicts that the impact is asymmetrically input to the front surface of the vehicle, both the left and right knees of the occupant seated on the seat 4 are affected. The deployment of the right knee airbag 21 and the left knee airbag 31 is controlled so that the upper body faces in a direction expected to fall due to a frontal collision of the vehicle. Then, both the left and right knees of the occupant seated on the seat 4 face in the direction in which the upper body is expected to fall due to the frontal collision of the vehicle, so that the occupant's upper body is less likely to fall in a twisted state with respect to the lower limbs. Become.

[7th Embodiment]
FIG. 13 is an explanatory view of the occupant protection device 10 according to the seventh embodiment. In the following description, the differences from the fifth embodiment will be mainly described, and the description overlapping with the fifth embodiment will be omitted.
The occupant protection control unit 14 ignites only one of the right inflator 22 and the left inflator 32 when it is predicted that a rotational moment is generated in the vehicle body 3 by being input asymmetrically with respect to the front surface of the vehicle. In this case, even if only one inflator 17 is ignited so that both the left and right knees of the occupant seated on the seat 4 face in the direction in which the upper body is expected to fall due to the frontal collision of the vehicle, the seat 4 is seated. Only one inflator 17 may be ignited so that both the left and right knees of the occupant face in the direction in which a rotational moment is expected to be generated in the vehicle body 3 due to the collision.
For example, in FIG. 13, it is expected that the upper body tilts to the left from the front direction of the vehicle body 3 and falls due to the rotation moment generated in the vehicle body 3 to the right as in FIG. In this case, only the right inflator 22 is ignited, and the deployed right knee airbag 21 moves the front of the occupant's lower limbs to the left. The right knee and left knee of the occupant are displaced to the left from the center of the seat 4 in the left-right direction, and the upper body can fall on the lower limbs. It is less likely that the upper body will twist with respect to the lower limbs and fall diagonally.

As described above, in the present embodiment, the occupant protection control unit 14 ignites only one of the right inflator 22 and the left inflator 32 when it is expected that the impact is asymmetrically input to the front surface of the vehicle. To do. As a result, both the left and right knees of the occupant seated on the seat 4 can be largely oriented in a desired direction.

[8th Embodiment]
FIG. 14 is an explanatory view of the occupant protection device 10 according to the eighth embodiment. FIG. 14 (A) is an upper view, and FIG. 14 (B) is a side view of the right half as viewed from the left.
In the following description, the differences from the first embodiment will be mainly described, and the description overlapping with the first embodiment will be omitted.
The right knee airbag 21 has a right basic deployment portion 23, a right protruding deployment portion 24, and a right rear deployment portion 28.
The right rear deploying portion 28 deploys rearward from the upper surface of the right basic deploying portion 23 that is deployed in the left-right direction. The rear edge of the unfolded right rear unfolded portion 28 hits the right side of the lumbar region of the occupant seated on the seat 4 from the front.

The left knee airbag 31 has a left basic deployment portion 33, a left protruding deployment portion 34, and a left rear deployment portion 38.
The left rear deploying portion 38 expands rearward from the upper surface of the left basic deploying portion 33 that is deployed in the left-right direction. The rear edge of the unfolded left rear unfolded portion 38 hits the left side of the lumbar region of the occupant seated on the seat 4 from the front.

As described above, the right knee airbag 21 of the present embodiment has a right rear deployment portion 28 that expands rearward from the right basic deployment portion 23 and hits the lumbar region of the occupant seated on the seat 4. Further, the left knee airbag 31 has a left rear deployment portion 38 that expands rearward from the left basic deployment portion 33 and hits the waist portion of the occupant seated on the seat 4. Therefore, the occupant is pressed from the front along with both the left and right knees. As a result, it becomes more difficult for the occupant to move forward in the event of a collision.

The rear deployment portion may be formed in one of the right knee airbag 21 and the left knee airbag 31 in the width of the seat 4 and may be deployed together with the airbag.

[9th Embodiment]
FIG. 15 is an explanatory view of the occupant protection device 10 according to the ninth embodiment. FIG. 15A is an upper view, and FIG. 15B is a side view of the right half as viewed from the left side.
In the following description, the differences from the first embodiment will be mainly described, and the description overlapping with the first embodiment will be omitted.

The right knee airbag 21 has a right basic deploying portion 23, a right protruding deploying portion 24, and a right reinforcing deploying portion 29.
The right reinforcing deploying portion 29 deploys on the front side of the right basic deploying portion 23 and the right protruding deploying portion 24. The right reinforcing deployment unit 29 starts deployment from the front surface of the right basic deployment portion 23, for example, and deploys to the front side of the right protruding deployment portion 24.

The left knee airbag 31 has a left basic deploying portion 33, a left protruding deploying portion 34, and a left reinforcing deploying portion 39.
The left reinforcing deploying portion 39 is deployed on the front side of the left basic deploying portion 33 and the left protruding deploying portion 34. The left reinforcing deployment portion 39 starts deployment from the front surface of the left basic deployment portion 33, for example, and deploys to the front side of the left protruding deployment portion 34.

As described above, in the present embodiment, the right reinforcing deploying portion 29 that expands from the right basic deploying portion 23 to the right protruding deploying portion 24 is provided on the front side of the right protruding deploying portion 24. Therefore, even if a large load acts on the left protruding deploying portion 34 on which the right knee front contact surface 25 is formed, the right protruding deploying portion 24 can be supported by the right reinforcing deploying portion 29, and the right basic deploying portion 23 can be supported. On the other hand, the right protruding development portion 24 is less likely to be deformed so as to bend.
Further, a left reinforcing deploying portion 39 that expands from the left basic deploying portion 33 to the left protruding deploying portion 34 is provided on the front side of the left protruding deploying portion 34. Therefore, even if a large load acts on the left protruding deploying portion 34 on which the left knee front contact surface 35 is formed, the left protruding deploying portion 34 can be supported by the left reinforcing deploying portion 39, and the left basic deploying portion 33 can be supported. On the other hand, the left protruding development portion 34 is less likely to be deformed so as to bend.

The above embodiments are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or modifications can be made without departing from the gist of the invention.

1 ... Automobile (vehicle), 2 ... Passenger room, 3 ... Body, 4 ... Seat, 5 ... Door, 6 ... Dashboard, 7 ... Center console, 10 ... Crew protection device, 11 ... Crew position sensor, 12 ... G sensor , 13 ... Timer, 14 ... Passenger protection control unit, 15 ... Front airbag device, 16 ... Front airbag, 17 ... Inflator, 18 ... Three-point seatbelt device, 19 ... Seatbelt, 20 ... Right knee airbag device, 21 ... Right knee airbag, 22 ... Right inflator, 23 ... Right basic deployment, 24 ... Right protruding deployment, 25 ... Right knee front contact surface, 26 ... Right knee side contact surface, 28 ... Right posterior deployment, 29 ... Right reinforcement deployment part, 30 ... left knee airbag device, 31 ... left knee airbag, 32 ... left inflator, 33 ... left basic deployment part, 34 ... left protruding deployment part, 35 ... left knee front contact surface, 36 ... left Knee side contact surface, 38 ... left rear deployment section, 39 ... left reinforcement deployment section, 40 ... automatic driving control device, 41 ... outside imaging sensor, 42 ... automatic driving control section, 43 ... steering actuator, 44 ... brake actuator, 45 … Power source.

Claims (3)

Right-knee airbags and left-knee airbags that deploy from the left and right sides of the occupant seated on the vehicle seat toward the occupant's knees and press the knees.
A control unit that controls the deployment of the right knee airbag and the deployment of the left knee airbag,
Have,
The right knee airbag has a right knee anterior contact surface in contact with the anterior side of the occupant's right knee.
The left knee airbag has a left knee anterior contact surface in contact with the anterior side of the left knee portion of the occupant.
The right knee anterior contact surface and the left knee anterior contact surface are in contact with both the left and right knees of the occupant from the front in a state where the right knee airbag and the left knee airbag are deployed at the time of a collision.
The control unit
When it is expected that the impact is asymmetrically input to the front surface of the vehicle, both the left and right knees of the occupant seated on the seat face in the direction in which the vehicle is expected to generate a rotational moment due to the collision. To control the deployment of the right knee airbag and the left knee airbag.
Multiply personnel protection equipment. At least one of the right knee airbag and the left knee airbag
The basic expansion section that is deployed in a long length and
A protruding deployable portion that projects from the tip of the basic deployable portion to form the right knee anterior contact surface or the left knee anterior contact surface.
A rear deployment section that expands backward from the basic deployment section and hits the lumbar region of the occupant seated on the seat.
Have,
The occupant protection device according to claim 1 . At least one of the right knee airbag and the left knee airbag
The basic expansion section that is deployed in a long length and
A protruding deployable portion that projects from the tip of the basic deployable portion to form the right knee anterior contact surface or the left knee anterior contact surface.
A reinforcing expanding section to expand on the front side of the basic development part and the front Symbol projecting expansion unit,
Have,
The occupant protection device according to claim 1 or 2 .