JP7451113B2 - Occupant protection device - Google Patents

Description

The present invention relates to an occupant protection device.

In order to protect occupants from collisions and the like, vehicles such as automobiles are equipped with airbag devices as occupant protection devices.
This airbag device generally includes an impact sensor, an inflator, an airbag, a control device, and the like. In an airbag device, when the impact sensor detects an impact due to a frontal collision, etc., it outputs a detection signal to the control device, the control device sends an activation signal to the inflator, and the inflator generates gas and sends it to the airbag. . Then, the airbag is instantly inflated by the gas sent out from the inflator and deployed in front of the occupant. As a result, the airbag absorbs the occupant's body moving forward due to the impact due to the internal gas pressure, and contracts while absorbing the kinetic energy. In this way, the airbag alleviates the sudden forward movement of the occupant due to the impact of a frontal collision of a vehicle, thereby ensuring the safety of the occupant.

On the other hand, in recent years, autonomous driving technology has been researched. In such self-driving vehicles, the running state of the vehicle is controlled regardless of the intentions of occupants such as drivers. For this reason, occupant protection devices for vehicles compatible with automatic driving have been proposed. The occupant protection system for this vehicle has a front airbag that deploys in front of the occupant's upper body, and prevents the shoulder from getting stuck in the area where the shoulder of the occupant's upper body comes into contact with the occupant who has moved forward of the seating position. It forms a recessed part for shoulder rest. As a result, even if the upper body of an occupant seated in a seat has moved forward from the seating position of the seat during automatic operation of the vehicle, the shoulder of this upper body is supported in the shoulder rest recess, and the occupant is supported. I'm trying to protect it. Further, in this vehicle occupant protection device, an inclined surface is formed from the shoulder receiver recess toward one side in the vehicle width direction, with one side being rearward than the other side. As a result, the entire upper body of the driver who is moving forward in a diagonal position with the other shoulder in front can be received and supported by the inclined surface of the front airbag, supporting it in a stable state and absorbing the impact in that state. (See Patent Document 1).

By the way, when autonomous driving becomes widespread, the degree of freedom for passengers will increase. Therefore, for example, even if the user is seated in the driver's seat, the user may be holding a mobile terminal or the like in his or her hand while the vehicle is running. Furthermore, even today, people in seats other than the driver's seat are likely to be holding a mobile terminal or the like in their hands while the vehicle is running.

JP2018-052441A

However, if the front airbag deploys toward the occupant and the occupant is holding a mobile device, the occupant's arm or mobile device may become caught between the front airbag and the occupant's upper body. , it becomes difficult to obtain appropriate occupant protection.

Therefore, the applicant proposed using a sub-airbag to blow off the occupant's arms. However, in this case, if the sub airbag is too large, it will affect the smooth deployment of the main airbag (equivalent to a conventional front airbag), and if it is too small, it will not be able to reliably shake off the occupant's arm. It's gone.
Furthermore, if the sub-airbag is simply made larger, there is a risk that when the sub-airbag deploys, it will hit the occupant's shoulder, making it impossible to sweep the occupant's arm off.

The present invention was made in order to solve such conventional problems, and it is possible to reliably shake off the occupant's arm even if the occupant is holding a mobile terminal, etc., and to provide a sub-airbag that can shake off the occupant's arm. An object of the present invention is to provide an occupant protection device that can sufficiently deploy a main airbag without hindering the deployment of the main airbag, and can appropriately protect the occupant.

A vehicle occupant protection device according to the present invention includes a collision prediction means for predicting a vehicle collision, and a main airbag that deploys from the front of the vehicle toward the occupant when the collision prediction means predicts a vehicle collision. , a sub-airbag that is deployed from above to below the occupant and has a fragile portion to be deformed without impeding progress due to the deployment of the main airbag; and a vehicle collision is predicted by the collision prediction means. In this case, the air conditioner is characterized by comprising a deployment control means that deploys the main airbag after deploying the sub-airbag.

Further, in the vehicle occupant protection device according to the present invention, the sub airbag may have an intermittent area in the deployment direction of the main airbag.

Furthermore, in the vehicle occupant protection device according to the present invention, the sub-airbag has a distal end portion for shaking off an arm of the occupant, and a proximal end portion connected to a part of the vehicle, and The distal end portion, the base end portion, and the weakened portion may be connected to each other, and may be deformed in the direction in which the main airbag is deployed when the main airbag is deployed.

Furthermore, the vehicle occupant protection device according to the present invention includes an occupant condition detection device that detects the position of the occupant's arm, and the deployment control means is configured to control the position of the occupant's arm detected by the occupant condition detection device. The sub-airbag may be deployed based on the following.

Furthermore, in the vehicle occupant protection device according to the present invention, the sub-airbag includes a right-arm sub-airbag and a left-arm sub-airbag, and the deployment control means detects the detection by the occupant condition detection device. The right arm sub-airbag or the left arm sub-airbag may be deployed based on the position of the occupant's arm.

Furthermore, the vehicle occupant protection device according to the present invention includes a deployment direction movable device that moves the deployment direction of the sub-airbag, and the deployment control means controls the deployment direction movable device to control the occupant state. The direction of deployment may be moved so that the sub-airbag deploys toward the position of the occupant's arm detected by the detection device.

According to the present invention, even if the occupant is holding a mobile terminal or the like, the occupant's arm can be reliably shaken off, and the sub-airbag that has shaken off the occupant's arm can prevent the main airbag from deploying. It is possible to provide an occupant protection device that can sufficiently deploy the vehicle and provide appropriate occupant protection.

1 is a cross-sectional view schematically showing a part of a vehicle equipped with an occupant protection device according to an embodiment of the present invention. 1 is a schematic block diagram of an occupant protection device according to an embodiment of the present invention. FIG. 3 is a side view showing the progress of the airbag body being deployed. 3 is a flowchart showing an outline of the operation of the occupant protection device. It is a figure showing the outline of the sub airbag device of other embodiments. 7 is a flowchart showing an outline of the operation of the occupant protection device according to another embodiment. It is a figure showing the outline of a sub-airbag device and a sub-airbag movable device of other embodiments. 7 is a flowchart showing an outline of the operation of an occupant protection device according to another embodiment. FIG. 7 is a side view showing the progress of expansion of an airbag body according to another embodiment. FIG. 7 is a side view showing the progress of expansion of an airbag body according to another embodiment.

Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a cross-sectional view schematically showing a part of a vehicle equipped with an occupant protection device according to an embodiment of the present invention. Further, FIG. 2 is a schematic block diagram of an occupant protection device in an embodiment of the present invention. Further, FIG. 3 is a side view showing the progress of deployment of the airbag body when the occupant protection device of the present embodiment is activated. Further, FIG. 4 is a flowchart showing an outline of the operation of the occupant protection device.

(Configuration of vehicle 1)
As shown in FIG. 1, the passenger compartment of a vehicle 1 includes an underfloor 3 at the bottom and a roof 4 at the top. Furthermore, a seat 10 is provided on the underfloor 3. Furthermore, the vehicle 1 is equipped with an occupant protection device 101, which will be described later.

The seat 10 is for a passenger P riding in the vehicle 1 to sit on. The seat 10 also includes a seat cushion 11 (seat portion) that supports the buttocks to thighs of the occupant P, a seat back 12 (backrest portion) that is provided so as to be reclinable, and a headrest 13 that supports the head of the occupant P. (head part).

(Configuration of occupant protection device 101)
As shown in FIG. 2, the occupant protection device 101 includes an on-vehicle camera 31, a radar 32, a main airbag device 50, a sub-airbag device 60, and a control section 110. Note that the main airbag device 50 is provided on the dashboard 5. Further, the sub airbag device 60 is provided on the roof 4.

Furthermore, as will be described later, the control unit 110 detects a collision of the vehicle 1 and a collision prediction based on information input from the in-vehicle camera 31 and the radar 32, and also detects a collision of the vehicle 1 and a collision prediction, and detects a collision of the vehicle 1 with the main airbag device 50 and the sub It also has the function of an airbag deployment control unit (hereinafter referred to as ACU) that controls the deployment of the airbag body provided in the airbag device 60. Note that the control unit 110 may be provided as a part of a vehicle control device (hereinafter referred to as ECU) that controls the entire vehicle 1.

(In-vehicle camera 31)
The vehicle-mounted camera 31 is capable of photographing the exterior and interior of the vehicle 1. For example, the vehicle-mounted camera 31 photographs the surrounding environment of the vehicle 1, specifically, the front, rear, and sides of the vehicle 1. Then, the captured image information is input to the control unit 110, the image information is recorded in the RAM of the control unit 110, and the image information is analyzed by the control unit 110. Thereby, the control unit 110 can recognize the situation around the vehicle 1 (the situation outside the vehicle) in real time and after the fact.

(Radar 32)
The radar 32 detects objects such as obstacles by emitting radio waves, and measures the distance and direction to the objects. Further, the radar 32 is attached to the front bumper or rear bumper of the vehicle 1, and is capable of monitoring the front, side, rear, etc. of the vehicle 1. Then, the monitoring information is input to the control unit 110, the monitoring information is recorded in the RAM of the control unit 110, and the monitoring information is analyzed by the control unit 110. Thereby, the control unit 110 can recognize the situation around the vehicle 1 in real time and after the fact.

In this embodiment, the vehicle-mounted camera 31 and the radar 32 are provided, and collision prediction is performed using information from both. However, the present invention is not limited to this, and it is not possible to use only one of them. Alternatively, other devices may be used.

(Main airbag device 50)
The main airbag device 50 is controlled by the control unit 110 and protects the occupant P from the impact of a collision. The main airbag device 50 also includes a main inflator 51 and a main airbag body 52 (see FIG. 3).

(Main inflator 51)
The main inflator 51 ignites gunpowder in response to an activation signal based on collision detection or collision prediction of the vehicle 1 by the control unit 110, and generates gas through a chemical reaction caused by combustion. Further, the gas generated in the main inflator 51 is press-fitted into the main airbag body 52. Note that the main inflator 51 receives an activation signal from the control unit 110 later than the sub-inflator, which will be described later.

(Main airbag body 52)
The main airbag body 52 is a bag body into which gas is pressurized by the main inflator 51, and is folded into a small size when not in operation. Further, when gas is pressurized from the main inflator 51, the main airbag body 52 inflates and deploys from the dashboard 5 toward the seat 10, causing a collision of the vehicle 1 with the head and chest of the occupant P. This is to reduce the impact of That is, the main airbag body 52 is configured to deploy toward the occupant P from the front of the vehicle 1 when a collision of the vehicle 1 is predicted by the control unit 110.

(Sub airbag device 60)
The sub-airbag device 60 is controlled by the control unit 110 to shake off the arms and hands of the occupant P. Further, the sub-airbag device 60 includes a sub-inflator (not shown) and a sub-airbag body 62.

(Sub inflator)
The sub-inflator ignites gunpowder in response to an activation signal based on collision detection or collision prediction of the vehicle 1 by the control unit 110, and generates gas through a chemical reaction caused by combustion. Further, the gas generated in the sub-inflator is press-fitted into the sub-airbag body 62. Note that, as described above, the activation signal from the control unit 110 is input to the sub-inflator earlier than to the main inflator.

(Sub airbag body 62)
The sub-airbag body 62 is a bag body into which gas is pressurized by a sub-inflator, and is folded into a small size when not in operation. Furthermore, when gas is pressurized from the sub-inflator, the sub-airbag body 62 inflates and deploys downward from a predetermined position attached to the roof 4, and shakes off the arms and hands of the occupant P. It is. That is, the sub-airbag body 62 is configured to expand from above the occupant P to below.

Furthermore, the sub-airbag body 62 has a comb-like shape with intermittent areas provided in the longitudinal direction of the vehicle 1, that is, in the direction of movement in which the main airbag body 52 is deployed. Further, the sub-airbag body 62 is provided with vent holes at the upper front or sides of each end of the comb shape, through which the internal gas is released.

With this configuration, when the main airbag body 52 is deployed from the front, each end of the sub-airbag body 62 is easily moved rearward because of the intermittent region. That is, the sub airbag body 62 is deformed without hindering the progress of the main airbag body 52 due to its expansion. Further, as the sub airbag body 62 is pressed from the front by the main airbag body 52, more gas is released from each end, and the sub airbag body 62 is successively collapsed from the front.
Therefore, the main airbag body 52 can be expanded to a state in which it holds the occupant P due to the comb-like shape of the sub-airbag body 62, that is, the provision of intermittent regions.

(Control unit 110)
The control unit 110 is for controlling the operation of the occupant protection device 101. The control unit 110 also includes a CPU (Central Processing Unit) as a central processing unit, a control program executed by the CPU, a data table, a ROM (Read Only Memory) that stores each command, data, etc. It is equipped with a RAM (Random Access Memory) for storing data, an EEPROM (Electrically Erasable and Programmable Read Only Memory) consisting of a rewritable non-volatile memory, and an input/output interface circuit, and controls the control of the occupant protection system 101. ing.

Further, the control unit 110 is connected to an on-vehicle camera 31, a radar 32, a main airbag device 50, a sub-airbag device 60, and an ECU (not shown) via an input/output interface circuit.

Then, the control unit 110 performs collision prediction and collision determination for the vehicle 1 based on information input from the in-vehicle camera 31 and the radar 32.
Note that the control unit 110 is not limited to information input from the in-vehicle camera 31 and radar 32, but also uses an acceleration sensor (G sensor), a distance sensor, an impact sensor (pressure sensor), etc. to receive information input from these devices. A collision prediction or collision determination may be performed based on the information.

Further, the control unit 110 controls the sub-airbag device 60 and deploys the sub-airbag body 62. Further, the control unit 110 controls the main airbag device 50 and deploys the main airbag body 52.

When a collision of the vehicle 1 is predicted, the control unit 110 deploys the sub-airbag body 62 and then deploys the main airbag body 52.

(Operation of occupant protection device 101)
Next, the operation of such occupant protection device 101 will be explained.
FIG. 3 is a side view of the airbag bodies (main airbag body 52, sub airbag body 62) when they are deployed. Further, FIG. 4 is a flowchart showing an outline of the operation of the occupant protection device 101.

In the occupant protection device 101, the control unit 110 periodically performs the control process shown in FIG. 4 at predetermined intervals.
In the control process, the control unit 110 first performs a collision prediction process (step S111). Specifically, the control unit 110 predicts a collision of the vehicle 1 based on information input from the in-vehicle camera 31 and the radar 32. In addition to this collision prediction, the control unit 110 also performs collision determination processing for the vehicle 1. Note that when the control unit 110 detects a collision of the vehicle 1, the control unit 110 may perform a process similar to the process at the time of collision prediction described below, but it is preferable to perform the process at the time of a collision. In this collision process, for example, only the main airbag body 52 is deployed without the sub-airbag body 62 being deployed.

Next, the control unit 110 determines whether a predicted collision of the vehicle 1 has been detected (step S112). That is, the control unit 110 determines whether or not a collision of the vehicle 1 is predicted in the collision prediction process.

When the control unit 110 determines that a collision has been predicted (determined as YES in step S112), the control unit 110 moves the process to step S113, and determines that a collision has not been predicted (determined as NO in step S112). That is, if a collision is not predicted, this control process ends.

Next, the control unit 110 performs a process of deploying the sub-airbag body 62 (step S113). Specifically, the control unit 110 transmits an activation signal to the sub-inflator of the sub-airbag device 60, ignites it, and generates gas. In the sub-airbag device 60, when the sub-inflator generates gas, the gas is pressurized into the sub-airbag body 62, and the sub-airbag body 62 is deployed downward toward the arm of the occupant P. As a result, the arm of the occupant P is swung off by the deployed sub-airbag body 62.

Furthermore, since the sub-airbag body 62 has a comb-like shape and has a large number of ends, some of the ends may hit the shoulder of the occupant P, preventing it from being deployed downward. Even if the momentum is lost, the other end, that is, the end extending from above the occupant's P arm, is not affected, so the occupant's P arm can be reliably swung off.

Note that, when deploying the sub airbag body 62, the control unit 110 determines whether or not the arm of the occupant P is within the deployment range of the main airbag body 52, and if it is not within the deployment range, The sub-airbag body 62 may not be expanded.

Next, the control unit 110 performs a process of deploying the main airbag body 52 (step S114). Specifically, the control unit 110 transmits an activation signal to the main inflator 51 of the main airbag device 50, ignites it, and generates gas. In the main airbag device 50, when the main inflator 51 generates gas, the gas is pressurized into the main airbag body 52, and the main airbag body 52 is deployed rearward toward the upper body of the occupant P.

At this time, since the sub-airbag body 62 is provided with comb-shaped intermittent regions in the direction of deployment of the main airbag body 52, when the main airbag body 52 is deployed, the sub-airbag body 62 The bag body 62 can be expanded while being crushed. That is, since the sub-airbag body 62 is deformed without hindering the progress of the main airbag body 52 due to its deployment, the sub-airbag body 62 does not become an obstacle, and the main airbag body 52 can be moved smoothly. Can be expanded.

As described above, the occupant protection device 101 according to the present embodiment shakes off the arm of the occupant P using the sub airbag bag 62, and directs the main airbag bag toward the upper body of the occupant P who has swung off the arm. 52 is deployed, and since the sub-airbag body 62 is provided with an intermittent region, the sub-airbag body 62 is deformed by the deployment of the main airbag body 52, and the main airbag body 52 is smoothly expanded. It can be deployed, and the occupant P can be appropriately protected. That is, even if the occupant P is holding a mobile terminal or the like, the arm is excluded from the deployment area of the main airbag body 52 by the sub-airbag body 62, and the sub-airbag body 62 is also excluded from the deployment area of the main airbag body 52. Since the deployment is not hindered, the occupant P can be appropriately protected without the arms of the occupant P being pressed against the upper body by the main airbag body 52.

In addition, since the sub-airbag body 62 has a comb-like shape and has a plurality of ends, the end that deploys from above the occupant's P arm may be pushed downward due to the influence of the occupant's P's shoulder or the like. It is possible to reliably shake off the arm of the occupant P without losing the momentum of the deployment.

(Second embodiment)
Next, an example of the arrangement of the sub-airbag device 60 will be described.

FIG. 5 is a diagram schematically showing the sub-airbag device 60 in the occupant protection device 101 of the second embodiment. 5(a) is a top view of the sub-airbag device 60, and FIG. 5(b) and FIG. 5(c) are front views of the sub-airbag device 60.

(In-vehicle camera 31)
In this embodiment, in addition to the functions shown in the first embodiment, the in-vehicle camera 31 photographs the interior of the vehicle and records the seating state of the occupant P seated on the seat 10, especially the arms and legs of the occupant P. Take pictures so that you can see the position of your hands. Then, the captured image information is input to the control unit 110, the image information is recorded in the RAM of the control unit 110, and the image information is analyzed by the control unit 110, so that the control unit 110 can determine the situation inside the vehicle, In particular, the condition of the occupant P can be recognized in real time and after the fact. Note that the state of the occupant P here specifically assumes the position of the occupant's P arms and hands.

Note that in this embodiment, information on the situation inside the vehicle, that is, the state of the occupant P, is acquired using image information from the in-vehicle camera 31; however, the present invention is not limited to this; It may be.

Further, as shown in FIG. 5, the sub-airbag device 60 of this embodiment includes a left sub-airbag device 60L and a right sub-airbag device 60R. Note that the left sub-airbag device 60L is for the left arm, and the right sub-airbag device 60R is for the right arm.

(Left sub airbag device 60L)
The left sub-airbag device 60L is provided at the lower part of the roof 4 and extends in the front-rear direction. Further, the left sub-airbag device 60L is provided at the lower part of the roof 4 so as to pass above the left arm of the occupant P seated on the seat 10. Note that the left sub-airbag device 60L has a sufficient length in the front-rear direction so as to cover the upper part of the left arm of the occupant P even when the occupant moves the seat 10 in the front-rear direction. Further, the left sub airbag device 60L includes a left sub inflator (not shown) and a left sub airbag body 62L.

(Inflator for left sub)
When the control unit 110 predicts a collision of the vehicle 1 and the left arm or left hand of the occupant P is detected at a predetermined position, the left sub-inflator receives an activation signal, ignites the gunpowder, and starts combustion. Gas is generated through a chemical reaction. Further, the gas generated in the left sub-inflator is press-fitted into the left sub-airbag body 62L. Note that the left sub-inflator receives the activation signal from the control unit 110 earlier than the main inflator.

(Left sub airbag body 62L)
The left sub-airbag body 62L is a bag body into which gas is pressurized by the left sub-inflator, and is folded into a small size when not in operation. Furthermore, when gas is pressurized from the left sub-inflator, the left sub-airbag body 62L inflates and deploys downward from a predetermined position attached to the roof 4, swinging the left arm and left hand of the occupant P. It is something to be dropped.

(Right sub airbag device 60R)
The right sub-airbag device 60R, like the left sub-airbag device 60L, is provided at the lower part of the roof 4 so as to extend in the front-rear direction. Further, the right sub-airbag device 60R is provided at the lower part of the roof 4 so as to pass above the right arm of the occupant P seated on the seat 10. Similarly to the left sub-airbag device 60L, the right sub-airbag device 60R is arranged sufficiently in the longitudinal direction to cover the upper part of the right arm of the occupant P even if the occupant moves the seat 10 in the longitudinal direction. It has a long length. Further, the right sub-airbag device 60R includes a right sub-inflator (not shown) and a right sub-airbag body 62R.

(Inflator for right sub)
When the control unit 110 predicts a collision of the vehicle 1 and the right arm or right hand of the occupant P is detected at a predetermined position, the right sub-inflator receives an activation signal, ignites the gunpowder, and starts combustion. Gas is generated through a chemical reaction. Further, the gas generated in the right sub-inflator is press-fitted into the right sub-airbag body 62R. Note that the right sub-inflator receives the activation signal from the control unit 110 earlier than the main inflator.

(Right sub airbag body 62R)
The right sub-airbag body 62R is a bag body into which gas is pressurized by the right sub-inflator, and is folded into a small size when not in operation. Furthermore, when gas is pressurized from the right sub-inflator, the right sub-airbag body 62R inflates and deploys downward from a predetermined position attached to the roof 4, swinging the right arm and right hand of the occupant P. It is something to be dropped.

Note that the left sub-airbag device 60L and the right sub-airbag device 60R can be independently controlled by the control unit 110. Therefore, the left sub-airbag device 60L and the right sub-airbag device 60R can each operate independently, and only one of the left sub-airbag body 62L and right sub-airbag body 62R is deployed. You can also deploy both.

(Operation of occupant protection device 101)
Next, the operation of such occupant protection device 101 will be explained.
FIG. 6 is a flowchart showing an overview of the operation of the occupant protection device 101.
In this embodiment, the processes of step S111, step S112, and step S114 are the same as those in the first embodiment, so the description thereof will be omitted.

In such a configuration, when the control unit 110 predicts a collision with the vehicle 1 (determined as YES in step S112), the control unit 110 detects the position of the arm of the occupant P (step S121). Then, the control unit 110 determines whether or not the left arm of the occupant P interferes with the deployment of the main airbag body 52 (step S122). Specifically, the control unit 110 determines whether or not the left arm of the occupant P is within the deployment range of the main airbag body 52.

When the control unit 110 determines that the left arm of the occupant P is within the deployment range of the main airbag body 52, the control unit 110 causes the left sub-airbag device 60L to deploy the left sub-airbag body 62L (step S123). Specifically, the control unit 110 transmits an activation signal to the left sub inflator of the left sub airbag device 60L to generate gas, thereby injecting the left sub air downward toward the left arm of the occupant P. The bag body 62L is expanded. As a result, the left arm of the occupant P is swung off by the deployed left sub-airbag body 62L.

Next, the control unit 110 determines whether or not the right arm of the occupant P interferes with the deployment of the main airbag body 52 (step S124). Specifically, the control unit 110 determines whether or not the right arm of the occupant P is within the deployment range of the main airbag body 52.

When the control unit 110 determines that the right arm of the occupant P is within the deployment range of the main airbag body 52, the control unit 110 causes the right sub-airbag device 60R to deploy the right sub-airbag body 62R (step S125). Specifically, the control unit 110 transmits an activation signal to the right sub inflator of the right sub airbag device 60R to generate gas, thereby injecting the right sub air downward toward the right arm of the occupant P. The bag body 62R is expanded. As a result, the right arm of the occupant P is shaken off by the deployed right sub-airbag body 62R.

As described above, the occupant protection device 101 according to the present embodiment includes the left sub-airbag device 60L and the right sub-airbag device 60R dedicated for the left arm and the right arm, respectively, so that the occupant P can use either arm of the occupant P. Alternatively, even if both arms act as a barrier, the occupant's P's arms can be cleared by simply deploying the left sub-airbag body 62L and the right sub-airbag body 62R directly below.
In addition, by making the left and right sub-airbag bags 62L and 62R, which are deployed by the left sub-airbag device 60L and the right sub-airbag device 60R, wider in the lateral direction, Passenger P's arm can be removed.

(Third embodiment)
The occupant protection device 101 of the third embodiment includes a sub-airbag moving device 70 that moves a sub-airbag device 60.

FIG. 7 is a diagram schematically showing the sub-airbag device 60 and the sub-airbag movable device 70 in the occupant protection device 101 of the third embodiment. Note that FIG. 7(a) is a top view of the sub-airbag device 60 and the sub-airbag movable device 70, and FIG. 7(b) and FIG. 7(c) are top views of the sub-airbag device 60 and the sub-airbag movable device. FIG. 7 is a front view of the device 70.

(Sub airbag movable device 70)
As shown in FIG. 7, the sub-airbag movable device 70 of this embodiment has an upper portion attached to the roof 4. As shown in FIG. Further, the sub-airbag movable device 70 is provided above the seat 10 at approximately the center in the left-right direction, extending in the front-rear direction. The sub-airbag movable device 70 holds the sub-airbag device 60 at its lower portion and rotates the deployment direction of the sub-airbag device 60 from side to side. That is, the sub-airbag movable device 70 is controlled by the control unit 110 to rotate the sub-airbag device 60 in the left-right direction with respect to the vehicle 1. Therefore, the sub-airbag movable device 70 is adapted to move the deployed position of the sub-airbag body 62, as will be described later.

(Operation of occupant protection device 101)
Next, the operation of such occupant protection device 101 will be explained.
FIG. 8 is a flowchart showing an overview of the operation of the occupant protection device 101.
In this embodiment, the processes of step S111, step S112, step S113, and step S114 are the same as those in the first embodiment, so their explanation will be omitted.

In such a configuration, when the control unit 110 predicts a collision with the vehicle 1 (determined as YES in step S112), the control unit 110 detects the position of the arm of the occupant P (step S131). Then, the control unit 110 determines whether or not the arm of the occupant P interferes with the deployment of the main airbag body 52 (step S132). Specifically, the control unit 110 determines whether or not the arm of the occupant P is within the deployment range of the main airbag body 52. At this time, it is determined whether the arm of the occupant P within the deployment range of the main airbag body 52 is on the left or right side.

When the control unit 110 determines that the arm of the occupant P is within the deployment range of the main airbag body 52, the control unit 110 places the sub-airbag device 60 on the side where the arm of the occupant P is located, and the sub-airbag movable device 70. It is moved (step S133).

Thereafter, the control unit 110 causes the sub-airbag device 60 to deploy the sub-airbag body 62 (step S113), and then causes the main airbag device 50 to deploy the main airbag body 52 (step S114).

As described above, the occupant protection device 101 according to the present embodiment can protect the occupant P's arm even with one sub-airbag device 60.

(Fourth embodiment)
Next, an example of the occupant protection device 101 including the sub-airbag body 62 whose connecting portion is formed by a fragile portion will be described. Note that descriptions of the same configurations as those in the above embodiment will be omitted.

FIG. 9 is a side view showing the development progress of the sub-airbag body 62 in the occupant protection device 101 of the fourth embodiment.

(Sub airbag body 62)
As shown in FIG. 9, the sub-airbag body 62 has a distal end portion 62a, a connecting portion 62b, and a proximal end portion 62c.
The distal end portion 62a is provided at the distal end of the sub-airbag body 62, that is, at the front when the sub-airbag body 62 is deployed (in the present embodiment, it is deployed downward), and is provided at the front end of the sub-airbag body 62, and is located at the front when the sub-airbag body 62 is deployed. It is a part that sweeps away the air, and is formed so as to expand largely in the longitudinal direction of the vehicle 1. Furthermore, a vent hole is provided in the upper part of the tip portion 62a, through which the gas inside the sub-airbag body 62 is released.

The connecting portion 62b is a portion that connects the distal end portion 62a and the proximal end portion 62c, and is formed to be smaller than the longitudinal width of the distal end portion 62a and the longitudinal width of the proximal end portion 62c. connects the front part of the distal end part 62a and the front part of the base end part 62c. Thereby, the distal end portion 62a and the proximal end portion 62c are connected with a weak force. That is, the connecting portion 62b is a weak portion of the sub-airbag body 62.

Therefore, as will be described later, when the main airbag body 52 is deployed, the tip portion 62a of the sub airbag body 62 is pressed, and the sub airbag body 62 is deformed in the direction in which the main airbag body 52 is deployed. There is.
The base end portion 62c is the root portion of the sub-airbag body 62, that is, the side connected to the roof 4, and is formed to be larger than the longitudinal width of the connecting portion 62b.

When the sub-airbag body 62 is pressurized with gas by the sub-inflator, the distal end 62a is filled with gas through the base end 62c and the connecting section 62b, and the distal end 62a becomes large. expand. Further, when gas is pressurized from the sub-inflator, the connecting portion 62b and the base end 62c are filled with gas in this order, and the sub-airbag body 62 is expanded to its maximum expanded shape. The sub-airbag body 62 can almost completely shake off the arm of the occupant P by deploying the distal end portion 62a, and can completely shake off the arm of the occupant P by deploying the connecting portion 62b and the base end 62c. .

(Operation of sub airbag body 62 and main airbag body 52)
Next, the operations of the sub airbag body 62 and the main airbag body 52 in the occupant protection device 101 will be described.

When the control unit 110 of the occupant protection device 101 detects a predicted collision, it operates the sub-airbag device 60 and deploys the sub-airbag body 62. Specifically, the control unit 110 transmits an activation signal to the sub-inflator of the sub-airbag device 60 and generates gas, so that the gas is pressurized into the sub-airbag body 62 and the gas is injected downward. The sub airbag body 62 is expanded. As a result, the arm of the occupant P is swung off by the deployed sub-airbag body 62.

Next, the control unit 110 performs a process of deploying the main airbag body 52. Specifically, the control unit 110 transmits an activation signal to the main inflator 51 of the main airbag device 50, ignites it, and generates gas. In the main airbag device 50, when the main inflator 51 generates gas, the gas is pressurized into the main airbag body 52, and the main airbag body 52 is deployed rearward toward the upper body of the occupant P.
At this time, the main airbag body 52 first contacts the tip portion 62a of the sub airbag body 62.

Here, the sub airbag body 62 has a distal end 62a and a proximal end 62c connected at a connecting portion 62b, which is a fragile portion, so that the distal end 62a presses the main airbag body 52 rearward. Then, the tip portion 62a is moved rearward and upward so as to be bent at the connecting portion 62b, and the sub airbag body 62 is deformed in the direction in which the main airbag body 52 is deployed. In addition, the gas inside the distal end portion 62a is released from the vent hole, but by being pressed by the main airbag body 52, more gas is released and the distal end portion 62a rapidly contracts.

Then, the main airbag body 52 is further inflated and deployed rearward. The sub airbag body 62 is further pressed by the main airbag body 52, and the tip portion 62a is moved upward while being deflated. Then, the main airbag body 52 reaches the upper body of the occupant P with the deflated sub-airbag body 62 in between. Thereby, the main airbag body 52 absorbs the forward movement of the occupant P due to the collision, and the occupant can be appropriately protected from the impact caused by the collision. Note that even if the sub-airbag body 62 is not deflated, the sub-airbag body 62 and the main airbag body 52 can protect the occupant P from the impact of a collision.

Furthermore, when the main airbag body 52 completely pushes up the sub-airbag body 62 above the occupant P, the main airbag body 52 reaches the front surface of the occupant P. Thereby, the main airbag body 52 absorbs the forward movement of the occupant P due to the collision, and the occupant can be well protected from the impact caused by the collision.

As described above, in the occupant protection device 101 according to the present embodiment, the sub-airbag body 62 connects the distal end portion 62a and the proximal end portion 62c with the connecting portion 62b, which is a fragile portion. Therefore, the sub-airbag body 62 is easily deformed by the deployment of the main airbag body 52 after the tip portion 62a shakes off the arm of the occupant P. Therefore, the main airbag body 52 can be smoothly deployed, and the occupant P can be appropriately protected.

Further, in this embodiment, the connecting portion 62b of the sub-airbag body 62 connects the front portion of the distal end portion 62a and the front portion of the base end portion 62c. As a result, the sub-airbag bag 62 deploys from the front upper part of the occupant P to the rear lower part, so that the sub-airbag bag 62 can be prevented from hitting the shoulder of the passenger P and the like, preventing the sub-airbag bag 62 from deploying. The bag body 62 can be expanded reliably.

On the other hand, as shown in FIG. 10, the connecting portion 62b of the sub-airbag body 62 may connect the rear portion of the distal end portion 62a and the rear portion of the proximal end portion 62c. In this case, since the tip portion 62a of the sub airbag body 62 is not connected at the front, it is easily moved when the main airbag body 52 is deployed from the front. Therefore, the main airbag body 52 can easily reach the upper body of the occupant P, and the main airbag body 52 can reliably protect the occupant P from the impact of a collision.

In addition, in this embodiment, the main airbag bag body 52 constitutes the main airbag of the present application. Furthermore, in this embodiment, the sub-airbag bag body 62 constitutes the sub-airbag of the present application.
Furthermore, in this embodiment, the control unit 110 constitutes a collision prediction means and a deployment control means of the present application.
Furthermore, in this embodiment, the vehicle-mounted camera 31 constitutes the occupant condition detection device of the present application. Further, in this embodiment, the sub-airbag movable device 70 constitutes the deployment direction movable device of the present application.

Further, in this embodiment, the right sub-airbag body 62R of the right sub-airbag device 60R constitutes the right-arm sub-airbag of the present application. Furthermore, in this embodiment, the left sub-airbag bag body 62L of the left sub-airbag device 60L constitutes the left-arm sub-airbag of the present application.

1 Vehicle, 3 Underfloor, 4 Roof, 5 Dashboard, 10 Seat, 11 Seat Cushion, 12 Seat Back, 13 Headrest, 31 Onboard Camera, 32 Radar, 50 Main Airbag Device, 51 Main Inflator, 52 Main Air Bag body, 60 Sub air bag device, 60L Left sub air bag device, 60R Right sub air bag device, 62 Sub air bag body, 62L Left sub air bag body, 62R Right sub air bag body, 62a Tip part , 62b connecting portion, 62c base end portion, 70 sub airbag movable device, 101 occupant protection device, 110 control portion

Claims (5)

a collision prediction means for predicting a vehicle collision;
a main airbag that deploys toward the occupant from the front of the vehicle;
a sub-airbag that is deployed from above to below the occupant and has a fragile portion that is deformed without impeding the progress of the main airbag's deployment;
Deployment control means for deploying the sub airbag and then deploying the main airbag when a vehicle collision is predicted by the collision prediction means;
and an occupant condition detection device that detects the position of the occupant's arms .
The deployment control means determines whether the occupant's arm is within the deployment range of the main airbag based on the position of the occupant's arm detected by the occupant condition detection device, and determines whether the arm of the occupant is within the deployment range of the main airbag. deploying the sub airbag;
A vehicle occupant protection device characterized by: a collision prediction means for predicting a vehicle collision;
a main airbag that deploys toward the occupant from the front of the vehicle;
a sub-airbag that is deployed from above to below the occupant and has a fragile portion that is deformed without impeding the progress of the main airbag's deployment;
deployment control means for deploying the sub airbag and then deploying the main airbag when a vehicle collision is predicted by the collision prediction means;
The sub airbag has a distal end for displacing an occupant's arm, and a proximal end connected to a part of the vehicle, and is connected by the distal end, the proximal end, and the weakened portion. and is deformed in the direction of deployment of the main airbag by deployment of the main airbag.
A vehicle occupant protection device characterized by: an occupant condition detection device that detects the position of the occupant's arms;
Equipped with
The deployment control means determines whether the occupant's arm is within the deployment range of the main airbag based on the position of the occupant's arm detected by the occupant condition detection device, and determines whether the arm of the occupant is within the deployment range of the main airbag. deploying the sub airbag;
The vehicle occupant protection device according to claim 2, characterized in that: The sub-airbag includes a right-arm sub-airbag and a left-arm sub-airbag,
The deployment control means determines whether the right arm or the left arm of the occupant is within the deployment range of the main airbag based on the position of the right arm or left arm of the occupant detected by the occupant condition detection device;
deploying the right arm sub-airbag when the right arm is in the deployment range;
deploying the left arm sub-airbag when the left arm is in the deployment range;
The vehicle occupant protection device according to claim 1 or 3, characterized in that: a deployment direction moving device that moves the deployment direction of the sub-airbag;
Equipped with
The deployment control means causes the deployment direction movable device to move the deployment direction so that the sub-airbag deploys toward the position of the occupant's arm detected by the occupant condition detection device.
The vehicle occupant protection device according to claim 1 or 3, characterized in that: