JPH03273959A - Absorber device of impact energy to vehicle body side part - Google Patents

Abstract

PURPOSE:To effectively prevent the tertiary collision of a passenger with a vehicle body at the time of side collision by changing the expansion timing of the air bag on the opposite side to the side collision according to the presence of a passenger on the opposite side to the side collision, when a passenger on the sheet on the side collision side is detected. CONSTITUTION:A lateral pair of collision air bag units 4 provided in the arm rests 3 of left and right doors 2 of an automobile 1, a pair of seat sensors 7A, 7B provided in left and right front seats 5, a pair of first shock detection sensors 9A, 9B provided in the left and right doors 2, and a pair of second shock detection sensors 11A, 11B provided in left and right side sills 10 are provided. At the time of side collision, when passengers are sitting on the side collision side and the opposite side, the air bag 13 on the collision side is immediately full-expanded to receive the collision side passenger by the air bag 13, and the air bag 13 on the opposite side to the collision is expanded after the lapse of a delay time T1 to effectively prevent the tertiary collision of the passenger with the door 2 by the opposite side air bag 13.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a device for absorbing collision energy on the side of a vehicle body.
In particular, it relates to an airbag that is inflated and deployed between a vehicle body and an occupant to absorb collision energy during a side collision.

[Prior art]

Traditionally, airbag devices for automobiles have been used to buffer the inertial force applied to occupants during a frontal collision through an airbag that inflates and deploys from the steering wheel or passenger side instrument panel. A variety of devices have been proposed and put into practical use to prevent secondary collisions of occupants with vehicles such as vehicles.

The above airbag device operates an ignition device (igniter) based on an output signal from a collision detection sensor installed in the vehicle body, and fires the airbag using the pressure of nitrogen gas generated from a gas generator (inflake). Solid-state airbag devices that instantly inflate and deploy are widely used.

Normally, the above-mentioned airbag is formed with a plurality of relatively large vent holes for gas release, and in the event of a collision, the gas inside the airbag that is inflated and deployed is exhausted from the vent holes while stopping the occupant, thereby reducing the inertia that is applied to the occupant. Constructed to effectively buffer forces. In addition, the activation timing of the ignition device and the gas generation speed from the gas generator are adjusted so that the occupant can be stopped by a fully deployed airbag, so that the occupant does not touch the steering wheel, instrument panel, etc. after a collision.
It is set to a predetermined value that takes into account the travel time until the next collision.

On the other hand, recently, in order to protect occupants in the event of a side collision,
For example, as described in Japanese Patent Application Laid-Open No. 1-117957, an airbag unit consisting of an ignition device, a gas generator, an airbag, etc. is assembled in the armrest of the door,
Collision detection sensors are installed in the doors and side sills, and in the event of a side collision, an ignition device is activated at a predetermined timing so that the airbag is fully deployed just before the occupant makes contact with the door.
A fully deployed airbag effectively prevents the occupant from being hit.
Airbag devices designed to prevent secondary collisions between occupants and doors have also been proposed.

[Problem to be solved by the invention]

By the way, if the impact on the vehicle body during a side collision is large, the occupant on the side collision side who was stopped by the airbag will be further injured on the side opposite to the side collision side (hereinafter referred to as the opposite side collision side).
It is conceivable that the vehicle could be blown away and have a third collision with the door on the opposite side of the collision.

In the airbag device described in the above publication, the airbag deployment timing is set to a predetermined value that takes secondary collisions into account, so while the occupant is moving from the door on the side collision side to the opposite side collision side. On the other hand, in the airbag on the side impact side, gas escapes from the vent hole and the airbag contracts, reducing the airbag's ability to absorb impact in the event of a third collision.

Moreover, if an occupant is seated on the side opposite to the side impact side, interference between the occupants will prolong the time it takes for the occupant to move to the door on the opposite side impact side, so the airbag deployment timing is not changed accordingly. As described above, the impact absorption ability of the airbag in response to a third collision is reduced.

SUMMARY OF THE INVENTION An object of the present invention is to provide a device for absorbing collision energy on the side of a vehicle body, which can effectively prevent a tertiary collision between an occupant and the vehicle body in a side collision.

[Means to solve the problem]

A vehicle body side collision energy absorption device according to the present invention includes a pair of left and right side collision airbag units each having an airbag that inflates and deploys between a vehicle body inner wall and an occupant during a side collision; A pair of sensors detects the presence or absence of a seat on the side collision side, and when an occupant is detected in the seat on the side collision side based on the output from the sensor, the side collision side is determined depending on the presence or absence of an occupant on the side opposite to the side collision side. and a deployment timing changing means for changing the deployment timing of the airbag on the opposite side.

[Effect]

In the vehicle body side collision energy absorbing device according to the present invention, the deployment timing changing means detects that an occupant is on the seat on the side collision side based on the output from a pair of sensors that detect the presence or absence of an occupant on the left and right sides. When a side collision occurs, the deployment timing of the airbag on the side opposite to the side collision side can be changed depending on the presence or absence of an occupant on the side opposite to the side collision side, so the airbag on the opposite side is inflated and deployed at the appropriate deployment timing. When fully deployed, the airbag on the opposite side will catch the occupant, effectively preventing a third collision with a door or the like.

〔Effect of the invention〕

According to the collision energy absorption device for the side collision of the vehicle body according to the present invention, as described in detail in the above [Operation] section, by providing a pair of sensors and a deployment timing changing means, the collision energy absorption device for the side collision side can change the deployment timing of the opposite side airbag depending on the presence or absence of an occupant on the opposite side, so it inflates and deploys the opposite side airbag at the appropriate deployment timing, and the airbag on the opposite side is fully deployed. This can effectively prevent a third collision with a door or the like by stopping the occupant, further improving safety in the event of a side collision.

〔Example〕

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

This embodiment is a case in which the present invention is applied to an automobile airbag device for further improving safety for front seat occupants in the event of a side collision.

As shown in FIGS. 1 to 3, the airbag device includes a pair of left and right side-impact airbag units (hereinafter referred to as side-impact units) installed in the armrests 3 of the left and right doors 2 of an automobile. 4, a pair of seat sensors 7A and 7B installed in the substantially central portions of the seat cushions 6 of the left and right front seats 5, and a pair of first impact detection sensors 9A installed in the left and right doors 2, respectively.・9B and left and right side sills 10
A pair of second impact detection sensors IIA and I installed inside each
IB and impact detection sensor 9A, 9B, II in case of side collision
Receiving the output from A/IIB, the left and right side impact units 4
The control unit 14 (see FIG. 7) inflates and deploys the airbag 13 of the side collision unit 4 by energizing the firing bags f12 (see FIG. 5) at predetermined timings.

The side collision unit 4 will be described. The side collision unit 4 is provided in each of the left and right doors 2, but since they have a symmetrical configuration, the right side (driver's seat side) unit will be described.

As shown in FIGS. 4 to 6, an armrest 3 is formed in a protruding manner approximately in the middle of the door trim 20 of the right door 2, and the outer end surface of the armrest 3 is connected to the door inner panel 2.
1, approximately rectangular openings 23 and 24 are formed in the upper plate of the casing 22 and the earthen wall of the armrest 3, and the lower part of the casing 22 contains a gas generating agent and an additive. A gas generator 25 that instantaneously generates gas by reaction with carbonaceous agent is housed, and the gas generator 25
Inside is an ignition device 12 that generates heat when energized and causes a reaction between the gas generating agent and the carbon enhancer.A bag-shaped air bag 13 is housed in a folded state above the gas generator 25. The outer circumference of the upper end of the airbag 13 is airtightly fixed to the inner edge of the upper plate, and a plurality of vent holes (paths shown) are formed near the base end of the airbag 13 for discharging gas inside the airbag 13. , the armrest 3 has an opening 24
A lid member 26 for closing the gas generator 25 is provided so as to be openable and closable via a pair of hinge members 27 and a plate spring 28, and when the ignition device 12 is energized, the gas generating agent and the carbon increasing agent react and the gas generator 25 is closed. A large amount of gas is instantaneously generated, and the airbag 13 is inflated and deployed between the occupant and the door 2. Incidentally, the reaction rate between the gas generating agent and the carbonizing agent, the capacity of the airbag 13, and the opening area of the vent hole are approximately 10 m after the ignition device 12 is activated.
Each of these values is set to a predetermined value so that the airbag 13 is fully deployed in 5ec.

The impact detection sensors 9A, 9B, IIA, and 11B are existing well-known acceleration-sensitive sensors, and as shown in FIGS. 3 and 5, the first impact detection sensors 9A and 9B are located inside the left and right doors 2. Both ends are fixed to approximately the center of the outer end surface of a reinforcing member 30 connected to the door outer panel 29 in the front-rear direction, and the second impact detection sensors IIA and IIB are fixed to approximately the center of the vertical wall of the left and right side sills 10 in the front-rear direction. The first impact detection sensors 9A and 9B are set to have relatively low sensitivity, and are turned on when the impact force at the time of a collision exceeds a predetermined value, and the second impact detection sensors 11A and 11B are The sensitivity is set relatively high and it turns ON even with a small impact force. In addition, the impact force at the time of a side collision is transmitted to the impact detection sensors 9A, 9B, IIA, and IIB via the door outer panel 29, etc.
Impact detection sensors 9A, 9B, and 11
A/IIB is activated approximately 10 msec after the side collision.

The seat sensors 7A and 7B are turned ON when the occupant is seated on the seat cushion 6.

Next, the control unit 14 will be explained.

As shown in Fig. 7, the ignition bags fl 2A and 12B of the side collision unit 4 on the driver's seat side and the passenger seat side are each 0N10F.
Two relay switches 31 are provided for F switching, and when the solenoid 32 of the relay switch 31 is energized and the switch 33 is closed, the closed switch 3
Heaters 34A and 12B of ignition devices 12A and 12B corresponding to 3.
34B is energized.

The seat sensor 7A in the driver's seat example is the OR gate 41 and the AN
It is connected to the D gates 42 and 43 as well as the NOTOR gate 41 and the AND gate 45, and the seat sensor 7B on the passenger seat side is connected to the OR gate 41 and the AND gate 4.
2.45, the NOTOR gate 41 is connected to the AND gate 43, and the AND gate 42 is connected to A
The AND gate 43 is connected to the AND gates 48 and 52, and the AND gate 45 is connected to the AND gates 47 and 50.
is connected to AND gates 49 and 51, and OR gate 41
are connected to AND gates 53 and 54, and the collision detection sensors 9A and IIA on the driver's seat side are connected to A through AND gate 55.
The collision detection sensors 9B and IIB on the passenger seat side are connected to the AND gate 54 via the AND gate 56, and the AND gate 53 is connected to the AND gate 47.
-49, respectively, and AND gate 54 is connected to AND gates 50-52, respectively.

The AND gate 47 is connected to the drive circuit 5 via the OR gate 57.
8 and is connected to the drive circuit 59 via the first delay circuit 35, so that in the event of a side collision to the driver's seat with the driver and parassenger on board, the driver's seat side is connected to the drive circuit 59 immediately after the side collision. ignition device 212A is activated,
Immediately before the driver contacts the door 2, the airbag 13 on the driver's seat fully deploys, and after the delay time T1 has elapsed, the ignition device 12B on the passenger's seat is activated, and the airbag 13 on the passenger's seat is activated immediately before the parasenger contacts the door 2. side airbag 13
is fully expanded. In other words, in the case of the above-mentioned side collision, the parasenger first moves toward the collision side due to the impact of the collision, but when the impact of the side collision is large, the parasenger is stopped by the airbag 13 in the driver's seat example, and then moves to the opposite side. The airbag 13 on the opposite side moves to the opposite side of the collision side and fully deploys.
Uke is stopped.

The AND gate 48 is connected to the drive circuit 5 via the OR gate 57.
8 and is connected to the drive circuit 59 via the second delay circuit 37, so that in the event of a side collision to the driver's seat with only the driver on board, the driver's seat fires immediately after the side collision. Immediately before the driver contacts the door 2 with the activation of the system 212A, the airbag 13 on the driver's side fully deploys, and the ignition device 1 is activated after the delay time T2 has elapsed.
2B is activated, and immediately before the driver contacts the door 2, the passenger side airbag 13 is fully deployed.

In other words, in the case of a side collision, the driver is first stopped by the airbag 13 on the driver's seat, but when the impact of the collision is large, the driver moves to the opposite side and is fully deployed on the passenger side airbag 13. Uke can be stopped.

The AND gate 49 is connected to the OR gate 57 via the third delay circuit 39, and in the event of a side collision to the driver's seat with only a passenger on board, the ignition device 12A is activated after the delay time T3 has elapsed. , the airbag 13 on the driver's seat side fully deploys just before the parasenger makes contact with the door 2. That is, at the time of the above-mentioned side collision, the parasenger moves toward the driver's seat side due to the impact of the collision, and is stopped by the fully deployed airbag 13 on the driver's seat side.

The AND gate 50 is connected to the drive circuit 5 via the OR gate 6o.
9 and is also connected to the drive circuit 58 via the first delay circuit 36, and in the event of a side collision to the passenger seat with a driver and parasenger on board,
Contrary to the side collision on the driver's side mentioned above, the ignition device f12B on the passenger's side is activated immediately after the side collision, and the airbag 1 on the passenger's side is activated immediately before the parasenger makes contact with the door 2.
3 is fully deployed, the ignition device 12A on the driver's side is activated after the delay time T1 has elapsed, and the driver fires the door 2.
The airbag 13 on the driver's side fully deploys just before the vehicle makes contact with the vehicle.

AND gate 51 connects drive circuit 5 via OR gate 60.
9 and is connected to the drive circuit 58 via the second delay circuit 38, so that in the event of a side collision to the passenger seat with only a parasenger on board, the side collision to the driver's seat side will occur. On the contrary, the ignition device 12B on the passenger side is activated immediately after the side collision, the airbag 13 on the passenger side is fully deployed just before the parasenger contacts the door 2, and the ignition device 12B is ignited after the delay time T2 has elapsed. Device 12A
is activated, and immediately before the parasenger contacts the door 2, the airbag 13 in the driver's seat example fully deploys.

The AND gate 52 is connected to the OR gate 60 via the third delay circuit 40, so that when there is a side collision on the passenger seat with only the driver on board, the signal is reversed from the side collision on the driver's seat. Then, after the delay time T3 has elapsed, the ignition device 12B on the passenger side is activated, and the airbag 13 on the passenger side is fully deployed just before the driver contacts the door 2.

Note that in the event of a side collision with no occupant on board, the left and right airbags 13 will not deploy.

To explain the delay time for setting the energization timing to the heaters 34A and 34B according to the riding situation of the occupants, the delay time T1 corresponds to the case where both the occupants on the side collision side and the occupants on the opposite side are riding in the vehicle. The delay time required for the occupant to move to the vicinity of door 2 on the opposite side from the side collision side (for example, T1 = 150
mseC), and the delay time T2 is a delay time corresponding to the case where only the occupant on the side collision side is on board, and is necessary for the occupant to move to the vicinity of the door on the opposite side from the side collision side. (e.g. T2=90ms e
c), and the delay time T3 is a delay time corresponding to the case where only the occupants on the side opposite to the side collision side are in the vehicle, and the delay time T3 is a delay time corresponding to the case where only the occupants on the side opposite to the side collision side are in the vehicle. Required time (e.g. T3=50ms e c)
is set to .

Here, in order to set the delay times T1 and T2, the eighth
The calculations performed based on FIG. 9 will be briefly explained. However, FIGS. 8 and 9 show the state at the moment when the occupant collides with the door 2A on the side collision side.

In Fig. 8, when the door of the driver's seat is involved in a side collision with two people,
Time t until the driver and parasenger come into contact
1 = L1/(Vl + V2), and assuming that the velocities of the above two after the collision are vl and v2 (however, the anti-collision direction is positive), and the weights of both are equal, then from the law of conservation of momentum,
Vl-V2=vl+v2, and if the coefficient of repulsion of both is α, then α=-(v2-vl)/(-V2-Vl).

From both equations above, v2=[VH1+α) −V2(1−α
)]/2, and the parasenger is on the anti-collision side door 2B.
The time T1 until contact is T I =tl+(L3 +V2Xtl) /v2=
[Ll(1+α)+2L3]/[Vl(1+cr)
-V2 (1-α) In Fig. 9, when there is no parasenger in the passenger seat, a side collision with door 2A in the driver's seat example causes the driver to be blown to door 2B on the anti-collision side. The time T2 until contact is T2
=L/Vl.

Here, Vl=V2=10m/sec, L1=14
111In], L3-230 mm, L=783 m
m, coefficient of repulsion between occupants α-0.2, TI=1
53.8m5ec, T2=78.3m5ec.

Next, the operation of the above airbag device will be explained.

When there are occupants on the side collision side and on the opposite side, the airbag 13 on the collision side is immediately activated (approximately 20m5 after the collision).
ec), the fully deployed airbag 13 prevents the occupant on the collision side from receiving damage, prevents a secondary collision between the occupant on the collision side and the door 2, and waits for the delay time T to elapse.
1 later, the airbag 13 on the side opposite to the collision side deploys, and the occupant on the collision side is blown to the opposite side by the impact from the door on the collision side, and then moves to the opposite side together with the occupant on the opposite side. A tertiary collision between the occupant and the door 2 is effectively prevented by the fully deployed airbag 13 on the opposite side.

When only the occupant on the side collision side is on board, the airbag 13 on the collision side will be fully deployed immediately (approximately 20m5ec after the collision), the fully deployed airbag 13 will prevent the occupant from receiving the collision, and the collision side airbag 13 will be fully deployed. A secondary collision between the occupant and the door 2 is prevented, and the airbag 13 on the opposite side is deployed after the delay time T2 has elapsed, and the occupant is blown to the opposite side by the impact from the door 2 entering the vehicle interior. Also, a tertiary collision between the occupant and the door 2 is effectively prevented by the fully deployed airbag 13 on the opposite side.

When an occupant is riding only on the side opposite to the side collision side, the airbag 13 on the opposite side deploys after the delay time T3 has elapsed, and even if the occupant is blown to the opposite side by the impact from the door 2 on the collision side. A secondary collision between the occupant and the door 2 is effectively prevented by the fully deployed airbag 13 on the collision side.

As described above, depending on the riding situation of the occupant, the airbag 13
Since the deployment timing of the airbag 13 is changed, the airbag 13 can be fully deployed just before the occupant makes contact, and the fully deployed airbag 13 can stop the occupant and prevent a secondary or tertiary collision between the occupant and the door. can be effectively prevented.

In the above embodiment, an example was explained in which the collision unit 4 was incorporated into the armrest 3 of the door 2, but the collision unit 4 was incorporated into the door side portion of the seat cushion and the door side portion of the seat back. It may be incorporated throughout.

Note that the control unit 14 is merely an example, and a configuration incorporating a microcomputer or a programmable controller may also be adopted.

In this embodiment, an airbag unit 4 of a type that generates gas by reacting a gas generating agent and a carbonizing agent is used, but an airbag unit 4 of a type that generates gas by another method may also be used. The same applies to vehicles.

In addition, it is also possible to incorporate side collision units similar to the above into the doors on both sides of the rear seat, and to incorporate the first collision detection sensor and the second collision detection sensor into these doors and side sills.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is a partial perspective view of a passenger compartment of an automobile, FIG. 2 is a partially cutaway plan view of the automobile, FIG. 3 is a longitudinal sectional view of the automobile, and FIG. The figure is an exploded perspective view of the door, Figure 5 is a vertical cross-sectional view of the door, Figure 6 is a cross-sectional view of the main parts of the door, Figure 7 is a circuit diagram of the control unit, and Figure 8 is a side view with two passengers on board. An explanatory diagram of the behavior during a collision, Figure 9 is 1
FIG. 3 is an explanatory diagram of behavior during a side collision in a name vehicle. 2. Door, 4. Side impact airbag unit, 5
・・Front seat, 7A・7B・・Seat sensor, 9A・9B・・1st impact detection sensor, 11A・1
1B...Second impact detection sensor, 13...Airbag, 14...Control unit, 35.36.
- 1st delay circuit, 37, 38... 2nd delay circuit. Figure 1 / Figure 2 13: Air No. 1 Ha Figure 4 Figure

Claims (1)

[Claims] (1) A pair of left and right side impact airbag units each equipped with an airbag that inflates and deploys between the inside wall of the vehicle body and an occupant in the event of a side collision, a pair of sensors for detecting the presence or absence of occupants on the left and right sides, and the above-mentioned When an occupant is detected in the seat on the side collision side based on the output from the sensor, the deployment timing of the airbag on the side opposite to the side collision side is changed depending on the presence or absence of an occupant on the side opposite to the side collision side. 1. A device for absorbing collision energy on a side of a vehicle body, comprising timing changing means.