JPWO2013099481A1 - Curtain airbag - Google Patents

Abstract

An object of the present invention is to provide a curtain airbag capable of improving the out-of-vehicle release prevention performance in a non-chamber portion. A curtain airbag 100 according to the present invention is a curtain airbag that is housed above a side surface in a vehicle compartment and that is inflated and deployed along the side surface. A chamber portion whose upper edge is partially curved upward and a non-chamber portion 140 that does not expand and is provided in a gap portion 146 formed by the curvature of the chamber portion. The linear dimension La in the longitudinal direction of the curtain airbag at the lower end edge 142B of the gap part after forming the chamber part is smaller than the linear dimension Lb of the lower end edge of the gap part before forming the non-chamber part. [Selection] Figure 3

Description

  The present invention relates to a curtain airbag that inflates and deploys along a side surface in a vehicle compartment for the purpose of protecting an occupant during a vehicle side collision or rollover (rollover).

  In recent years, high safety is required for vehicles. This tendency is common in all countries of the world, and at present, airbags are almost standard equipment as vehicle safety devices in all over the world. Further, in business operators related to vehicle development, further improvement of safety is listed as an important development theme, and new airbags are being developed every day accordingly.

  Vehicle safety assessment standards vary from country to country, and each company is developing products to meet multi-country assessment standards. For example, in the United States, which has the largest number of automobiles in the world, FMTSS (Federal Automobile Safety Standards) has been established by NHTSA (National Highway Traffic Safety Administration). Currently, NHTSA's notification of the formulation of FMVSS rules (NPRM: Notice of Proposed Rule Making: Docket Number; NHTSA-2009-0183) states that “relaxation will be mitigated in the event of a side impact or rollover. A requirement has been proposed that the system reduces the likelihood of occupant emissions through the side windows. This requirement can be achieved by providing a curtain airbag as an off-vehicle emission reduction countermeasure device that forms an emission reduction system. The rule formulation notice (NPRM: Docket No. NHTSA-2009-0183) shown in the present specification is based on the officially established FMVSS226.

  The curtain airbag is an airbag that is installed above the door and protects the occupant by inflating and deploying along the side window of the vehicle when an impact occurs. A normal curtain airbag has a longer duration of pressure when inflated and deployed than a front airbag or the like. This is because when a rollover occurs following a side collision, the time during which an impact can occur is long. Thus, the curtain airbag maintains the inflated state until the rollover, thereby restraining the occupant and preventing release from the vehicle.

  When an occupant collides with the inflated curtain airbag, the curtain airbag is deformed so as to bend outwardly from the vehicle. In order for the curtain airbag to enhance the effect of preventing the occupant from releasing outside the vehicle, it is desirable to suppress such deformation at the time of contact with the occupant and to keep the shape as much as possible before the occupant collides.

  The protective bag (curtain airbag) described in Patent Literature 1 includes an outer skin base cloth that covers the outer surface of the vehicle inner side or the vehicle outer side. This outer skin base fabric is provided to protect the occupant in the recessed portion of the curtain airbag (the portion that does not inflate because the base fabric on the front and back sides is joined). In Patent Document 1, by attaching an outer skin base fabric, the base fabric is multiplexed to increase rigidity, and deformation at the time of contact with an occupant can be suppressed.

JP 2003-72500 A

  When the chamber part which is an expansion | swelling area | region of a curtain airbag expand | swells to the vehicle inner side and the vehicle outer side using gas, bending will generate | occur | produce in the vehicle front-back direction in the non-chamber part which is a non-expansion area | region. I found out. For example, the non-chamber portion is assumed not to be a first-impact protected area but a non-expanded region where the FMVSS 226 needs to be protected.

  The first impact is a first stage impact in which a side collision occurs in the vehicle and the occupant collides with the side of the passenger compartment. When the vehicle rolls over as the next stage of the first impact, the occupant may be discharged out of the vehicle through the broken glass window. In other words, in the non-chamber portion, it is necessary to ensure the vehicle outside release prevention performance at the next stage of the first impact.

  However, in the non-chamber part in which the bending has occurred, the tension is lost, and there is a possibility that sufficient anti-release performance cannot be ensured. The technique described in Patent Document 1 suppresses deformation in the non-chamber portion by the outer base cloth, which is a large cloth material that covers not only the non-chamber portion but also the chamber portion. No countermeasures are taken for the bending that occurs in the non-chamber portion.

  For this reason, even if the non-chamber portion is covered with the outer skin base cloth, the point that the tension of the non-chamber portion is damaged by the bending of the non-chamber portion that occurs during expansion and deployment has not been solved.

  In view of such a problem, an object of the present invention is to provide a curtain airbag capable of improving the out-of-vehicle release prevention performance in a non-chamber portion.

  In order to solve the above-described problems, a typical configuration of a curtain airbag according to the present invention is a curtain airbag that is housed above a side surface in a vehicle compartment and inflates and deploys along the side surface, and uses gas. And the non-chamber part that does not inflate formed at a part of the lower end edge of the chamber part, and before the curtain airbag is inflated and deployed, the linear dimension of the curtain airbag in the longitudinal direction is: Since the non-chamber portion is provided, it is smaller than before the non-chamber portion is provided. In addition, in this application, when it only describes as "a linear dimension", it shall show "the linear dimension of the longitudinal direction of the curtain airbag before expansion | deployment deployment."

  Here, when the chamber portion is inflated toward the vehicle inner side and the vehicle outer side, the curtain airbag bends in the vehicle front-rear direction and exhibits a behavior that the size of the lower end edge is reduced. For this reason, according to the said structure, a non-chamber part is provided in anticipation that a lower end edge will bend in the vehicle front-back direction with expansion | swelling of a chamber part. That is, before the curtain airbag is inflated and deployed, the linear dimension is smaller by providing the non-chamber portion than before providing the non-chamber portion. As a result, the bending of the lower end edge accompanying the expansion of the chamber part can be offset by the lower end edge of the non-chamber part. Therefore, even when the chamber portion is expanded, the lower end edge of the non-chamber portion is not bent and the tension is not impaired. Accordingly, it is possible to improve the performance of preventing release outside the vehicle in the non-chamber portion.

  The chamber portion has a lower end edge partially curved upward, and the non-chamber portion is provided in the gap portion formed by the curve of the chamber portion, and the lower end of the gap portion after the non-chamber portion is formed. The linear dimension of the edge may be smaller than the linear dimension before forming the non-chamber portion.

  In the above configuration, it is expected that the lower end edge of the gap portion bends in the vehicle longitudinal direction as the chamber portion expands, and the linear dimension of the lower end edge of the non-chamber portion is set to the lower end edge of the gap portion before the non-chamber portion is formed. The size is set in advance smaller than the dimension. Then, by providing the non-chamber portion having a lower end edge smaller than the size of the lower end edge of the void portion in the void portion, the bending of the lower end edge of the void portion accompanying the expansion of the chamber portion can be offset by the lower end edge of the non-chamber portion. . Therefore, even when the chamber portion is expanded, the lower end edge of the non-chamber portion is not bent and the tension is not impaired.

  The gap is preferably provided in a portion other than both ends in the longitudinal direction of the curtain airbag. Thereby, the chamber part which expand | swells using gas is located in the both sides of a space | gap part. Therefore, the bending of the lower end edge of the gap portion due to the expansion of the chamber portion located on both sides of the gap portion can be more absorbed by the non-chamber portion provided in the gap portion.

  The non-chamber portion may be formed of a base fabric that is separate from the chamber portion, and may be joined to the gap portion. Thereby, when a separate base fabric is joined to the gap, a non-chamber portion having a lower end edge smaller than the dimension of the lower end edge of the gap is formed. Therefore, even if the chamber portion expands, the lower end edge of the non-chamber portion does not bend and the tension is not impaired. Further, since the non-chamber portion is a separate base fabric from the chamber portion, the area of the fabric necessary for forming the chamber portion can be reduced. For this reason, more chamber parts can be formed from one piece of cloth, and the yield can be improved.

  The non-chamber portion may be formed of a base cloth integral with the chamber portion, and at least a part of the lower end edge of the non-chamber portion may be partially overlapped and joined. Thereby, the linear dimension of the lower end edge of a non-chamber part can be made smaller than the linear dimension before joining by the simple structure of overlapping and joining an integral base fabric partially. For this reason, even if a chamber part expand | swells, the lower end edge of a non-chamber part does not bend, and tension | tensile_strength is not impaired.

  The non-chamber portion may be formed of a base cloth integral with the chamber portion, and the non-chamber portion may have a slit that traverses the lower end edge thereof, and the edges of the slit are overlapped and joined. Thereby, the linear dimension of the lower end edge of a non-chamber part can be made smaller than the linear dimension before joining by the simple structure which forms a slit in an integral base fabric, and overlaps and joins the edges of a slit. For this reason, similarly to the above, even if the chamber portion expands, the lower end edge of the non-chamber portion does not bend, and the tension is not impaired.

  The joining may be performed by sewing. The joining is not limited to sewing, but other means such as adhesion and welding can be used.

  ADVANTAGE OF THE INVENTION According to this invention, the curtain airbag which can improve the discharge prevention performance outside a vehicle in a non-chamber part can be provided.

It is the schematic which illustrates the curtain airbag in embodiment of this invention. It is a figure which illustrates the cushion part of the curtain airbag of FIG. It is a figure which illustrates the process of forming the non-chamber part of the cushion part of FIG. It is a schematic diagram explaining the dimensional relationship at the time of forming the non-chamber part of FIG. It is a figure which illustrates the process of forming two or more cushion parts of FIG. It is a figure which illustrates the cushion part of the curtain airbag of a comparative example. It is a figure which illustrates the process of forming other non-chamber parts. It is a figure which illustrates the cushion part of the curtain airbag containing the non-chamber part of Fig.7 (a).

DESCRIPTION OF SYMBOLS 100, 200A ... Curtain airbag, 102 ... Vehicle, 104 ... Inflator, 106 ... Roof side rail, 108 ... Front seat, 110 ... Rear seat, 114, 116 ... Side window, 120 ... Front pillar, 122 ... Center pillar, 124: Rear pillar, 130, 230A ... Cushion part, 130a, 130b ... Seam part, 132 ... Duct part, 134a, 134b, 134c ... Chamber part, 136 ... Tab, 140, 140A, 240A, 240B ... Non-chamber part, 142, 142A, 142a, 142B, 242, 242A ... lower end edge, 144, 144a ... application cloth, 146, 146a ... gap, 148, 148a ... edge

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

  FIG. 1 is a schematic view illustrating a curtain airbag 100 according to an embodiment of the present invention. In the figure, the curtain airbag 100 is illustrated as not being deployed. Although the curtain airbag 100 is for the right side of the vehicle 102, the curtain airbag for the left side, not shown, has a similar symmetrical structure.

  The curtain airbag 100 includes an inflator 104 that is a gas generator, and a cushion portion 130 (see FIG. 2) is inflated and deployed by a gas pressure supplied from the inflator 104 to restrain an occupant.

  The curtain airbag 100 is housed by being attached to a roof side rail 106 indicated by an imaginary line above the side surface in the vehicle compartment in a wound state (or a folded state) as illustrated. The curtain airbag 100 is formed into a bag shape, for example, by sewing a base fabric constituting the surface of the curtain airbag 100 on the front and back sides or by spinning using OPW (One-Piece Woven).

  The vehicle 102 is a two-row seat vehicle in which a front seat 108 and a rear seat 110 are arranged from the front of the vehicle. Side windows 114 and 116 are installed on the side of the vehicle 102 from the front of the vehicle. Pillars (columns) that support a roof (ceiling) are provided in the vehicle front-rear direction of each side window. These pillars are called a front pillar 120, a center pillar 122, and a rear pillar 124 from the front of the vehicle 102.

  FIG. 2 is a view illustrating a cushion portion 130 of the curtain airbag 100 of FIG. In the figure, the cushion portion 130 of the curtain airbag 100 is inflated and deployed.

  When a side collision or rollover (rollover) occurs in the vehicle 102, the cushion portion 130 uses the gas supplied from the inflator 104 so as to follow the side window 114, which is the side portion of the passenger compartment. Expands and deploys downward.

  The cushion part 130 is divided into, for example, a duct part 132 serving as a gas flow path and a plurality of chamber parts 134a to 134c that are assumed to be in contact with an occupant by seam parts 130a and 130b. A tab 136 is provided at the upper end of the cushion portion 130. Furthermore, the cushion part 130 is provided with the non-chamber part 140 located between the chamber part 134b and the chamber part 134c.

  The seam portions 130a and 130b are regions that do not expand, and are formed, for example, by joining base fabrics on the front and back of the cushion portion 130. The duct portion 132 extends in the vehicle front-rear direction on the upper end side of the cushion portion 130. The tab 136 is a band-shaped member used when the cushion part 130 is attached to the vehicle 102.

  The chamber portions 134a to 134c are expansion regions that are assumed to receive a first-stage impact (first impact) in which a side collision occurs in the vehicle 102 and the occupant collides with the side of the passenger compartment. For this reason, the chamber parts 134a-134c are arrange | positioned in the contact position with the passenger | crew assumed from the structure of the side part and seat of the vehicle 102. FIG. Moreover, the chamber parts 134a-134c expand | swell to the vehicle inner side and the vehicle outer side using gas.

  The non-chamber portion 140 is a non-expanding region, and is formed on the assumption that a rollover occurs in the vehicle 102 and the occupant is discharged from the broken glass window as the next stage of the first impact. ing. For this reason, in the non-chamber part 140, it is necessary to ensure the vehicle outside emission prevention performance in the next stage of the first impact.

  Hereinafter, the non-chamber portion 140 will be described with reference to FIGS. 2 and 3. FIG. 3 is a diagram illustrating a process of forming the non-chamber portion 140 of the cushion portion 130 of FIG. In addition, the cushion part 130 shown in FIG. 3 has shown the state before expansion | deployment expansion | deployment.

  As shown in FIG. 3, the non-chamber portion 140 has a lower end edge 142 </ b> A that is a linear dimension La in the longitudinal direction of the cushion portion 130, and is a base cloth (patching cloth) separate from the chamber portions 134 a to 134 c. 144. And the application | coating cloth 144 is provided by joining (for example, sewing) to the space | gap part 146 formed in the cushion part 130 as shown by the arrow A. FIG. Here, the joining is most preferably sewing, but is not limited to this, and other means such as adhesion and welding may be used. FIG. 2 shows a state in which the non-chamber portion 140 is provided in the gap portion 146. Hereinafter, when simply described as a linear dimension, the linear dimension in the longitudinal direction of the cushion portion 130 or the curtain airbag 100 is intended.

  As shown in FIG. 3, the gap portion 146 is formed at portions other than both end portions in the longitudinal direction of the cushion portion 130, and the chamber portion 134 b and the chamber portion 134 c that are inflated regions are located on both sides. The gap portion 146 is a region formed by a part of the substantially linear lower end edge of the chamber portion 134b and the chamber portion 134c being bent upward in the middle, and the edge portion 148 has the edge portion 148 as described above. The application cloth 144 is sewn.

  Further, the gap portion 146 has a lower end edge 142B that is a linear dimension Lb in the longitudinal direction of the cushion portion 130 in a state before the application cloth 144 is sewn (before the non-chamber portion 140 is formed). Here, the linear dimension La of the lower end edge 142A of the non-chamber part 140 is smaller than the linear dimension Lb of the lower end edge 142B of the gap part 146 (La <Lb).

  For this reason, in the cushion part 130, the linear dimension of the lower end edge 142B of the gap part 146 in a state after the non-chamber part 140 is provided in the gap part 146 (after the formation of the non-chamber part 140) as shown in FIG. Decreases from the linear dimension Lb shown in FIG. 3 to the linear dimension La shown in FIG. That is, when the non-chamber portion 140 is provided in the gap portion 146, the lower end edge 142B of the gap portion 146 coincides with the lower end edge 142A of the non-chamber portion 140 as shown in FIG. In other words, by providing the non-chamber portion 140 in the gap portion 146, the lower end edge 142B of the gap portion 146 is drawn toward the lower end edge 142A of the non-chamber portion 140 so that the linear dimension becomes small.

  FIG. 4 is a schematic diagram for explaining a dimensional relationship when the non-chamber portion 140 of FIG. 3 is formed. FIG. 4A schematically shows the non-chamber portion 140. FIG. 4B is a diagram schematically showing another non-chamber portion 140A. The gap portion 146 has a substantially trapezoidal shape as schematically shown in FIG. Here, the dimension of the upper side is “a”, and the dimension of the lower side (the lower edge of the gap 146) is “b”. On the other hand, the application cloth 144 forming the non-chamber portion 140 has a substantially rectangular shape as schematically shown in FIG. Here, the dimension of the upper side is “a ′”, and the dimension of the lower end edge 142 of the non-chamber portion 140 shown for convenience is “b ′”.

  By the way, when the chamber portions 134a to 134c expand toward the vehicle inner side and the vehicle outer side, the cushion portion 130 has the gap portion 146 bent in the vehicle front-rear direction, that is, the dimension of the lower edge, that is, the dimension of the lower side of the trapezoid shown in FIG. Behaves to become smaller. Therefore, in the cushion part 130, the dimension “b ′” of the lower end edge 142 of the non-chamber part 140 is set smaller than the dimension “b” of the lower side of the gap part 146 (b> b ′).

  That is, in the cushion part 130, the lower side edge 142 of the covering cloth 144 that forms the non-chamber part 140 is anticipated that the lower side of the gap part 146 is bent in the vehicle front-rear direction as the chamber parts 134 a to 134 c expand. The dimension is set in advance smaller than the dimension of the lower side of the gap 146.

  Referring to FIG. 3, in the cushion part 130, the linear dimension La of the lower end edge 142 </ b> A of the non-chamber part 140 is smaller than the linear dimension Lb of the lower end edge 142 </ b> B of the gap part 146 before the non-chamber part 140 is formed. Is set. Then, after the formation of the non-chamber portion 140, the linear dimension of the lower end edge 142B of the gap portion 146 decreases in accordance with the linear dimension La of the lower end edge 142A of the non-chamber portion 140, as shown in FIG. This means that before the curtain airbag 100 is inflated and deployed, the linear dimension of the lower end edge 142B of the gap 146 after the non-chamber part 140 is formed is smaller than the linear dimension before the non-chamber part 140 is formed.

  A description will be given with reference to FIG. 4 again. As an example, even if the lower side of the gap portion 146 is bent in the vehicle front-rear direction by a predetermined amount (for example, about 10 cm), the dimension of the lower end edge 142 of the non-chamber portion 140 is made larger than the dimension of the lower side of the gap portion 146. What is necessary is just to preset to a dimension small to 10 cm or more. In other words, the dimension of the lower end edge 142 of the non-chamber part 140 may be set in advance to be equal to or smaller than the dimension of the lower side of the gap part 146 after bending in the vehicle front-rear direction.

  In the cushion portion 130, the non-chamber portion 140 having a lower end edge 142 smaller than the size of the lower side of the gap portion 146 is provided in the gap portion 146. For this reason, in the cushion part 130, the lower end edge 142 of the non-chamber part 140 can cancel the bending of the lower side of the gap part 146 accompanying the expansion of the chamber parts 134a to 134c. As a result, even if the chamber portions 134a to 134c expand, the lower end edge 142 of the non-chamber portion 140 does not bend.

  In other words, as shown in FIG. 2, when the non-chamber portion 140 is provided in the gap portion 146, the cushion portion 130 changes the linear dimension of the lower end edge 142B of the gap portion 146 from the linear dimension Lb (see FIG. 3) to the linear dimension La. It is getting smaller. For this reason, even if the cushion part 130 is in an inflated and deployed state, the lower end edge 142A of the non-chamber part 140 does not bend. In particular, in the cushion portion 130, the chamber portions 134 b and 134 c are located on both sides of the gap portion 140, so that the lower end edge 142 </ b> B of the gap portion 142 due to the expansion of the chamber portions 134 b and 134 c is provided in the gap portion 146. The non-chamber portion 140 can absorb more.

  Therefore, in the cushion part 130, the tension | tensile_strength of the non-chamber part 140 is not impaired at the time of expansion | deployment deployment, but the vehicle outside discharge | release prevention performance in the non-chamber part 140 can be improved. Note that the dimension “a ′” of the upper side of the non-chamber portion 140 shown in FIG. 4A may be substantially the same as the dimension “a” of the upper side of the gap 146 (a≈a ′). In this way, the upper side of the non-chamber portion 140 can be sewn to the edge portion 148 of the gap portion 146.

  In addition, the non-chamber portion 140 and the gap portion 146 may have an appropriate shape as long as the size relationship of the above dimensions, that is, “a≈a ′” and “b> b ′” is maintained. . For example, as shown in FIG. 4B, the application cloth 144a forming the non-chamber portion 140A may have an inverted trapezoidal shape. In this case, the shape of the gap 146a may be substantially rectangular so as to maintain the size relationship between the dimensions.

  Further, by sewing the contact cloth 144a on the edge portion 148a of the gap portion 146a, the non-chamber portion 140A that can improve the out-of-vehicle discharge prevention performance without damaging the tension at the time of expansion and deployment can be formed.

  FIG. 5 is a diagram illustrating a step of forming a plurality of cushion portions 130 of FIG. In the drawing, a case where base fabrics 152 </ b> A to 152 </ b> G located on the inner side of the cushion portion 130 are cut out from one base fabric 150 is illustrated. Note that the base fabrics 152A to 152G have the gaps 146, respectively.

  As shown in FIG. 5A, the base fabrics 152A to 152C have convex portions 154 into which the inflator 104 is inserted. Therefore, by arranging the base fabrics 152A to 152C in the same direction so that the convex portion 154 is located in the gap portion 146, it is possible to cut out the three base fabrics 152A to 152C from one base fabric 150. Become.

  The base fabrics 152D to 152G do not have the convex portion 154 as shown in FIG. In this case, the base cloth 152D and the base cloth 152E are arranged in alternate directions so that the chamber part 156 enters the gap part 146, as shown in FIG. The base fabric 152F and the base fabric 152G are also arranged in alternate directions as described above. By arranging in this way, four base cloths 152D to 152G can be cut out from one base cloth 150.

  Therefore, since the cushion part 130 has the space | gap part 146, the area required in order to form the cushion part 130 becomes small by that much. And as shown to Fig.5 (a) and FIG.5 (b), several base fabric 150A-150G is cut out from one base fabric 150 by devising arrangement | positioning using the space | gap part 146. FIG. Can improve the yield.

  FIG. 6 is a diagram illustrating the cushion portion 230 of the curtain airbag 200 of the comparative example. FIG. 6A is a diagram illustrating a state before the cushion portion 230 is inflated. FIG. 6B is a diagram illustrating a state after the cushion portion 230 is inflated. In addition, in the figure, the same code | symbol is attached | subjected to the member same as the member shown in the curtain airbag 100 of the said embodiment, and description is abbreviate | omitted suitably.

  The cushion portion 230 has a configuration in which the non-chamber portion 240 is formed by a base fabric 244 that is integral with the chamber portions 134a to 134c, instead of the patch 144 that is a separate base fabric. Different from the cushion part 130.

  In the non-chamber part 240, as shown to Fig.6 (a), the lower end edge 242 is not bent in the state before the chamber parts 134a-134c expand | swell. However, in the cushion part 230, as shown in FIG.6 (b), the lower end edge 242 of the non-chamber part 240 will bend in the state after the chamber parts 134a-134c expanded.

  This is because the cushion portion 230 does not consider that the non-chamber portion 240 bends in the vehicle front-rear direction when the chamber portions 134a to 134c expand toward the vehicle inner side and the vehicle outer side. As a result, in the cushion part 230, the tension of the non-chamber part 240 is impaired at the time of inflating and deploying, and it is not possible to sufficiently secure the outside release prevention performance in the non-chamber part 240.

  Hereinafter, with reference to FIG. 7, the process for preventing the lower end edge 242 of the curtain airbag 200 as a comparative example from being bent will be described. FIG. 7 is a diagram illustrating a process of forming other non-chamber portions 240A and 240B. In the drawing, a non-chamber portion 240 as a comparative example and non-chamber portions 240A and 240B as embodiments are schematically shown.

  As shown in FIG. 7A, the non-chamber portion 240 </ b> A may be formed by partially overlapping and joining (for example, sewing) the base fabric 244 integral with the chamber portions 134 a to 134 c. That is, first, the line 246a shown in the base fabric 244 of the non-chamber portion 240 is picked up and mountain-folded, and further, the line 246b is valley-folded. Subsequently, the base fabric 244 may be partially overlapped and sewed as shown by a sewing line 248 in this state. In this way, the non-chamber portion 240A is formed by at least a part of the lower end edge 242 being partially overlapped and sewn.

  The non-chamber portion 240B has a slit 250 as shown in FIG. The slit 250 is formed so as to cross the lower end edge 242 of the base fabric 244 of the non-chamber portion 240. The non-chamber portion 240B is joined in a state where the edges 252a and 252b of the slit 250 are overlapped with each other, and is formed by sewing as shown by a sewing line 254, for example. In this way, it is possible to form the non-chamber portions 240A and 240B in which the size of the lower end edge 242 in the vehicle front-rear direction is reduced.

  FIG. 8 is a view illustrating a cushion portion 230A of the curtain airbag 200A including the non-chamber portion 240A of FIG. FIG. 8 (a) shows FIG. 6 (a) again. FIG. 8B shows a curtain airbag 200A including a non-chamber portion 240A. Note that the curtain airbag including the non-chamber portion 240B of FIG. 7B has the same configuration as the curtain airbag 200A, and is not shown.

  In the curtain airbag 200 of the comparative example, as shown in FIG. 8A, the lower end edge 242 of the non-chamber portion 240 has a linear dimension Lc in the longitudinal direction of the curtain airbag 200.

  On the other hand, the curtain airbag 200A includes the non-chamber portion 240A as shown in FIG. The non-chamber portion 240A has a lower end edge 242A having a linear dimension Ld in the longitudinal direction of the curtain airbag 200A. Here, the lower end edge 242A of the non-chamber portion 240A is formed by sewing the base fabric 244 partially overlapped as shown in FIG. For this reason, the linear dimension of the lower end edge 242A of the non-chamber part 240A is smaller than the linear dimension of the lower end edge 242 of the non-chamber part 240 (that is, the linear dimension before sewing) (Ld <Lc).

  Further, the curtain airbag including the non-chamber portion 240B of FIG. 7B also has the linear dimension Ld of the lower end edge of the non-chamber portion 240B, similarly to the curtain airbag 200A. Here, the lower edge of the non-chamber portion 240B is formed by sewing in a state where the edges 252a and 252b of the slit 250 of the base fabric 244 are overlapped with each other, as shown in FIG. 7B. For this reason, the linear dimension of the lower end edge of non-chamber part 240B is smaller than the linear dimension before sewing similarly to non-chamber part 240A (Ld <Lc).

  That is, in the curtain airbag 200A, the dimension of the lower end edge 242A of the non-chamber portion 240A is set in advance in consideration of the fact that the non-chamber portion 240 of the comparative example bends in the vehicle longitudinal direction as the chamber portions 134a to 134c expand. It is set small. For this reason, the lower end edge 242A of the non-chamber portion 240A does not bend even if the chamber portions 134a to 134c expand, and the tension is not impaired. Therefore, in the curtain airbag 200A, even if the cushion portion 230A is inflated and deployed, the lower end edge 242A of the non-chamber portion 240A does not bend, so that it is possible to improve the outside release prevention performance. Even in the curtain airbag including the non-chamber portion 240B, the lower end edge of the non-chamber portion 240B does not bend, so that the vehicle outside emission prevention performance can be improved as in the curtain airbag 200A.

  As described above, in each of the above embodiments, the non-chamber portions 140, 240A, and 240B are provided in anticipation that the lower end edge bends in the vehicle front-rear direction as the chamber portions 134a to 134c expand. That is, before the curtain airbag is inflated and deployed, the linear dimension in the longitudinal direction of the curtain airbag is smaller by providing the non-chamber portions 140, 240A, and 240B than before providing the non-chamber portions 140, 240A, and 240B. ing. Therefore, the bending of the lower end edge due to the expansion of the chamber portions 134a to 134c can be offset by the lower end edges of the non-chamber portions 140, 240A, and 240B. As a result, even when the chamber portions 134a to 134c are expanded, the lower end edges of the non-chamber portions 140, 240A, and 240B are not bent, the tension is not impaired, and the vehicle outside emission prevention performance can be improved.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to the example which concerns. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Understood.

  Moreover, in the said embodiment, although the example which applied the curtain airbag 100 concerning this invention to the motor vehicle was demonstrated, it is also possible to apply to an aircraft, a ship, etc. besides a motor vehicle, and obtains the same effect. Can do.

  INDUSTRIAL APPLICABILITY The present invention can be used for a curtain airbag that inflates and deploys along a side surface in a vehicle compartment for the purpose of protecting an occupant during a vehicle side collision or rollover (rollover).

Claims (7)

A curtain airbag that is stored above a side surface in a vehicle compartment and inflates and deploys along the side surface,
A chamber portion that expands using gas;
A non-chamber part that does not expand and is formed on a part of the lower edge of the chamber part,
Before the curtain airbag is inflated and deployed, the longitudinal dimension of the curtain airbag in the longitudinal direction is smaller than that before the non-chamber portion is provided by providing the non-chamber portion. Airbag. The chamber portion has a part of the lower end edge curved upward in the middle,
The non-chamber portion is provided in a void portion formed by the curvature of the chamber portion,
The curtain airbag according to claim 1, wherein a linear dimension of a lower end edge of the gap portion after the non-chamber portion is formed is smaller than the linear dimension before the non-chamber portion is formed.   The curtain air bag according to claim 2, wherein the gap is provided in a portion other than both end portions in the longitudinal direction of the curtain airbag.   4. The curtain airbag according to claim 2, wherein the non-chamber portion is formed of a base fabric separate from the chamber portion, and is joined to the gap portion. The non-chamber portion is formed of a base fabric integral with the chamber portion,
The curtain airbag according to claim 1, wherein at least a part of a lower end edge of the non-chamber portion is partially overlapped and joined. The non-chamber portion is formed of a base fabric integral with the chamber portion,
The curtain airbag according to claim 1, wherein the non-chamber portion has a slit crossing a lower end edge thereof, and the edges of the slit are overlapped and joined to each other.   The curtain airbag according to claim 1, wherein the joining is performed by sewing.

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