US20100100285A1 - Vehicle occupant protection apparatus and startup method of same - Google Patents
Vehicle occupant protection apparatus and startup method of same Download PDFInfo
- Publication number
- US20100100285A1 US20100100285A1 US12/643,347 US64334709A US2010100285A1 US 20100100285 A1 US20100100285 A1 US 20100100285A1 US 64334709 A US64334709 A US 64334709A US 2010100285 A1 US2010100285 A1 US 2010100285A1
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- United States
- Prior art keywords
- occupant
- vehicle
- buffering
- startup
- airbag main
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/13—Roll-over protection
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/13—Roll-over protection
- B60R2021/132—Roll bars for convertible vehicles
- B60R2021/134—Roll bars for convertible vehicles movable from a retracted to a protection position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/13—Roll-over protection
- B60R2021/138—Roll-over protection using external airbags
Definitions
- the present invention relates to a vehicle occupant protection apparatus and to a startup method for operating an airbag or an occupant-protecting bar mechanism in a vehicle having an open roof, in cases in which an occupant must be protected when the vehicle is overturned or tilted.
- a conventional roll bar is capable of moving and is used to maintain a space between the occupant and the ground when the vehicle is overturned.
- the deployed buffering members airbag main bodies
- the deployed buffering members are deployed between the occupants and the ground to cushion the occupants, which has advantages in that the heads of the occupants can be more reliably protected.
- the axes at the lower right of the diagram are coordinate axes, indicating directions of linear or rotational movement.
- X is an axis indicating horizontal linear movement in the longitudinal direction
- Y is an axis orthogonal to the X axis
- Z is a vertical axis orthogonal to both the X and Y axes
- A is an axis indicating revolving movement about the X axis
- B is an axis indicating revolving movement about the Y axis
- C is an axis indicating revolving movement about the Z axis.
- the occupant protection apparatus 11 comprises the overlapping parts 106 , 108 , 112 , 114 , 116 to 118 , and 121 , the number of openings between the airbag main bodies can be reduced.
- the vehicle 212 is a convertible in which the roof can be opened and closed, and the buffer mechanism 215 is deployed below the roof when the roof is closed.
- the roof may be made of either a plastic or metal.
- FIG. 10 depicts the operating state according to the startup method (first embodiment) of the occupant protection apparatus of the present invention.
- the frame-supporting mechanism 214 B is assembled on the vehicle frame 222 in an assembly line after the buffer mechanism 215 B is integrally installed within the occupant rollover protection member 246 .
- the cross-sectional shapes of the stationary pillars 256 , 257 are arbitrary.
- ST 23 The occupant roll protection member startup control unit 218 B outputs a first startup signal K 1 .
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air Bags (AREA)
Abstract
An apparatus for protecting occupants when a vehicle having an openable and closeable roof overturns, which apparatus includes an occupant rollover protection member that supports a vehicle frame when the vehicle overturns, and first buffering members that buffer the occupants. A first buffering member control unit controls the deployment of the first buffering members on the basis of information from a vehicle state detection mechanism that detects the behavior of the vehicle.
Description
- The present invention relates to a vehicle occupant protection apparatus and to a startup method for operating an airbag or an occupant-protecting bar mechanism in a vehicle having an open roof, in cases in which an occupant must be protected when the vehicle is overturned or tilted.
- Occupant protection apparatuses are used in vehicles having open roofs to protect the occupants when the vehicle is overturned. For example, a roll bar (occupant-protecting bar mechanism) disclosed in the Specification of German Patent No. 19838989 is described herein.
- A conventional roll bar is capable of moving and is used to maintain a space between the occupant and the ground when the vehicle is overturned.
- However, in cases in which the occupant is either not wearing a seatbelt or is not wearing a seatbelt properly, it is possible that the occupant cannot be sufficiently restrained. This results in problems in which the protective capacity of the roll bar is reduced.
- Also, even if a space is maintained above the occupant by the roll bar, the occupant is jolted to the left or to the right when the vehicle is overturned as a result of a side impact or the like, and the restraining force of the seatbelt against one of the occupant's shoulders may not be sufficient. This results in problems in which the protective capacity of the roll bar is reduced.
- According to a first aspect of the present invention, there is provided an occupant protection apparatus for a vehicle in which at least part of a roof can be opened and closed is provided, the apparatus comprising an occupant rollover protection member that is disposed behind a front pillar for supporting the windshield and that supports a vehicle frame when a vehicle overturns, first buffering members that are disposed on the occupant rollover protection member and that provide buffering action for an occupant, and a first buffering member control unit that is disposed on the vehicle and that controls the deployment of the first buffering members on the basis of information from a vehicle state detection mechanism for detecting the behavior of the vehicle.
- Thus, in the first aspect of the present invention, the opening in the roof can be covered by disposing the first buffering members (second airbag main bodies) on the occupant rollover protection member and deploying the first buffering members forward from the rear of the passenger compartment. In other words, the first buffering members (second airbag main bodies) are deployed when the vehicle overturns while the roof is open, the advantages of which are that the occupants can be more reliably protected, debris can be prevented from entering the vehicle, and the capacity to protect the vehicle occupants can be improved.
- It is preferable that the occupant rollover protection member be capable of moving from a storage position to an area adjacent to the head of an occupant, and that this member comprise an occupant roll protection member startup control unit for controlling the movable occupant rollover protection member on the basis of information from the vehicle state detection mechanism. As a result, the rising of the occupant rollover protection member can be controlled, as can the deployment of the airbag main body disposed in the movable occupant rollover protection member. Therefore, the capacity to protect the vehicle occupants can be improved more than in an occupant rollover protection member that does not have an airbag main body.
- It is preferable that the occupant protection apparatus comprise an actuation detecting mechanism for detecting the operation of the movable occupant rollover protection member. This arrangement has advantages in that the buffering members (airbag main bodies) can be actuated after the occupant rollover protection member is completely raised from the storage position to an area adjacent to the head of the occupant (support position).
- It is preferable that the occupant protection apparatus comprise second buffering members that are disposed in an area adjacent to the windshield and that provide buffering action for occupants, and a second buffering member control unit for controlling the deployment of the second buffering members on the basis of information from the vehicle state detection mechanism. As a result, the opening in the roof can be covered by deploying the second buffering members (first airbag main bodies) backward from the front of the passenger compartment in the windshield. In other words, deploying the second buffering members (first airbag main bodies) when the vehicle overturns while the roof is open has advantages in that the occupants on the driver side and the passenger side can be more reliably protected, debris can be prevented from entering the vehicle, and the capacity to protect the vehicle occupants can be improved.
- It is preferable that the occupant protection apparatus comprise third buffering members that are disposed in an area adjacent to a door opening of the vehicle and that are deployed to the sides of the occupants, and a third buffering member control unit for controlling the deployment of the third buffering members on the basis of information from the vehicle state detection mechanism. As a result, this arrangement has advantages in that the occupants can be restrained from moving to the sides, and debris can be prevented from entering the vehicle from the sides.
- Also, the spaces to the sides of the occupants and the spaces above their heads are blocked off and force from the sides and from above is buffered by the third buffering members. Therefore, it is possible to provide better protection capacity when the vehicle overturns, during which time the locations subjected to force change quickly.
- According to a second aspect of the present invention, a startup method for a vehicle occupant protection apparatus is provided for protecting a occupant by detecting the behavior of a vehicle in which at least part of the roof can be opened and closed, and controlling a buffering member that buffers the occupant when the vehicle is overturning; wherein the buffering member is disposed in an occupant rollover protection member that supports a frame of the vehicle; collisions, overturning, and other such behavior of the vehicle are detected by a vehicle state detection mechanism attached to the vehicle frame; an occupant roll protection member startup control unit determines whether or not overturn information from the vehicle state detection mechanism exceeds a specific value; startup signals are output in cases in which the overturn information exceeds the specific value; and drive force generating means of a buffer mechanism that deploys the buffering member into a deployed position are controlled based on the startup signals.
- Thus, in the second aspect of the present invention, when the vehicle begins to overturn, the deployed buffering members (airbag main bodies) are deployed between the occupants and the ground to cushion the occupants, which has advantages in that the heads of the occupants can be more reliably protected.
- Also, the occupant rollover protection member having an integrally disposed buffering mechanism is assembled on the vehicle frame, and the apparatus is therefore easily assembled on the vehicle frame.
- According to a third aspect of the present invention, a startup method for a vehicle occupant protection apparatus is provided for protecting a occupant by detecting the behavior of a vehicle in which at least part of the roof can be opened and closed, and controlling a buffering member that buffers the occupant when the vehicle is overturning; wherein the buffering member is disposed in an occupant rollover protection member that supports a frame of the vehicle; collisions, overturning, and other such behavior of the vehicle are detected by a vehicle state detection mechanism attached to the vehicle frame; an occupant roll protection member startup control unit determines whether or not overturn information from the vehicle state detection mechanism exceeds a specific value; startup signals are output in cases in which the overturn information exceeds the specific value; first drive force generating means that moves the occupant rollover protection member from a storage position to a support position are controlled based on the startup signals; and second drive force generating means of a buffer mechanism that deploys the buffering member into a deployed position are controlled based on the startup signals.
- Thus, in the third aspect of the present invention, when the vehicle begins to overturn, the deployed buffering members (airbag main bodies) are deployed between the occupants and the ground to cushion the occupants, which has advantages in that the heads of the occupants can be more reliably protected.
- Also, the occupant rollover protection member having an integrally disposed buffering mechanism is assembled on the vehicle frame, and the apparatus is therefore easily assembled on the vehicle frame.
- Furthermore, if the occupant rollover protection member is made to be movable and the buffering member (airbag main body) is disposed in the occupant rollover protection member, then the rising of the occupant rollover protection member can be controlled, as can the deployment of the airbag main body disposed in the movable occupant rollover protection member. Therefore, the capacity to protect the vehicle occupants can be improved more than in an occupant rollover protection member that does not have an airbag main body.
- It is preferable that the startup signals be composed of a first startup signal that is output to the first drive force generating means, and a second startup signal that is output to the second drive force generating means, and that the startup signals separately control the occupant rollover protection member and the buffering member. As a result, this arrangement has advantages in that independent startup conditions can be set for each startup signal. For example, the occupant rollover protection member can be made to operate repeatedly under conditions with a relatively low possibility of overturning, and the buffering member (airbag main body) can be made to deploy only when the possibility of overturning is extremely high.
- Also, the startup conditions can be set independently. For example, if information on the vehicle speed is added to the operation control of the buffering member (airbag main body), then the occupant rollover protection member operates when the roll angle is high. However, even if the roll angle is high, it is possible that the buffering member (airbag main body) not be deployed when the vehicle speed is equal to or less than a specific speed.
- It is preferable that the startup signals provide a specific time difference between the start of output of the first startup signal and the start of output of the second startup signal. Therefore, this arrangement has advantages in that the buffering member (airbag main body) can be deployed after the occupant rollover protection member has risen from the storage position to the support position.
- Certain preferred embodiments of the present invention will be described in detail below, by way of example only, with reference to the accompanying drawings, in which:
-
FIG. 1 is a perspective view of a vehicle occupant protection apparatus according to the present invention; -
FIG. 2 is a diagram describing an airbag device in the vehicle occupant protection apparatus according to the present invention; -
FIG. 3 is a diagram describing a mechanism for deploying the second buffering member from the vicinity of the windshield in the vehicle occupant protection apparatus according to the present invention; -
FIG. 4 is a diagram describing a mechanism for deploying the first buffering member from the occupant rollover protection member, as well as a mechanism for deploying the second buffering member at substantially the same time, in the vehicle occupant protection apparatus according to the present invention; -
FIG. 5 is a diagram describing a mechanism for deploying the first, second, and third buffering members at substantially the same time in the vehicle occupant protection apparatus according to the present invention; -
FIG. 6 is a diagram describing the startup method (first embodiment) of the vehicle occupant protection apparatus according to the present invention; -
FIG. 7 is a perspective view of an occupant protection apparatus, for describing the startup method (first embodiment) of the vehicle occupant protection apparatus according to the present invention; -
FIG. 8 is a flowchart describing the startup method (first embodiment) of the vehicle occupant protection apparatus according to the present invention; -
FIGS. 9A and 9B are diagrams describing the overturn information used in the startup method of the vehicle occupant protection apparatus according to the present invention; -
FIG. 10 is a diagram describing the state of operation according to the startup method (first embodiment) of the vehicle occupant protection apparatus according to the present invention; -
FIG. 11 is a diagram describing the startup method of a second embodiment; -
FIG. 12 is a plan view of an occupant protection apparatus operated by the startup method of the second embodiment; -
FIG. 13 is a perspective view of an occupant protection apparatus operated by the startup method of the second embodiment; -
FIG. 14 is a cross-sectional view along line 14-14 inFIG. 12 ; -
FIG. 15 is a cross-sectional view along line 15-15 inFIG. 14 ; -
FIG. 16 is a cross-sectional view along line 16-16 inFIG. 14 ; -
FIG. 17 is a flowchart describing the startup method of the second embodiment; -
FIG. 18 is a diagram describing the state of operation according to the startup method of the second embodiment; -
FIG. 19 is a diagram describing the startup method of the third embodiment; and -
FIG. 20 is a front view of an occupant protection apparatus that uses the startup method of the third embodiment. - The first mode of the present invention will now be described.
- An occupant protection apparatus 11 shown in
FIG. 1 is used in avehicle 12. The apparatus comprises frame-supportingmechanisms passenger compartment 13, anairbag device 16, and anairbag control device 17 for controlling theairbag device 16. A detailed description is given hereinbelow. - The
vehicle 12 is a four-passenger convertible in which aroof 21 can be opened. The vehicle has aroof 21, left andright side bodies left door 24, aright door 25, first-row seats 26, and second-row seats 27 disposed behind the first-row seats 26. - The
left side body 22 comprises afront pillar 31 located at the front of the vehicle, and adoor opening 32 where theleft door 24 is attached. - The
right side body 23 is symmetrical to theleft side body 22 about an axis of symmetry in the center of thevehicle 12, and comprises afront pillar 31 located at the front of the vehicle, and adoor opening 32 where theright door 25 is attached. - In the diagrams, the
numerical symbol 34 denotes a roof front rail continuing from the tops of thefront pillars numerical symbol 35 denotes a windshield. - The first-
row seats 26 are composed theseat 38 on thedriver side 37, and theseat 42 on thepassenger side 41. L1 denotes the side of an occupant M1 (seeFIG. 4 ) sitting in thepassenger side 41, and R2 denotes the side of an occupant M2 (seeFIG. 4 ) sitting in thedriver side 37. - In the second-
row seats 27, a leftrear seat 43 is disposed at the rear of thepassenger side 41, and a rightrear seat 44 is disposed next to the leftrear seat 43. L3 denotes the side of an occupant M3 (seeFIG. 4 ) sitting in the leftrear seat 43, and R4 denotes the side of an occupant M4 (seeFIG. 4 ) sitting in the rightrear seat 44. - The axes at the lower right of the diagram are coordinate axes, indicating directions of linear or rotational movement. X is an axis indicating horizontal linear movement in the longitudinal direction, Y is an axis orthogonal to the X axis, Z is a vertical axis orthogonal to both the X and Y axes, A is an axis indicating revolving movement about the X axis, B is an axis indicating revolving movement about the Y axis, and C is an axis indicating revolving movement about the Z axis.
- In the left frame-supporting
mechanism 14,metal tubes frame 47, below and to the left and right of the leftrear seat 43; and an occupantrollover protection member 51 is formed in a U shape connected to thesetubes rollover protection member 51 may include thetubes rollover protection member 51 may be used alone. - The frame-supporting
mechanism 15 is symmetrical to the frame-supportingmechanism 14 about an axis of symmetry S. - The occupant
rollover protection member 51 includes parts such as the rest of the roof and the center pillar, which support the frame on the ground when thevehicle 12 is overturned so as to be vertically inverted. - In the
airbag device 16, a passenger-sidefirst buffering mechanism 54 and a driver-sidefirst buffering mechanism 55 are attached to theroof front rail 34 that supports the top end of thewindshield 35, a leftsecond buffering mechanism 56 is disposed inside the occupantrollover protection member 51 of the left rear frame-supportingmechanism 14, and a rightsecond buffering mechanism 57 is disposed inside the occupantrollover protection member 51 of the right rear frame-supportingmechanism 15. - Also in the
airbag device 16, a left-doorthird buffering mechanism 61 is disposed inside theleft door 24, a right-doorthird buffering mechanism 62 is disposed inside theright door 25, a left rearthird buffering mechanism 63 is disposed inside theleft side body 22, and a right rearthird buffering mechanism 64 is disposed inside theright side body 23. The airbag device is controlled by theairbag control device 17. - The
airbag control device 17 is disposed in thevehicle 12. The device comprises a vehiclestate detection mechanism 67 for detecting when thevehicle 12 has collided or overturned, and acontrol mechanism 68 for controlling theairbag device 16 on the basis of information from the vehiclestate detection mechanism 67. - The vehicle
state detection mechanism 67 detects the state of thevehicle 12 when thevehicle 12 is overturned (in the A or B axis direction) or experiencing a collision. The mechanism detects the acceleration (e.g., in the X axis direction), the roll angle θ (in the A axis direction), the slip angle, the pitch angle α (in the B axis direction), and the vehicle speed V. The design of the vehicle state detection mechanism is arbitrary. - The
control mechanism 68 determines whether or not there is a possibility that thevehicle 12 will overturn, and also whether or not the vehicle actually has overturned, on the basis of overturn information from the vehiclestate detection mechanism 67. The control mechanism operates (deploys) theairbag device 16, and the design of the mechanism is arbitrary. - The
control mechanism 68 also determines whether or not a front collision has occurred, and also whether or not a side collision has occurred, on the basis of collision information from the vehiclestate detection mechanism 67; and operates (deploys) theairbag device 16. - Furthermore, the
control mechanism 68 is composed of a first bufferingmember control unit 71 for controlling the passenger-sidefirst buffering mechanism 54 and the driver-sidefirst buffering mechanism 55; a second buffering member control unit 72, which is a buffering member control unit, for controlling the leftsecond buffering mechanism 56 disposed inside the left occupantrollover protection member 51, and the rightsecond buffering mechanism 57 disposed inside the right occupantrollover protection member 51; and a third bufferingmember control unit 73 for controlling thethird buffering mechanisms 61 to 64. - The
control mechanism 68 has an overturned operating mode and a side-impact operating mode, which are set as necessary. - The overturn information is composed of the roll angle θ and the pitch angle α. This information may also include the vehicle speed V.
-
FIG. 2 shows the leftsecond buffering mechanism 56, with a transparent depiction of the occupantrollover protection member 51 of the left rear frame-supportingmechanism 14. - In the
second buffering mechanism 56, ametal case 76 is integrally attached to the occupantrollover protection member 51, a plasticdecorative panel 77 is attached to thecase 76, and anopening cover 78 is formed in thecase 76 and thedecorative panel 77. The case accommodates an inflator (gas generator) 81 and a second airbagmain body 82, which is a first buffering member deployed by the reaction gas from the inflator (gas generator) 81. - The inflator (gas generator) 81 is a conventional inflator, and is substantially similar to the inflator disposed in an instrument panel on the passenger side, for example.
- The second buffering mechanism 57 (see
FIG. 1 ) is symmetrical with thesecond buffering mechanism 56 about the axis of symmetry S, and has a second airbag main body 83 (identical to the second airbag main body 82) as a first buffering member. - Next, the
first buffering mechanisms third buffering mechanisms 61 to 64 will be described while also referring toFIG. 1 . - The
first buffering mechanisms third buffering mechanisms 61 to 64 are substantially identical to thesecond buffering mechanisms - In the
first buffering mechanism 54, a metal case is integrally attached to theroof front rail 34, a plasticdecorative panel 85 is attached to the case, and anopening cover 86 is formed in the case and thedecorative panel 85. The case accommodates an inflator (gas generator) 87 and a first airbagmain body 88, which is a second buffering member deployed by the reaction gas from the inflator (gas generator) 87. - The
first buffering mechanism 55 is symmetrical with thefirst buffering mechanism 54 about the axis of symmetry S, and has a first airbag main body 91 (identical to the first airbag main body 88) as a second buffering member. - The
third buffering mechanism 61 is attached to the inner panel of theleft door 24 so that the metal case faces anopening cover 92 in theleft door 24. The case accommodates an inflator (gas generator) 93 and a third front airbagmain body 94, which is a third buffering member deployed by the reaction gas from the inflator (gas generator) 93. - The
third buffering mechanism 62 is symmetrical with thethird buffering mechanism 61 about the axis of symmetry S, and has a third front airbag main body 95 (identical to the third front airbag main body 94) as a third buffering member. - The
third buffering mechanism 63 is attached to a panel of theleft side body 22 so that the metal case faces anopening cover 96 of theside body 22. The case accommodates an inflator (gas generator) 97 and a third rear airbagmain body 101, which is a third buffering member deployed by the reaction gas from the inflator (gas generator) 97. - The
third buffering mechanism 64 is symmetrical with thethird buffering mechanism 63 about the axis of symmetry S, and has a third rear airbag main body 102 (identical to the third rear airbag main body 101) as a third buffering member. - In the overturned operating mode, the first, second, and third buffering
member control units member control unit 71 deploys the second buffering members (first airbag main bodies) 88, 91; the second buffering member control unit 72 deploys the first buffering members (second airbag main bodies) 22, 83; and the third bufferingmember control unit 73 deploys the third buffering members (third front and rear airbag main bodies) 94, 95, 101, 102. - In the side-impact operating mode, the third buffering
member control unit 73 is determined to be experiencing a side collision, and only the third buffering members (third front and rear airbag main bodies) 94, 95, 101, 102 are deployed. - Next, the configuration of the first through third airbag main bodies will be described in detail, using the deployed first through third airbag main bodies shown in
FIG. 5 . - The left front first airbag
main body 88 has a rear overlappingpart 106 formed at the rear end, and a left overlappingpart 107 formed at the left end. - The right front first airbag
main body 91 has a rear overlappingpart 108 formed at the rear end, and a right overlappingpart 111 formed at the right end. - The left rear second airbag
main body 82 has a front overlappingpart 112 formed at the front end so as to overlap with the rear overlappingpart 106, and a left overlappingpart 113 formed at the left end. - The right rear second airbag
main body 83 has a front overlappingpart 114 formed at the front end so as to overlap with the rear overlappingpart 108, and a right overlappingpart 115 formed at the right end. - The third front airbag
main body 94 has a top overlappingpart 116 formed at the top end so as to overlap with the left overlappingpart 107. - The third front airbag
main body 95 has a top overlappingpart 117 formed at the top end so as to overlap with the right overlappingpart 111. - The third rear airbag
main body 101 has a top overlappingpart 118 formed at the top end so as to overlap with the left overlappingpart 113. - The third rear airbag
main body 102 has a top overlapping part 121 formed at the top end so as to overlap with the right overlappingpart 115. - A four-passenger automobile (convertible) was described herein as an example, but the occupant protection apparatus 11 may also be used in a two-passenger automobile such as a roadster.
- In the case of a roadster, modifications are made to accommodate two occupants. Naturally, the occupant
rollover protection member 51 is disposed behind the first-row seats 26, the length of the first airbag main body 88 (in the X axis direction) and the length of the second airbag main body 82 (in the X axis direction) are reduced by about 50%, and the third airbagmain bodies - Next, the mechanism for deploying the first, second, and third buffering members (airbag main bodies) of the occupant protection apparatus 11 will be described with reference to
FIGS. 3 through 5 . - First, the deployment of only the first airbag
main bodies main bodies main bodies main bodies main bodies main bodies main bodies -
FIG. 3 shows the deployment of the first airbagmain bodies FIGS. 1 and 2 . - When the
vehicle 12 is experiencing a collision, or when thevehicle 12 has begun to overturn, the first airbagmain bodies - Specifically, when a front, side, or other type of collision occurs, the first buffering
member control unit 71 determines that a collision has occurred and outputs operating information on the basis of collision information from the vehiclestate detection mechanism 67. Theinflator 87 of thefirst buffering mechanism 54 operates based on this operating information and injects reaction gas into the first airbagmain body 88. The first airbagmain body 88 therefore ruptures the tear lines of theopening cover 86 that are formed in the case anddecorative panel 85. Theopening cover 86 is opened as shown by the arrow a1, and the airbag is deployed as shown by the arrow a2 into the space above the head H1 of the occupant M1. - The first buffering
member control unit 71 deploys the first airbagmain body 91 of the rightfirst buffering mechanism 55 into the space above the head H2 of the occupant M2 as shown by the arrow a3, with the same timing as the first airbagmain body 88. This has been a description of when a front, side, or other type of collision has occurred. - Next, a case will be described in which the vehicle has begun to overturn.
- When the
vehicle 12 begins to overturn for any reason, the first bufferingmember control unit 71 determines that there is a possibility of overturning and outputs operating information on the basis of overturn information from the vehiclestate detection mechanism 67. Theinflator 87 of the leftfirst buffering mechanism 54 operates based on this operating information. Then, as has been described previously, the first airbagmain body 88 is deployed into the space above the head H1 of the occupant M1 as shown by the arrow a2. At the same time, the first airbagmain body 91 is deployed into the space above the head H2 of the occupant M2 with the same timing as the first airbagmain body 88, as shown by the arrow a3. - The following is a description of a case in which the second airbag
main bodies main bodies -
FIG. 4 shows the deployment of both the second airbagmain bodies main bodies FIGS. 1 and 2 . - When a front, side, or other type of collision occurs, the second airbag
main bodies member control unit 71 deploys the first airbagmain bodies - Specifically, the second buffering member control unit 72 determines that a collision has occurred and outputs operating information simultaneously with the first buffering
member control unit 71. Theinflator 81 of the left rearsecond buffering mechanism 56 operates based on this operating information and injects reaction gas into the second airbagmain body 82. The second airbagmain body 82 therefore ruptures the tear lines in theopening cover 78. Theopening cover 78 is opened as shown by the arrow a4, and the airbag is deployed as shown by the arrow a5 into the space above the head H3 of the occupant M3. The result is that the rear overlappingpart 106 at the rear end of the first airbagmain body 88 is laid over and overlapped on the front overlappingpart 112 at the front end of the second airbagmain body 82. - The second buffering member control unit 72 deploys the second airbag
main body 83 of thesecond buffering mechanism 57 into the space above the head H4 of the occupant M4 as shown by the arrow a6, with the same timing as the second airbagmain body 82. The result is that the rear overlappingpart 108 at the rear end of the first airbagmain body 91 is laid over and overlapped on the front overlappingpart 114 at the front end of the second airbagmain body 83. - The following is a description of a case in which the vehicle has begun to overturn.
- The second buffering member control unit 72 determines that there is a possibility that the vehicle will overturn and outputs operating information on the basis of overturn information from the vehicle
state detection mechanism 67. Theinflators second buffering mechanisms main body 88 and the second airbagmain body 82 then both expand and overlap, and are deployed into the space above the head H1 of the occupant M1 and into the space above the head H3 of the occupant M3 as shown by the arrow a5, as previously described. At the same time, the first airbagmain body 91 and the second airbagmain body 83 both expand and overlap, and are deployed into the space above the head H2 of the occupant M2 and into the space above the head H4 of the occupant M4 as shown by the arrow a6. - Thus, in the occupant protection apparatus 11, the first airbag
main bodies passenger compartment 13, and the second airbagmain bodies passenger compartment 13, thus covering the opening in theroof 21. - Specifically, the heads H1 to H4 of the occupants M1 to M4 can be protected from the ground and from debris with the occupant protection apparatus 11. In other words, when the vehicle is overturned while the
roof 21 is open, the airbags (first and second airbag main bodies) 88, 91, 82, 83 are deployed to more reliably protect the occupants M1 to M4, debris is prevented from entering the vehicle, and the capacity to protect the vehicle occupants M1 to M4 can be improved. - The occupant protection apparatus 11 also includes first-
row seats 26 and second-row seats 27, wherein the occupantrollover protection members row seats 27, the first buffering members (second airbag main bodies) 82, 83 are deployed above the heads H3, H4 of the occupants M3, M4 in the second-row seats 27, and the second buffering members (first airbag main bodies) 88, 91 are deployed above the heads H1, H2 of the occupants M1, M2 in the first-row seats 26. In a case of four or five occupants, the heads of the four or five occupants can therefore be protected, and the capacity to protect the heads of the four or five occupants can be improved. - With this occupant protection apparatus 11, the first airbag
main body 88 and the second airbagmain body 82 both expand and overlap and are deployed into the space above the head H1 of the occupant M1 in cases in which the occupant protection apparatus 11 is used in a roadster, which is a two-passenger automobile. At the same time, the first airbagmain body 91 and the second airbagmain body 83 both expand and overlap and are deployed into the space above the head H2 of the occupant M2. As a result, the head H1 of the occupant M1 and the head H2 of the occupant M2 can both be protected from the ground and from debris. - In other words, when the vehicle overturns while the
roof 21 is open, the airbags (first and second airbag main bodies) 88, 91, 82, 83 are opened to more reliably protect the occupants M1, M2, debris is prevented from entering the vehicle, and the capacity to protect the vehicle occupants M1, M2 can be improved. - Since the occupant protection apparatus 11 comprises first buffering members (second airbag main bodies) 82, 83 and second buffering members (first airbag main bodies) 88, 91, the lengths (in the X axis direction) of the buffering members (airbag main bodies) that protect the heads of two, four, or five occupants can be reduced to reduce the size of the buffering members (airbag main bodies). Therefore, the buffering members (airbag main bodies) can be more quickly deployed, and the capacity to protect the vehicle occupants M1, M2 can be improved.
- The following is a description of a case in which the first airbag
main bodies main bodies 82, 33, and the third front and rear airbagmain bodies -
FIG. 5 shows the deployment of the third front and rear airbagmain bodies main bodies main bodies FIGS. 1 , 2, and 4. - When a front, side, or other type of collision occurs, the third front and rear airbag
main bodies member control unit 73 with the same timing as the operation of the first bufferingmember control unit 71 and the second buffering member control unit 72 previously described. - Specifically, the third buffering
member control unit 73 determines that a collision has occurred and outputs operating information at the same time as the first and second bufferingmember control units 71, 72. Theinflator 93 of thethird buffering mechanism 61 inside theleft door 24, theinflator 93 of thethird buffering mechanism 62 inside theright door 25, theinflator 97 of the rearthird buffering mechanism 63, and theinflator 97 of thethird buffering mechanism 64 operate to inject reaction gas into the third front and rear airbagmain bodies main bodies - The top overlapping
part 116 at the top end of the third front airbagmain body 94 overlaps the left overlappingpart 107 at the left end of the first airbagmain body 88 by a specific distance, the top overlappingpart 117 at the top end of the third front airbagmain body 95 overlaps the right overlappingpart 111 at the right end of the first airbagmain body 91 by a specific distance, the top overlappingpart 118 at the top end of the third rear airbagmain body 101 overlaps the left overlappingpart 113 at the left end of the second airbagmain body 82 by a specific distance, and the top overlapping part 121 at the top end of the third rear airbagmain body 102 overlaps the right overlappingpart 115 at the right end of the second airbagmain body 83 by a specific distance. - The following is a description of a case in which the vehicle has begun to overturn.
- The third buffering
member control unit 73 determines that there is a possibility that the vehicle will overturn and outputs operating information on the basis of overturn information from the vehiclestate detection mechanism 67. Theinflator 93 of thethird buffering mechanism 61, theinflator 93 of thethird buffering mechanism 62, theinflator 97 of thethird buffering mechanism 63, and theinflator 97 of thethird buffering mechanism 64 operate based on this operating information. The subsequent process is as previously described. - Thus, the occupants M1 to M4 can be prevented from moving to the sides L1, R2, L3, R4 (in the direction of the arrows b1 through b4). This is because the occupant protection apparatus 11 comprises third buffering members (third front and rear airbag main bodies) 94, 95, 101, 102 that are deployed to the side L1 of the occupant M1, the side R2 of the occupant M2, the side L3 of the occupant M3, and the side R4 of the occupant M4; and also comprises a third buffering
member control unit 73 for controlling the deployment of thethird buffering members - Also, debris can be prevented from entering from the sides by the third buffering members (third front and rear airbag main bodies) 94, 95, 101, 102.
- Since the occupant protection apparatus 11 comprises the overlapping
parts - Also, the capacity to protect the vehicle occupants against debris can be improved by reducing the size of the openings between the airbag main bodies.
- The following is a description of a case in which only the third front and rear airbag
main bodies - When the first, second, and third buffering
member control units - When the third buffering
member control unit 73 is set to the side-impact operating mode, the third bufferingmember control unit 73 determines that a side collision is occurring and outputs operating information solely on the basis of side collision information included in the collision information from the vehiclestate detection mechanism 67. The result is that only the third front and rear airbagmain bodies - The occupant protection apparatus of the present invention was applied to an automobile having a roof that can be opened and closed in this embodiment, but can also be applied to an automobile having no roof, as well as other common vehicles.
- The occupant protection apparatus of the present invention is suitable for convertibles and roadsters.
- Next, a second mode of the present invention will be described.
- First, an
occupant protection apparatus 211 will be described in which the startup method for the vehicle occupant protection apparatus of the present invention is used. - The
occupant protection apparatus 211 shown inFIG. 6 is used in avehicle 212, and comprises a frame-supportingmechanism 214 disposed on thepassenger side 213, abuffer mechanism 215 disposed on theframe support mechanism 214, abuffer member control 216 disposed in the center of thevehicle 212, a vehiclestate detection mechanism 217 for detecting the state of thevehicle 212, an occupant roll protection memberstartup control unit 218 for making determinations on the basis of information from the vehiclestate detection mechanism 217, and aframe support mechanism 214 andbuffer mechanism 215 similarly disposed on the driver side. Thenumerical symbol 219 denotes a control apparatus of thevehicle 212, and thenumerical symbol 221 denotes the deployed position of thebuffer mechanism 215. - The
vehicle 212 is a convertible in which the roof can be opened and closed, and thebuffer mechanism 215 is deployed below the roof when the roof is closed. The roof may be made of either a plastic or metal. - The axes at the top of the diagram are coordinate axes, indicating directions of linear or rotational movement. X is an axis indicating horizontal linear movement in the longitudinal direction, Y is an axis orthogonal to the X axis, Z is a vertical axis orthogonal to both the X and Y axes, A (see
FIG. 7 ) is an axis indicating revolving movement about the X axis, B is an axis indicating revolving movement about the Y axis, and C (seeFIG. 7 ) is an axis indicating revolving movement about the Z axis. - The vehicle
state detection mechanism 217 detects states of thevehicle 212, including overturning of thevehicle 212 in the A and B axis direction) and collisions. This detection mechanism detects the acceleration (e.g., in the X axis direction), the roll angle θ (in the A axis direction; seeFIG. 9 ), the slip angle, the pitch angle α (in the B axis direction, seeFIG. 9 ), and the vehicle speed V, for example. This detection mechanism has an arbitrary design. - The occupant roll protection member
startup control unit 218 determines whether or not there is a possibility that thevehicle 212 will overturn, or whether or not the vehicle actually will overturn, on the basis of overturn information from the vehiclestate detection mechanism 217. This control unit also operates (deploys) thebuffer mechanism 215, and has an arbitrary design. - Overturn information E is composed of the roll angle θ (see
FIG. 9A ) and the pitch angle α (seeFIG. 9B ). This information may also include the vehicle speed V. - The
frame support mechanism 214 hasmetal tubes 223, 223 (seeFIG. 7 ) fixed to thevehicle frame 222 to the left and right and below thepassenger side 213, and an occupantrollover protection member 224 connected to thetubes - The
frame support mechanism 214 has thebuffer mechanism 215 integrally attached to the occupantrollover protection member 224, and is then assembled on thevehicle frame 222 in an assembly line. -
FIG. 7 depicts a transparent view of thebuffer mechanism 215 of theoccupant protection apparatus 211, in order to describe the startup method (of the first embodiment). - In the
buffer mechanism 215, ametal case 225 is integrally attached to the occupantrollover protection member 224, thecase 225 is covered by a plasticdecorative panel 226, and anopening cover 227 is formed over thecase 225 and thedecorative panel 226. An airbagmain body 232 is disposed within thecase 225 as a buffering member that is deployed by reaction gas from an inflator (gas generator) 231, which is a drive force generating means. - The inflator (gas generator) 231 is a conventional inflator, and is substantially identical to an inflator disposed on an instrument panel on the passenger side, for example.
- An
occupant protection apparatus 211 intended for thepassenger side 213 was described herein, but it is apparent that aframe support mechanism 214 and abuffer mechanism 215 are similarly (symmetrically about the center of the frame) disposed on the driver side. -
FIG. 8 depicts a startup method (first embodiment) of an occupant protection apparatus of the present invention. STxx denotes the step number. This description also refers toFIGS. 6 and 7 . - ST01: A collision or overturning of the
vehicle 212 is detected by the vehiclestate detection mechanism 217. - ST02: The occupant roll protection member
startup control unit 218 determines whether the vehicle is overturning on the basis of overturn information E. If the vehicle is not overturning, the process returns to ST01. If the vehicle is overturning, the process advances to ST03. - ST03: The occupant roll protection member
startup control unit 218 outputs a startup signal K. - ST04: The drive force generating means (inflator) 231 operates to deploy the buffering member (airbag main body) 232.
- The process advances to ST03 when overturning is determined in ST02, but another possibility is for the process to advance to ST03 when a “possibility of overturning” is determined.
-
FIG. 9A depicts the roll angle θ of thevehicle 212 included in the overturn information. -
FIG. 9B depicts the pitch angle α of thevehicle 212 included in the overturn information. - In
FIG. 9A , the roll angle θ1 is a specific value, e.g., 10°, used when a “possibility of overturning” is determined. In other words, a “possibility of overturning” is determined when the roll angle θ exceeds θ1. - The roll angle θ7 is a specific value, e.g., 70°, used when “overturning” is determined. In other words, “overturning” is determined when the roll angle θ exceeds θ7.
- The term “overturning” refers to a state in which the roll angle θ is equal to or greater than θ9=90°, or in which the
vehicle 212 has turned upside-down. - In
FIG. 9B , the pitch angle α5 is a specific value, e.g., 50°, used when a “possibility of overturning” is determined. In other words, a “possibility of overturning” is determined when the pitch angle α exceeds a5. - The pitch angle α9 is a specific value, e.g., 90°, used when “overturning” is determined. In other words, “overturning” is determined when the pitch angle α exceeds α9.
- The overturn information E includes the roll angle θ and the pitch angle α, but it is also acceptable for this information to include either only the roll angle θ, or three or more types of information. For example, the vehicle speed V may be included.
-
FIG. 10 depicts the operating state according to the startup method (first embodiment) of the occupant protection apparatus of the present invention. - In the startup method (first embodiment) of the occupant protection apparatus, the occupant roll protection member
startup control unit 218 outputs a startup signal K when thevehicle 212 begins to overturn and the overturn information E exceeds the specific value of θ7 or α9. The drive force generating means (inflator) 231 of thebuffer mechanism 215 is actuated, and the buffering member (airbag main body) 232 of thebuffer mechanism 215 is deployed to the deployedposition 221. As a result, the airbagmain body 232 is deployed above the occupant M as shown by the arrows a1, a1, and a space between the occupant M and the ground G is therefore ensured by the occupantrollover protection member 224. Furthermore, the deployed airbagmain body 232 is interposed between the occupant M and the ground G to cushion the occupant M, making it possible to more reliably protect the head H of the occupant M. - Also, in the startup method (the first embodiment) of the occupant protection apparatus, since the specific value of θ7 or α9 is determined as a reference, the specific value (angle) θ7 or α9 can be increased to reduce the frequency of the deployment of the airbag
main body 232 and to suppress deployment. - The
frame support mechanism 214, including the integrally attachedbuffer mechanism 215, is assembled on thevehicle frame 222, as shown inFIG. 7 , allowing theoccupant protection apparatus 211 to be easily assembled on avehicle frame 222. - Next, the third mode of the present invention will be described.
- The “second embodiment” of the startup method of the occupant protection apparatus will now be described.
- First, an
occupant protection apparatus 211B that uses the startup method of the second embodiment will be described. Components similar to those in the embodiment shown inFIGS. 6 through 10 are denoted by the same numerical symbols, and descriptions thereof are omitted. - The
occupant protection apparatus 211B of the second embodiment shown inFIG. 11 is used in thevehicle 212. The apparatus comprises a frame-supportingmechanism 214B disposed in theseat 238 on thepassenger side 213, abuffering mechanism 215B disposed on the frame-supportingmechanism 214B, a bufferingmember control unit 216 disposed in the center of thevehicle 212, a vehiclestate detection mechanism 217, an occupant roll protection memberstartup control unit 218B, and aframe support mechanism 214B andbuffer mechanism 215B similarly disposed in theseat 242 of the passenger side 241 (seeFIG. 12 ). - The occupant roll protection member
startup control unit 218B has the same function as the occupant roll protection memberstartup control unit 218, additionally includes timer means 243, and outputs a startup signal K. The timer means 243 sets the time and has an arbitrary design. - The startup signal K is composed of a first startup signal K1 that is output to first drive force generating means 271 (see
FIG. 14 ) of theframe support mechanism 214B, and a second startup signal K2 that is output to second drive force generating means 103 (seeFIG. 8 ) of thebuffer mechanism 215B. - The
frame support mechanism 214B shown inFIGS. 12 through 15 comprises amovable mechanism 245 that is disposed behind theseat 242 on thedriver side 241 and that is attached to afloor panel 244, an occupantrollover protection member 246 connected to themovable mechanism 245, and a protectingmember drive device 247 for operating the occupantrollover protection member 246. It is also possible for the occupantrollover protection member 246 to include themovable mechanism 245 and the protectingmember drive device 247, or for the occupantrollover protection member 246 and theframe support mechanism 214B to be the same component. - The frame-supporting
mechanism 214B is assembled on thevehicle frame 222 in an assembly line after thebuffer mechanism 215B is integrally installed within the occupantrollover protection member 246. - The
movable mechanism 245 comprises left and right sliding brace means 251, 252; amovable beam member 255 attached so as to connect together two slidingmembers stationary beam member 261 attached at the bottom ofstationary braces - The
movable mechanism 245 also has astopper mechanism 263 disposed between themovable beam member 255 and the right sliding brace means 252, and abuffering device 264 disposed on thestationary brace 256 of the left sliding brace means 251. The numerical symbol 265 (seeFIG. 14 ) denotes the location where the occupantrollover protection member 246 is accommodated, and the numerical symbol 266 (seeFIG. 14 ) denotes the location where the occupantrollover protection member 246 is supported. - The occupant
rollover protection member 246 is attached so as to connect the tops of the vertically movable slidingmembers - The protecting
member drive device 247 has alocking mechanism 272 and the first drive force generating means 271 for ejecting the occupantrollover protection member 246 by raising up the occupant rollover protection member 246 (in the Z axis direction). - In the first drive force generating means 271, a
compression spring 273 is disposed between thestationary beam member 261 and themovable beam member 255, one end of apin 274 is passed through thecompression spring 273 and fixed in place in the center of thestationary beam member 261, and the other end of thepin 274 is passed through themovable beam member 255. The occupantrollover protection member 246 is thereby raised up to thesupport position 266 as shown by the double-dashed line (seeFIG. 14 ). - In the
locking mechanism 272, anelectric motor 281 is disposed inside aright side body 277 of thevehicle frame 222, a main drivingpulley 282 is attached to theelectric motor 281, a drivenpulley 284 and adisc 285 are integrally connected and are rotatably (in the A axis direction) attached to thestationary beam member 261 via abracket 283, alocking pin 286 is attached at a specific distance from the center of thedisc 285, a securingmember 287 that is secured to thelocking pin 286 is attached to themovable beam member 255, and atoothed belt 291 is wound over the drivenpulley 284 and the main drivingpulley 282. - Also, the
disc 285 is rotatably (in the A axis direction) attached to thestationary beam member 261 on the passenger side 213 (seeFIG. 12 ) via thebracket 283, a locking pin 292 (identical to the locking pin 286) is attached at a specific distance from the center of thedisc 285, and the locking pins 292, 286 are connected by a connectingarm 293. - In the
stopper mechanism 263, a securingmember 295 is attached to themovable beam member 255, pawl means 296 engaged to the securingmember 295 are attached to thestationary brace 257 of the right sliding brace means 252, and the raised occupantrollover protection member 246 is fixed in place at thesupport position 266. - In the left sliding brace means 251 shown in
FIG. 16 ,rollers stationary brace 256. - In the right sliding brace means 252,
rollers stationary brace 257. - The sliding
members rollers 297, but the slidingmembers rollers 297. - The cross-sectional shapes of the
stationary pillars - The cross-sectional shapes of the sliding
members - In the
buffering mechanism 215B (seeFIG. 13 ), an airbagmain body 302 as a buffering member, as well as an inflator (gas generator) 303 as second drive force creating means for deploying the airbagmain body 302, are disposed inside the occupantrollover protection member 246. An opening cover 304 (also seeFIG. 13 ) that is opened by the deployed airbagmain body 302 is formed on the occupantrollover protection member 246. - The inflator (gas generator) 303 is a conventional inflator that produces reaction (combustion) gas, and is substantially identical to the inflator disposed on the instrument panel on the passenger side, for example.
- An
occupant protection apparatus 211B intended for thedriver side 241 was described, but amovable mechanism 245 and first drive force generating means 271 are similarly (symmetrically about the center of the frame) disposed on the passenger side. -
FIG. 17 depicts the startup method of the second embodiment. STxx denotes the step number. This description also refers toFIGS. 9 , 11, and 14. - ST21: Collisions or overturning of the
vehicle 212 are detected by the vehiclestate detection mechanism 217. - ST22: The occupant roll protection member
startup control unit 218B determines whether or not the overturn information E exceeds specific first values A1. If not, the process returns to ST21. If the answer is “yes,” the process advances to ST23. - ST23: The occupant roll protection member
startup control unit 218B outputs a first startup signal K1. - ST24: The occupant
rollover protection member 246 is actuated to move to thesupport position 266. - ST25: The occupant roll protection member
startup control unit 218B determines through the timer means 243 whether or not a specific time difference T has elapsed. If the answer is “yes,” the process proceeds to ST26. - ST26: It is determined whether or not the overturn information E exceeds specific second values A2. If not, the process returns to ST21. If the answer is “yes,” the process proceeds to ST27.
- ST27: The occupant roll protection member
startup control unit 218B outputs a second startup signal K2. - ST28: The
buffering mechanism 215B is actuated to deploy the buffering member (airbag main body) 302. - The specific first values A1 include the roll angle θ and the pitch angle α shown in
FIG. 9 . - The specific second values A2 include the roll angle θ7 and the pitch angle α0 shown in
FIG. 9 . - The specific time difference T is defined as the time from the start of output of the first startup signal K1 to the start of output of the second startup signal K2. For example, the time taken for the occupant
rollover protection member 246 to reach thesupport position 266 is set. - The overturn information E was defined as the roll angle θ and the pitch angle α, but it is also acceptable for this information to include either the roll angle θ alone, or three or more types of information. For example, the vehicle speed V may be set.
-
FIG. 18 depicts the state of operation according to the startup method of the second embodiment. This description also refers toFIGS. 11 , 14, and 15. - When the
vehicle 212 begins to overturn, the occupantrollover protection member 246 is ejected (in the direction of the arrow a2), and when this member reaches thesupport position 266, the airbagmain body 302 expands. Therefore, the head H of the occupant M can be more reliably protected. - Specifically, when the
vehicle 212 begins to overturn for any reason, the occupant roll protection memberstartup control unit 218B determines that there is a possibility of overturning on the basis of the overturn information E (e.g., θ exceeds 10° and α exceeds 50°) from the vehiclestate detection mechanism 217, and theelectric motor 281 is actuated by the first startup signal K1. Therefore, thelocking mechanism 272 shown inFIG. 14 rotates the locking pins 292, 286 to release the lock. Then, the occupantrollover protection member 246 is raised by thecompression spring 273 of the first drive force generating means 271 from thestorage position 265 to thesupport position 266, as shown by the arrow a4. - The timer means 243 begins counting according to the first startup signal K1. When the time difference (set time) T is reached, the
occupant protection apparatus 211B ends the operation by operating only the occupantrollover protection member 246 if the occupant roll protection memberstartup control unit 218B determines that the vehicle is not overturning on the basis of the overturn information E (e.g., θ is 70° or less and α is 90° or less) from the vehiclestate detection mechanism 217. - After the elapsed time count has reached the time difference (set time) T, the occupant roll protection member
startup control unit 218B operates the inflator (gas generator) 303 according to the second startup signal K2 if the occupant roll protection memberstartup control unit 218B determines that the vehicle is overturning on the basis of the overturn information E (e.g., θ=80° and α=91° or less) from the vehiclestate detection mechanism 217. As a result, reaction gas is injected into the airbagmain body 302 to expand (enlarge) the airbag. The expanding airbagmain body 302 ruptures the tear lines in theopening cover 304 and opens theopening cover 304 as shown by the arrow a5, and the airbag is deployed into the space above the head H of the occupant M as shown by the arrow a6. Therefore, the head H of the occupant M can be more reliably protected. - Thus, in the startup method of the second embodiment, the occupant roll protection member
startup control unit 218B outputs a startup signal K to start up the first drive force generating means 271 and the second drive force generating means (inflator) 303 of thebuffering mechanism 215B in cases in which the overturn information E exceeds the specific value of θ7 or α9. The occupantrollover protection member 246 is therefore raised up, and the airbagmain body 302 of thebuffering mechanism 215B can be expanded (enlarged). Therefore, the head H of the occupant M can be more reliably protected. - Also, in the startup method of the second embodiment, a specific time difference T is provided between the start of output of the first startup signal K1 and the start of output of the second startup signal K2. The buffering member (airbag main body) 302 of the
buffering mechanism 215B can therefore be expanded (enlarged) after the occupantrollover protection member 246 rises (as shown by the arrow a2) from thestorage position 265 to thesupport position 266. - In the startup method of the second embodiment, the rising of the occupant
rollover protection member 246 can be controlled if the occupantrollover protection member 246 is movable and thebuffering mechanism 215B (including the airbag main body 302) is disposed on the movable occupantrollover protection member 246, and the deployment of the airbagmain body 302 disposed on the movable occupantrollover protection member 246 can also be controlled. Therefore, the capacity to protect the occupant M can be improved more than with an occupant rollover protection member that does not have an airbag main body. - In the startup method of the second embodiment, the startup conditions thereof can be set independently since the occupant
rollover protection member 246 and the buffering member (airbag main body) 302 are operated separately. For example, the occupantrollover protection member 246 can be made to operate repeatedly under conditions with a relatively low possibility of overturning, and the buffering member (airbag main body) 302 can be made to deploy only when the possibility of overturning is extremely high. - Also, in the startup method of the second embodiment, the startup conditions thereof can be set independently since the occupant
rollover protection member 246 and the buffering member (airbag main body) 302 are operated separately. For example, the occupantrollover protection member 246 operates when the roll angle θ is high if information on the vehicle speed V is added to the operation control of the buffering member (airbag main body) 302. However, even if the roll angle θ is high, it is possible that the buffering member (airbag main body) 302 not be deployed when the vehicle speed V is equal to or less than a specific speed. - In the startup method of the second embodiment, the first startup signal is output when the overturn information exceeds a specific first value, and the occupant rollover protection member is actuated. The second startup signal is output when the overturn information exceeds a specific second value that is greater than the first value, and the buffering member is actuated. Therefore, in cases in which there is a possibility of overturning but the actual overturning is avoided, the second startup signal K2 is not output, and unnecessary deployment of the buffering member (airbag main body) 302 can be prevented.
- The
occupant protection apparatus 211B is easily assembled on thevehicle frame 222 because theframe support mechanism 214B, including the integrally attachedbuffer mechanism 215B, is assembled on thevehicle frame 222, as shown inFIG. 13 . - Next, the “third embodiment” of the startup method of the occupant protection apparatus will be described.
-
FIG. 19 is a diagram describing the startup method of the third embodiment. Components similar to those of the embodiments shown inFIGS. 6 through 18 are denoted by the same numerical symbols, and descriptions thereof are omitted. -
FIG. 20 is a front view of an occupant protection apparatus that uses the startup method of the third embodiment, and corresponds toFIG. 14 . - The
occupant protection apparatus 211C of the third embodiment comprises an occupant roll protection memberstartup control unit 218C. In addition to the functions of the occupant roll protection memberstartup control unit 218B, the occupant roll protection memberstartup control unit 218C comprises anactuation detecting mechanism 307 for detecting that the occupantrollover protection member 246 has been actuated. - The
actuation detecting mechanism 307 detects that the occupantrollover protection member 246 has been actuated and reached thesupport position 266, and is attached to thestationary brace 256 via abracket 308 so as to come in contact with themovable beam member 255 that has risen to a specific position. - A micro switch is used as the
actuation detecting mechanism 307. A proximity switch (non-contact) can also be used. - In the startup method of the third embodiment, the
movable beam member 255 pushes actuation detectingmechanism 307 when the occupantrollover protection member 246 rises to thesupport position 266, and theactuation detecting mechanism 307 therefore outputs a upper-limit signal U. The occupant roll protection memberstartup control unit 218C starts up the second drive force generating means (inflator) 303 via the bufferingmember control unit 216 on the basis of the upper-limit signal U, and thebuffering mechanism 215B (airbag main body 302) can therefore be expanded (enlarged) after the occupantrollover protection member 246 has been reliably raised. Therefore the head H of the occupant M can be more reliably protected. - The
occupant protection apparatus 211C of the third embodiment exhibits the same effects as theoccupant protection apparatus 211B of the second embodiment. - In other words, the head H of the occupant M can be more reliably protected. Also, the apparatus is easily assembled on the
vehicle frame 222. - In the startup method of the third embodiment, the occupant roll protection member
startup control unit 218C comprises anactuation detecting mechanism 307 for detecting that the occupantrollover protection member 246 has been actuated. When the occupantrollover protection member 246 has reached a specific position (e.g., the support position 266), a second startup signal K2C is output, and the buffering member (airbag main body) 302 is deployed. Therefore, if the specific position is set as thesupport position 266, then the buffering member (airbag main body) 302 can be actuated after the occupantrollover protection member 246 is completely raised to thesupport position 266. - Next, an occupant protection apparatus (not shown) will be described, in which a movable occupant rollover protection member 246 (frame-supporting
mechanism 214B) is incorporated into the occupant protection apparatus 11 shown inFIG. 1 . - This assembled occupant protection apparatus uses the occupant roll protection member
startup control unit 218B, wherein the stationary occupant rollover protection member 51 (frame-supporting mechanism 14) of the occupant protection apparatus 11 inFIG. 1 is replaced with the movable occupant rollover protection member 246 (frame-supportingmechanism 214B) of theoccupant protection apparatus 211B shown inFIG. 11 . As a result, the rising of the occupant rollover protection member can be controlled, and the deployment of the airbag main body disposed in the movable occupant rollover protection member can also be controlled, as was previously described. Therefore, the capacity to protect the vehicle occupants can be improved more than with an occupantrollover protection member 246 that does not include an airbag main body. - The assembled occupant protection apparatus preferably has an
actuation detecting mechanism 307 attached. As a result, the buffering member (airbag main body) can be actuated after the occupant rollover protection member has been completely raised from the storage position to the vicinity of an occupant's head (the support position) as was previously described. - The startup method of the vehicle occupant protection apparatus according to the present invention was used in an automobile having a roof that can be opened and closed in the embodiments, but this method can also be used in vehicles having no roof, and can also be used in common vehicles.
- The startup method of the vehicle occupant protection apparatus according to the present invention is suitable for convertibles and roadsters.
- Obviously, various minor changes and modifications of the present invention are possible in light of the above teaching. It is therefore to be understood that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.
Claims (3)
1. A startup method for a vehicle occupant protection apparatus for protecting an occupant by detecting the behavior of a vehicle in which at least part of the roof can be opened and closed, and controlling a buffering member that buffers the occupant when the vehicle is overturning; wherein
the buffering member is disposed in an occupant rollover protection member that supports a frame of the vehicle;
collisions, overturning, and other such behavior of the vehicle are detected by a vehicle state detection mechanism attached to the vehicle frame;
an occupant roll protection member startup control unit determines whether or not overturn information from the vehicle state detection mechanism exceeds a specific value;
startup signals are output in cases in which the overturn information exceeds the specific value;
first drive force generating means that moves the occupant rollover protection member from a storage position to a support position are controlled based on the startup signals; and
second drive force generating means of a buffer mechanism that deploys the buffering member into a deployed position are controlled based on the startup signals.
2. The startup method of the vehicle occupant protection apparatus according to claim 1 , wherein
the startup signals are composed of a first startup signal that is output to the first drive force generating means, and a second startup signal that is output to the second drive force generating means; and
the startup signals separately control the occupant rollover protection member and the buffering member.
3. The startup method of the vehicle occupant protection apparatus according to claim 1 , wherein
the startup signals provide a specific time difference between the start of output of the first startup signal and the start of output of the second startup signal.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/643,347 US20100100285A1 (en) | 2005-09-07 | 2009-12-21 | Vehicle occupant protection apparatus and startup method of same |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2005259615A JP4546363B2 (en) | 2005-09-07 | 2005-09-07 | Rollover protection device |
JP2005-259640 | 2005-09-07 | ||
JP2005259640A JP2007069769A (en) | 2005-09-07 | 2005-09-07 | Rollover protecting device |
JP2005-259615 | 2005-09-07 | ||
US11/470,425 US7690684B2 (en) | 2005-09-07 | 2006-09-06 | Vehicle occupant protection apparatus and startup method of same |
US12/643,347 US20100100285A1 (en) | 2005-09-07 | 2009-12-21 | Vehicle occupant protection apparatus and startup method of same |
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US11/470,425 Division US7690684B2 (en) | 2005-09-07 | 2006-09-06 | Vehicle occupant protection apparatus and startup method of same |
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US20100100285A1 true US20100100285A1 (en) | 2010-04-22 |
Family
ID=37829382
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US11/470,425 Expired - Fee Related US7690684B2 (en) | 2005-09-07 | 2006-09-06 | Vehicle occupant protection apparatus and startup method of same |
US12/643,347 Abandoned US20100100285A1 (en) | 2005-09-07 | 2009-12-21 | Vehicle occupant protection apparatus and startup method of same |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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US11/470,425 Expired - Fee Related US7690684B2 (en) | 2005-09-07 | 2006-09-06 | Vehicle occupant protection apparatus and startup method of same |
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US (2) | US7690684B2 (en) |
DE (1) | DE102006042036A1 (en) |
Cited By (3)
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US20130001935A1 (en) * | 2011-06-30 | 2013-01-03 | Fuji Jukogyo Kabushiki Kaisha | Occupant protection device |
US20130131930A1 (en) * | 2011-11-22 | 2013-05-23 | Yat Wai Edwin Kwong | Strollers for preventing harm to an infant when an accidental event occurs to the stroller |
US8899617B2 (en) * | 2013-02-05 | 2014-12-02 | Toyota Jidosha Kabushiki Kaisha | Curtain airbag device and occupant protecting device |
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DE102007029097B4 (en) * | 2007-06-21 | 2009-06-18 | Ise Automotive Gmbh | Rollover protection system for motor vehicles with at least one pyrotechnic deployable rollover body |
US20090174174A1 (en) * | 2007-10-10 | 2009-07-09 | Ford Global Technologies Llc | Overhead Vehicle Occupant Restraint System |
US7828106B1 (en) * | 2008-04-21 | 2010-11-09 | Ford Global Technologies, Llc | Vehicle rollover cushioning device |
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US7896422B2 (en) * | 2009-03-12 | 2011-03-01 | Magna Car Top Systems Gmbh | Convertible top with skylight |
DE102009033625A1 (en) * | 2009-07-17 | 2011-01-20 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | motor vehicle |
KR101143987B1 (en) * | 2010-08-31 | 2012-05-09 | 현대자동차주식회사 | Rear air-bag apparatus having advanced safety performance |
EP2819888A4 (en) * | 2012-02-28 | 2015-08-05 | Tech Ind Ltd Ag | A flexible impact protection |
DE102012112538A1 (en) * | 2012-12-18 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Arrangement for a motor vehicle |
US9446735B1 (en) * | 2015-03-31 | 2016-09-20 | Ford Global Technologies, Llc | Vehicle impact absorbing system |
WO2017042829A1 (en) * | 2015-09-10 | 2017-03-16 | Muthukumar Prasad | Comprehensive roof airbags for opentop, convertible and closed top vehicles |
DE102016104780B4 (en) * | 2016-03-15 | 2023-11-09 | Webasto SE | Vehicle roof with roof opening |
US10661748B1 (en) * | 2017-04-20 | 2020-05-26 | Apple Inc. | Airbag-based occupant safety systems |
US9994182B1 (en) * | 2017-06-21 | 2018-06-12 | Ford Global Technologies, Llc | Roof mounted partitioning airbag |
CN109421641A (en) * | 2017-08-28 | 2019-03-05 | 长城汽车股份有限公司 | Vehicle airbag control system and method |
US11485309B2 (en) * | 2019-12-10 | 2022-11-01 | Indiana Mills & Manufacturing, Inc. | Deployable restraint barricade for a motor vehicle |
KR20210101031A (en) * | 2020-02-07 | 2021-08-18 | 현대모비스 주식회사 | Roof airbag for vehicles and control method to deploy it |
US11396269B2 (en) * | 2020-04-15 | 2022-07-26 | Autoliv Asp, Inc. | Curtain airbag assemblies for utility vehicles |
ES2885768A1 (en) * | 2020-06-10 | 2021-12-15 | Air Rops Na 2012 S L | Automatic inflatable crush protection device for ATV's, quadricycles and quads. (Machine-translation by Google Translate, not legally binding) |
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- 2006-09-06 US US11/470,425 patent/US7690684B2/en not_active Expired - Fee Related
- 2006-09-07 DE DE102006042036A patent/DE102006042036A1/en not_active Withdrawn
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2009
- 2009-12-21 US US12/643,347 patent/US20100100285A1/en not_active Abandoned
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US20130001935A1 (en) * | 2011-06-30 | 2013-01-03 | Fuji Jukogyo Kabushiki Kaisha | Occupant protection device |
US8910974B2 (en) * | 2011-06-30 | 2014-12-16 | Fuji Jukogyo Kabushiki Kaisha | Occupant protection device |
US20130131930A1 (en) * | 2011-11-22 | 2013-05-23 | Yat Wai Edwin Kwong | Strollers for preventing harm to an infant when an accidental event occurs to the stroller |
US8899617B2 (en) * | 2013-02-05 | 2014-12-02 | Toyota Jidosha Kabushiki Kaisha | Curtain airbag device and occupant protecting device |
Also Published As
Publication number | Publication date |
---|---|
US20070052226A1 (en) | 2007-03-08 |
US7690684B2 (en) | 2010-04-06 |
DE102006042036A1 (en) | 2007-04-05 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: HONDA MOTOR CO., LTD.,JAPAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TOBARU, SHIGEO;YOSHIDA, KAZUYA;REEL/FRAME:023704/0506 Effective date: 20060829 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |