JP7351285B2 - Vehicle occupant protection device - Google Patents

Description

The present invention relates to a vehicle occupant protection device.

Patent Document 1 listed below discloses a side airbag that is provided inside the seatback of a seat and is inflated and deployed while tearing the skin of the seatback with gas supplied inside during a side collision of the vehicle. ing. This side airbag consists of a lower chamber that inflates and deploys so as to face the lumbar region of the occupant seated in the seat from the outside in the width direction of the vehicle, and a lower chamber that inflates and deploys so as to face the passenger's head from the outside in the width direction of the vehicle. and an expanded upper chamber.

Japanese Patent Application Publication No. 2011-105107

This side airbag is inflated and deployed while rocking in various directions when high-pressure gas is supplied inside. Therefore, the expansion and deployment behavior of the lower chamber and the upper chamber is difficult to stabilize. The instability of the inflation and deployment behavior may affect the restraint performance of the lower chamber and the upper chamber.

The present invention has been made in consideration of the above-mentioned facts, and an object of the present invention is to obtain a vehicle occupant protection device that can easily stabilize the inflation and deployment behavior of at least one of a lower chamber capable of restraining the occupant's waist and an upper chamber capable of restraining the head. .

The vehicle occupant protection device according to claim 1 is inflated and deployed by gas supplied inside the vehicle so as to face the waist of the occupant seated on the seat from the outside in the width direction of the vehicle during a side collision of the vehicle. a lower chamber; an upper chamber that is communicated with the lower chamber and is expanded and deployed to face the head of the occupant from the outside in the vehicle width direction by gas supplied therein at the time of the side collision; A flexible material that connects at least the rear edge of the upper chamber and the seat back frame of the seat back of the seat when deployment is completed, and that is taut when the lower chamber and the upper chamber are inflated and deployed. when the upper chamber is inflated and expanded with gas supplied therein and viewed in the longitudinal direction of the vehicle, the upper chamber is attached to the upper body of the occupant on the upper side of the vehicle at the outer shoulder of the occupant. The webbing is inflated and deployed between the rear surface of the shoulder-side webbing that restrains the occupant's head and the side surface of the occupant's head, thereby restraining the occupant's head.

Note that the term "seat back frame" in the claims and specification includes the frame itself, which is a skeletal member of the seat back. Further, the term "seat back frame" in the claims and specification also includes supported members (for example, a headrest support) that are attached to the frame and support other members (for example, headrest stays).

In the vehicle occupant protection device according to the first aspect, the lower chamber and the upper chamber are expanded and deployed by gas supplied inside the vehicle when the vehicle is involved in a side collision. As a result, the lower chamber faces the waist of the occupant seated on the seat from the outside in the vehicle width direction. Further, the upper chamber faces the occupant's head from the outside in the vehicle width direction.

Furthermore, a flexible strap is connected to at least one of the rear edge of the lower chamber and the rear edge of the upper chamber and the seat back frame when inflation and deployment are completed. The straps then become taut as the lower and upper chambers are inflated and deployed. Therefore, the strap prevents at least one of the lower chamber and the upper chamber from being inflated and deployed while swinging in various directions (mainly the vehicle width direction and the vehicle vertical direction). Therefore, the expansion and deployment behavior of at least one of the lower chamber and the upper chamber is likely to be stabilized. Therefore, the inflation and deployment behavior is unlikely to affect at least one of the waist restraint performance of the lower chamber and the head restraint performance of the upper chamber.

Furthermore, if the strap connects the rear edge of the upper chamber and the seat back frame, the inflated upper chamber will be attached to the vehicle regardless of the angle of the seat back with respect to the seat cushion and the sliding position of the seat in the longitudinal direction with respect to the vehicle body. The head can be restrained so as to overlap the center of gravity of the head when viewed in the width direction. Therefore, the upper chamber can be made smaller. That is, it is possible to reduce the capacity of the upper chamber and also to downsize the gas supply source. Similarly, if the strap connects the rear edge of the lower chamber to the seatback frame, the inflated lower chamber will not move, regardless of the angle of the seatback with respect to the seat cushion and the sliding position of the seat in the longitudinal direction with respect to the vehicle body. The waist can be restrained so as to overlap the center of gravity of the waist when viewed in the vehicle width direction. Therefore, the lower chamber can be made smaller. That is, it is possible to reduce the capacity of the lower chamber and also to downsize the gas supply source.

In the invention as set forth in claim 1 , when the state in which the upper chamber is fully inflated and deployed is viewed in the longitudinal direction of the vehicle, the upper chamber is positioned on the shoulder side that restrains the upper body of the occupant at the upper side of the vehicle at the outer shoulder portion of the occupant. The webbing is inflated and deployed between the rear surface of the webbing and the side surface of the occupant's head. Therefore, when the occupant's head is displaced outward in the vehicle width direction during a side collision, the upper chamber is sandwiched between the outer side surface of the head and the rear surface of the shoulder-side webbing. Thereby, the upper chamber restrains the head of the occupant by taking a reaction force from the rear surface of the webbing on the shoulder side (that is, using the rear surface as a support surface). As a result, the upper chamber faces the occupant's head while receiving a reaction force from the rear surface of the webbing in a direction toward the head, so that the head can be quickly restrained. Furthermore, since the upper chamber restrains the occupant's head while receiving a reaction force, the head can be reliably restrained by the upper chamber even if the internal pressure of the upper chamber is small. Therefore, the capacity (thickness) of the upper chamber can be reduced.

In the vehicle occupant protection device according to the invention as set forth in claim 2 , in the invention as set forth in claim 2, the strap is a first fixing member that is a part of the rear edge of the upper chamber when inflation and deployment is completed. and a stay that is part of the headrest of the seat and is slidably supported by the seat back or a headrest support that is attached to an upper frame of the seat back frame and slidably supports the stay. , the upper chamber includes a first strap that is tensioned when the upper chamber is inflated and deployed, and when the inflation and deployment is completed, the first fixing part is located outside the stay and the headrest support in the vehicle width direction.

In the invention according to claim 2 , when the upper chamber is expanded, the first strap connected to the first fixing portion, which is a part of the rear edge of the upper chamber, and the stay or the headrest support, when the upper chamber is expanded and expanded. I get nervous when it unfolds. Further, when the inflation and deployment are completed, the first fixed portion is located on the outer side in the vehicle width direction than the stay and the headrest support. Therefore, the first strap effectively suppresses the upper chamber from expanding and deploying while swinging in various directions (mainly the vehicle width direction and the vehicle vertical direction). Therefore, the expansion and deployment behavior of the upper chamber is likely to be stabilized.

In the vehicle occupant protection device according to the invention set forth in claim 3 , in the invention set forth in claim 2 , the strap is attached to a front edge portion of the upper chamber at the inner end in the vehicle width direction when inflation and deployment are completed. and a second strap that connects the stay or the headrest support and tensions when the upper chamber is inflated and deployed, and includes a second strap that is tensioned when the upper chamber is inflated and deployed; A fixing portion is located on the outer side in the vehicle width direction and on the front side in the vehicle longitudinal direction than the stay and the headrest support.

In the invention according to claim 3 , the second fixing part is a part of the front edge at the inner end of the upper chamber in the vehicle width direction when the inflation and deployment is completed, and the second fixing part is connected to the stay or the headrest support. A second strap tensions when the upper chamber is inflated and deployed. Further, when the inflation and deployment are completed, the second fixing portion is located on the outer side in the vehicle width direction and the front side in the vehicle longitudinal direction than the stay and the headrest support. Therefore, the second strap prevents the front portion of the upper chamber from being expanded and deployed outward in the vehicle width direction. Therefore, even if the occupant's head moves obliquely forward during a diagonal collision of the vehicle, the performance of restraining the occupant's head by the upper chamber is stable.

In the vehicle occupant protection device according to the invention set forth in claim 4 , in the invention set forth in any one of claims 1 to 3 , the strap is attached to the rear edge of the lower chamber when inflation and deployment are completed. A third strap connects a third fixing part and a side frame of the seat back frame and tensions when the lower chamber is inflated and deployed; The fixing portion is located on the front side of the side frame in the longitudinal direction of the vehicle.

In the invention according to claim 4 , the third strap that connects the third fixing part, which is a part of the rear edge of the lower chamber, and the side frame when the lower chamber is expanded and expanded is I get nervous sometimes. Further, when the inflation and deployment are completed, the third fixed portion is located on the front side of the side frame in the longitudinal direction of the vehicle. Therefore, the third strap effectively suppresses the lower chamber from expanding and deploying while swinging forward. Therefore, the lumbar region can be restrained such that the inflated and deployed lower chamber overlaps the center of gravity of the lumbar region (sacrum and ilium) when viewed in the vehicle width direction.

In the vehicle occupant protection device according to the invention set forth in claim 5 , in the invention set forth in any one of claims 1 to 4 , the upper end of the upper chamber when inflation and deployment is completed is located above the headrest of the seat. It is located below the upper end in the vehicle vertical direction.

In the invention set forth in claim 5 , the upper end of the upper chamber when inflation and deployment is completed is located below the upper end of the headrest of the seat, so that the upper chamber can be downsized in the vertical direction of the vehicle. As a result, the capacity of the upper chamber can be reduced and the gas supply source can be downsized.

As explained above, the vehicle occupant protection device according to the present invention has an excellent feature of easily stabilizing the inflation and deployment behavior of at least one of the lower chamber capable of restraining the waist of the occupant and the upper chamber capable of restraining the head. have an effect.

FIG. 1 is a schematic side view of the front portion of a vehicle equipped with a vehicle occupant protection device according to a first embodiment. FIG. 2 is a schematic enlarged perspective view of left and right front seats of the vehicle shown in FIG. 1 viewed from the front. FIG. 2 is a schematic enlarged perspective view of left and right front seats of the vehicle shown in FIG. 1 viewed from the rear. FIG. 2 is a schematic enlarged exploded perspective view of the headrest stay of the front seat, the upper frame of the seat back, the headrest support, and the strap shown in FIG. 1. FIG. FIG. 3 is a schematic enlarged front view of the upper frame, the headrest support, and the strap when the assembly is completed. 3 is a schematic enlarged front view of each outer upper part of the seat back of the left and right front seats shown in FIG. 2. FIG. FIG. 2 is a schematic cross-sectional view taken at a front seat position of the vehicle shown in FIG. 1. FIG. 2 is a schematic enlarged side view of a left front seat, a passenger, and a portion of a side airbag when a side collision occurs in the vehicle shown in FIG. 1; FIG. FIG. 2 is a schematic enlarged front view of a portion of a left front seat, an occupant, a seat belt device, and a side airbag when a side collision occurs in the vehicle shown in FIG. 1; FIG. 3 is a schematic side view of the front part of a vehicle according to a comparative example. 11 is a schematic plan view of the left front seat, occupant, seat belt device, and side airbag shown in FIG. 10. FIG. FIG. 11 is an enlarged front view corresponding to FIG. 9 showing a situation when a side collision occurs in the vehicle shown in FIG. 10; FIG. 7 is a schematic plan view of a vehicle occupant protection device according to a second embodiment of the invention when a side collision occurs in a vehicle equipped with the vehicle occupant protection device.

<First embodiment>
A first embodiment of a vehicle occupant protection device 1 according to the present invention will be described below with reference to FIGS. 1 to 12. Note that the arrow UP shown in each figure indicates the upper side in the vehicle vertical direction, the arrow FR indicates the front side in the vehicle longitudinal direction, and the arrow LH indicates the left side in the vehicle left-right direction (vehicle width direction). In the following description, the up-down direction, the front-rear direction, and the left-right direction mean the vehicle up-down direction, the vehicle front-rear direction, and the vehicle left-right direction, respectively.

The vehicle occupant protection device 1 includes a side airbag device 10, front seats 26 and 28 (seats), and a seat belt device 44, which will be described later. Openings are formed on both left and right side surfaces of a vehicle body 14 of a vehicle 12 on which the vehicle occupant protection device 1 is mounted. A B-pillar 18 is provided at the center of the left and right openings in the front-rear direction to divide these openings into a front opening 16 on the front side and a rear opening on the rear side.

Front side doors 22 are provided at the left and right front openings 16 of the vehicle body 14 to open and close the front openings 16.

As shown in FIGS. 1 and 2, a pair of left and right front seats 26 and 28 (seats) are provided in a vehicle interior 14A, which is an internal space of the vehicle body 14. The front seats 26 and 28 are seats in the front row. A pair of left and right slide rail devices (not shown) that slidably support the front seats 26 and 28 in the front and rear directions are provided on the floor of the vehicle compartment 14A. The slide rail device is provided with a locking mechanism for fixing the front and rear seats 26 and 28 at predetermined positions.

A steering wheel 42 is provided at a portion located to the left of the center in the left-right direction of a dashboard 40 provided at the front end of the vehicle interior 14A. That is, in this embodiment, the left front seat 28 is a driver's seat, and the right front seat 26 is a passenger seat. The front seats 26 and 28 have seat cushions 26A, 28A, seat backs 26B, 28B, and headrests 26C, 28C. Side support portions 26B1 and 28B1 are provided at the inner and outer ends of the seatbacks 26B and 28B in the vehicle width direction. As shown in FIGS. 2 and 3, a metal seat back frame 29 is provided inside the seat backs 26B and 28B. The seat back frame 29 includes a pair of left and right side frames 30, an upper frame 32, a lower frame (not shown), and a pair of headrest supports 36 (see FIGS. 4 to 6). A side frame 30 that extends in the vertical direction of each side support section 26B1, 28B1 is provided inside each side support section 26B1, 28B1. Both left and right end portions of the upper frame 32 extending in the left-right direction are connected to upper end portions of the left and right side frames 30. Further, both left and right end portions of the lower frame are connected to lower end portions of the left and right side frames 30. The seat backs 26B, 28B are rotatable about a rotation axis in the vehicle width direction with respect to the seat cushions 26A, 28A. A reclining mechanism (not shown) that can adjust the inclination angle (rotation angle) of the seat backs 26B, 28B with respect to the seat cushions 26A, 28A is provided between the seat backs 26B, 28B and the seat cushions 26A, 28A. .

As shown in FIGS. 2 and 3, the surfaces of the seatbacks 26B and 28B include front surfaces 26B2 and 28B2, a pair of left and right side surfaces 26B3 and 28B3, upper surfaces 26B4 and 28B4, and rear surfaces 26B5 and 28B5. Further, the surfaces of the seat backs 26B and 28B are composed of a plurality of skin materials. Furthermore, the peripheral edges of adjacent skin materials are sewn together with thread. That is, a sewn portion is provided at the peripheral edge of each skin material.

Further, a part of the sewn portions of the seat backs 26B and 28B are constituted by tear seams 26D and 28D shown in bold lines in FIGS. 2 and 3. A tear seam 26D is provided on the right side of the seat back 26B, and a tear seam 28D is provided on the left side of the seat back 28B. The tear seams 26D, 28D are the upper end portions of the adjacent portions of the front surfaces 26B2, 28B2 and the side surfaces 26B3, 28B3, the adjacent portions of the side surfaces 26B3, 28B3 and the upper surfaces 26B4, 28B4, and the adjacent portions of the side surfaces 26B3, 28B3 and the rear surfaces 26B5, 28B5. , and near the upper ends of the rear surfaces 26B5 and 28B5.

As shown in FIG. 4, the upper frame 32 has a front plate part 32A, a top plate part 32B, and a bottom plate part 32C. A pair of left and right upper through holes 33 are provided in the upper plate portion 32B (only one is shown in FIG. 4). The upper through hole 33 includes a circular portion 33A, a rectangular portion 33B, and a rotation stop portion 33C. The circumferential positions of the rectangular portion 33B and the rotation stop portion 33C are shifted from each other by 180°. A pair of left and right bottom through holes 34 are provided in the bottom plate portion 32C (only one is shown in FIG. 4). The bottom through hole 34 includes a circular portion 34A and a rectangular portion 34B. The left and right rectangular portions 34B are located directly below the left and right rectangular portions 33B.

A strap 38 (first strap), which is a flexible band-like member having a predetermined length, is fixed to the upper frame 32 . A through hole 39 including a circular portion 39A, a first rectangular portion 39B, and a second rectangular portion 39C is provided near one end 38A of the strap 38. The circumferential positions of the first rectangular portion 39B and the second rectangular portion 39C are shifted by 90 degrees from each other.

The headrest support 36 (supported member) includes a cylindrical portion 36A, a first annular portion 36B, a second annular portion 36C, a rotation prevention projection 36D, and a retaining projection 36E. A first annular portion 36B is provided at the upper end of the cylindrical portion 36A, and a second annular portion 36C is provided at the center of the cylindrical portion 36A. A locking projection 36D is provided on the lower surface of the second annular portion 36C, and a locking projection 36E is provided near the lower end of the cylindrical portion 36A. The circumferential positions of the rotation prevention projection 36D and the removal prevention projection 36E are shifted by 90 degrees from each other.

When attaching the headrest support 36 and the strap 38 to the upper frame 32, the strap 38 is first placed on the upper surface of the upper plate portion 32B so that the upper through hole 33 and the through hole 39 are coaxial. Next, the retaining protrusion 36E located above the strap 38 is moved to the lower side of the bottom plate part 32C via the first rectangular part 39B, the rectangular part 33B, and the rectangular part 34B. As a result, the locking protrusion 36D that has passed through the second rectangular portion 39C downwardly contacts the upper surface of the upper plate portion 32B while being elastically deformed. Subsequently, the headrest support 36 is rotated 90° clockwise in plan view. As a result, as shown in FIG. 5, the circumferential positions of the rectangular portion 34B and the retaining protrusion 36E are shifted by 90° from each other, and the retaining protrusion 36E comes into contact with the lower surface of the bottom plate portion 32C while being elastically deformed. Furthermore, the rotation stopper projection 36D fits into the rotation stopper portion 33C.

When the headrest support 36 is fixed to the upper frame 32 in this manner, the strap 38 is sandwiched between the lower surface of the second annular portion 36C and the upper surface of the upper plate portion 32B. That is, the strap 38 is fixed to the upper frame 32 (seat back frame 29) and the headrest support 36. Since the outer diameter of the second annular portion 36C is larger than the diameter of the circular portion 39A, even if the strap 38 is pulled, the strap 38 does not separate from the upper frame 32 and the headrest support 36. Further, the lower surfaces of the first annular portions 36B of the left and right headrest supports 36 contact the upper surfaces 26B4, 28B4 of the seatbacks 26B, 28B.

Note that in this specification, when the strap 38 (and the straps 31, 81 described later) is fixed to another member, it means that the relative movement between the strap 38 (31, 81) and the other member is completely regulated. This meaning includes both of the following: and restricting separation of the strap 38 (31, 81) from other members while allowing relative movement with respect to the other members. For example, relative movement of the strap 38 to the headrest support 36 may be completely restricted. Further, the strap 38 may be rotatable relative to the headrest support 36 around the axis of the headrest support 36.

As shown in FIGS. 2 and 3, the left and right headrests 26C and 28C have a pair of left and right metal stays 26C1 and 28C1. Each of the stays 26C1 and 28C1 is a cylindrical member that is substantially parallel to the vertical direction. A plurality of locking grooves (not shown) are formed in the outer circumferential surface of each of the stays 26C1 and 28C1, arranged in the vertical direction. The pair of stays 26C1 and 28C1 of the headrests 26C and 28C are respectively inserted into the cylindrical portion 36A from the upper end openings of the left and right pair of headrest supports 36 (first annular portion 36B) provided on the seatbacks 26B and 28B. As a result, the locking claws (not shown) formed on the inner circumferential surface of each cylindrical portion 36A and the locking groove of any one of the stays 26C1 and 28C1 engage with each other, so that the headrests 26C and 28C Relative movement in the vertical direction with respect to the seat backs 26B and 28B is restricted. Note that when the headrests 26C, 28C are moved upward or downward with strong force, the engagement between the locking pawl and the locking groove is released.

In FIGS. 1 and 7, a dummy P1 for crash testing is seated in the front seats 26 and 28. Dummy P1 is AM50 (50th percentile of American adult males) of the International Side Impact Dummy (WorldSID). Each dummy P1 is seated in the front seats 26 and 28 in a seating manner specified in the side impact test method. Furthermore, the longitudinal positions of the seat cushions 26A, 28A with respect to the vehicle 12 and the inclination angles of the seat backs 26B, 28B with respect to the seat cushions 26A, 28A are adjusted to reference setting positions corresponding to the above seating method. A webbing 46 of a three-point seat belt device 44, which will be described later, is attached to the dummy P1. Hereinafter, the dummy P1 may be referred to as the passenger P1. The seat cushions 26A and 28A support the waist P1w and thigh P1t of the occupant P1. The seat backs 26B and 28B can support the back surface (back) of the chest P1b of the occupant P1. The headrests 26C and 28C can support the head P1h of the occupant P1.

As shown in FIGS. 6 and 7, the vehicle 12 is provided with a pair of left and right seat belt devices 44. The seat belt device 44 includes a webbing 46, a take-up device 48, a shoulder anchor 50, an anchor 52, a tongue 54, and a buckle 56.

One end of the flexible long band-shaped webbing 46 (belt) is provided inside a winding device 48 (see FIG. 7) provided at the lower end of both left and right sides of the vehicle body 14. . As is well known, the take-up device 48 can take up the webbing 46 into the take-up device 48 and can pull the webbing 46 out of the take-up device 48 . Further, the take-up device 48 can lock the webbing 46 from being pulled out from the take-up device 48 when the webbing 46 is suddenly pulled out from the take-up device 48 .

Shoulder anchors 50 are fixed to the left and right B pillars 18. An insertion hole is formed in the shoulder anchor 50. The webbing 46 is inserted through the insertion hole of the shoulder anchor 50, and the webbing 46 is folded back at the insertion hole of the shoulder anchor 50.

Anchors 52 are fixed to the outer ends of the seat cushions 26A, 28A of the front seats 26, 28 in the vehicle width direction. The other end of the webbing 46 is fixed to an anchor 52.

A tongue 54 is provided in a portion of the webbing 46 between the shoulder anchor 50 and the anchor 52. An insertion hole is formed in the tongue 54, and the webbing 46 is movably inserted through the insertion hole.

Buckles 56 are provided at the inner ends of the seat cushions 26A and 28A of the front seats 26 and 28 in the vehicle width direction. The tongue 54 can be attached to and detached from the buckle 56. As shown in FIG. 7, when the tongue 54 is attached to the buckle 56, the shoulder anchor 50 of the webbing 46 and the tongue 54 are attached to the chest P1b and shoulder P1s of each occupant P1 seated in the front seats 26, 28. The shoulder webbing 46A, which is the part in between, comes into close contact.

The vehicle interior 14A is provided with a rear seat (not shown) located on the rear side of the front seats 26 and 28.

Next, the detailed structure of the side airbag device 10 will be explained. The side airbag device 10 includes a strap 31 (third strap), a strap 38 (first strap), a side airbag 60, an inflator 62, an ECU 70, a side impact sensor 72, and an oblique impact sensor 74.

As shown in FIG. 6, a side airbag 60 and an inflator 62 are provided inside the side support portions 26B1 and 28B1 on the outside in the vehicle width direction of the seatbacks 26B and 28B of the front seats 26 and 28.

As shown in FIGS. 1 and 6 to 9, the side airbag 60 has a lower chamber 60A and an upper chamber 60C that communicate with each other. In normal times when the vehicle 12 is not in a collision, the side airbag 60 is stored in a folded state inside the seatbacks 26B and 28B. A portion of the upper chamber 60C and the lower chamber 60A are housed inside the side support parts 26B1 and 28B1. At this time, when viewed from the front, the lower chamber 60A is approximately parallel to the up-down direction, and a portion of the upper chamber 60C is approximately parallel to the left-right direction.

As shown in FIGS. 6 and 7, when the tongues 54 of the left and right seat belt devices 44 are attached to the buckles 56, the left and right shoulder webbings 46A extend toward the vehicle width as they move downward in the vertical direction when viewed from the front. It is inclined with respect to the vertical direction so as to extend inward. Furthermore, when the tongue 54 is attached to the buckle 56, as shown in FIG. 6, when viewed from the front, the inner end in the vehicle width direction of the upper chamber 60C of the side airbag 60 is connected to the upper chamber 60C of the shoulder webbing 46A. It is located on the inner side in the vehicle width direction than other parts located at the same height.

The substantially cylindrical inflator 62 is a so-called cylinder type inflator. As shown in FIG. 6, the inflator 62 is housed inside the side airbag 60 so that the axial direction of the inflator 62 is along the vertical direction of the seatbacks 26B and 28B. Further, the inflator 62 is formed with a plurality of gas ejection ports (not shown) along the circumferential direction of the inflator 62. Further, inside the side airbag 60, a diffuser 64 made of a cylindrical flexible material with both ends open is provided. The inflator 62 is provided inside the diffuser 64. Further, a plurality of stud bolts 62A protruding from the outer circumference of the inflator 62 penetrate the diffuser 64, the side airbag 60, and the side frame 30, and a nut 58 is screwed onto the tip of each stud bolt 62A. ing. Thereby, the inflator 62 is fixed to the side frame 30 together with the side airbag 60 and diffuser 64. The upper part of the diffuser 64 is located above the upper end of the inflator 62 and inside the upper chamber 60C. The lower part of the diffuser 64 is located below the lower end of the inflator 62 and inside the lower chamber 60A.

Furthermore, one end 31A of a flexible strap 31 in the longitudinal direction is fixed to the lower part of the side frame 30 on the outer side in the vehicle width direction of the front seats 26 and 28. The left and right straps 31 are band-like members having a predetermined length. As shown in FIG. 6, the stud bolt 62A located at the lowermost side passes through a through hole (not shown) formed in the end portion 31A of the strap 31, and is screwed into the stud bolt 62A. The strap 31 is sandwiched between the nut 58 and the side frame 30.

Further, the fixed part 60A1 (third fixed part) (see FIGS. 1 to 3), which is a part of the lower chamber 60A of the folded side airbag 60, has an end portion connected to the side frame 30 of the strap 31. An end 31B opposite to 31A is fixed. The fixing portion 60A1 forms a part of the rear edge of the lower chamber 60A and is positioned below the nut 58 (stud bolt 62A) located at the lowest position when the side airbag 60 is fully inflated and deployed. do. When the side airbag 60 is in the folded state, the straps 31 are in a relaxed state.

Further, a fixing part 60B1 (first fixing part) (see FIGS. 1, 6, and 8), which is a part of the lower part 60B of the upper chamber 60C of the folded side airbag 60, has a headrest support 36 of the strap 38. An end 38B opposite to the end 38A connected to is fixed. The fixing portion 60B1 forms part of the rear edge of the upper chamber 60C and is located above the nut 58 (stud bolt 62A) located at the uppermost side when the side airbag 60 is fully inflated and deployed. do. When the side airbag 60 is in the folded state, the straps 38 are in a relaxed state. Any fixing means may be used to fix the side airbag 60 and the straps 31, 38. For example, the fixing means may be threads that sew the side airbag 60 and the straps 31, 38 together.

As shown in FIG. 1, the vehicle 12 is provided with an ECU (electronic control unit) 70. An inflator 62 is electrically connected to the ECU 70. The ECU 70 is an electronic control circuit having a microcomputer including a CPU, ROM, RAM, interface, etc. as a main component. The CPU implements various functions described below by executing instructions stored in a memory (ROM).

Furthermore, the vehicle 12 is provided with a side collision sensor 72 and an oblique collision sensor 74. The side collision sensor 72 is configured to output a side collision signal to the ECU 70 when a side collision of the vehicle 12 is detected or predicted. The oblique collision sensor 74 is configured to output an oblique collision signal to the ECU 70 when an oblique collision of the vehicle 12 is detected or predicted.

(action and effect)
Next, the functions and effects of the first embodiment will be explained.

For example, when a side collision occurs on the left side of the running vehicle 12, the side collision sensor 72 outputs a side collision signal or the oblique collision sensor 74 outputs an oblique collision signal. Alternatively, the side collision sensor 72 outputs a side collision signal and the oblique collision sensor 74 outputs an oblique collision signal. When at least one of the side collision signal and the oblique collision signal is output in this manner, the ECU 70 transmits an activation signal to the left inflator 62.

As a result, as shown in FIGS. 1 and 7 to 9, gas is injected from the gas outlet of the left inflator 62, and the injected gas flows into the left side airbag 60. As a result, the left side airbag 60 ruptures the tear seam 28D of the seatback 28B of the front seat 28 and deforms the skin material forming the left side of the seatback 28B (see imaginary lines in FIGS. 2 and 3). , are inflated and deployed toward the front side, lower side, and upper side of the side support portion 28B1.

As a result, the lower chamber 60A is inflated and deployed forward and downward on the left side of the occupant P1. The fixing portion 60A1 of the lower chamber 60A is located below the nut 58 and stud bolt 62A, which are located at the lowest position. That is, since the fixed part 60A1 is separated from the nut 58 and stud bolt 62A located at the lowest position, the movement of the fixed part 60A1 is not restricted by the nut 58 and stud bolt 62A when the side airbag 60 is inflated and deployed. .

Strap 31 becomes taut when lower chamber 60A is inflated and deployed (see phantom lines in FIG. 1). At this time, in plan view, the fixing portion 60A1 is located on the outer side in the vehicle width direction and the front side of the nut 58 and the stud bolt 62A that are located on the lowermost side. That is, in plan view, the tensioned strap 31 becomes substantially parallel to the front-rear direction. However, at this time, the positions in the vehicle width direction of the fixing portion 60A1 and the nut 58 and stud bolt 62A located at the lowermost side may be the same in plan view. That is, in plan view, the tensioned strap 31 may be parallel to the front-rear direction.

Therefore, the strap 31 prevents the lower chamber 60A from being inflated and deployed while swinging in various directions (particularly toward the front). Therefore, the expansion and deployment behavior of the lower chamber 60A is easily stabilized. Therefore, the lower chamber 60A that has completed inflation and deployment faces the waist P1w and chest P1b of the occupant P1 from the outside in the vehicle width direction. At this time, as shown in FIG. 1, when viewed in the vehicle width direction, the lower chamber 60A overlaps the center of gravity Wg (sacrum and ilium) of the waist P1w in the vehicle width direction.

Furthermore, the upper chamber 60C expands and deploys forward and upward on the left side of the occupant P1. Note that the longitudinal dimension of the lower part 60B of the upper chamber 60C when the side airbag 60 is inflated and deployed is smaller than the longitudinal dimension of the lower chamber 60A and the portion other than the lower part 60B of the upper chamber 60C. The fixing portion 60B1 of the upper chamber 60C is located above the nut 58 and stud bolt 62A, which are located at the uppermost side. That is, since the fixed part 60B1 is separated from the uppermost nut 58 and stud bolt 62A, the movement of the fixed part 60B1 is not restricted by the nut 58 and stud bolt 62A when the side airbag 60 is inflated and deployed. .

Strap 38 becomes taut when upper chamber 60C is inflated and deployed (see phantom lines in FIGS. 1 and 8). At this time, as shown in FIGS. 8 and 9, the fixing portion 60B1 is located on the outer side of the headrest support 36 in the vehicle width direction in a front view (plan view). Furthermore, the fixing portion 60B1 is located slightly forward of the headrest support 36. That is, in plan view, the tensioned strap 38 becomes substantially parallel to the vehicle width direction. However, at this time, the fixing portion 60B1 and the headrest support 36 may be in the same position in the front-rear direction in a plan view. That is, in plan view, the tensioned strap 38 may be parallel to the vehicle width direction.

Therefore, the strap 38 prevents the upper chamber 60C from being inflated and deployed while swinging in various directions. Therefore, the expansion and deployment behavior of the upper chamber 60C is easily stabilized.

Therefore, as shown in FIGS. 7 and 9, when the state in which the upper chamber 60C is fully inflated and deployed is viewed in the front-rear direction, the upper chamber 60C is located above the passenger P1 on the upper side of the outer shoulder P1s of the passenger P1. The shoulder webbing 46A, which restrains the body, is inflated and deployed between the rear surface and the side surface of the head P1h. Therefore, when the head P1h of the occupant P1 is displaced outward in the vehicle width direction during a side collision, the upper chamber 60C is sandwiched between the outer side surface of the head P1h and the rear surface of the shoulder webbing 46A. Thereby, the upper chamber 60C takes a reaction force from the rear surface of the shoulder webbing 46A (that is, uses the rear surface of the shoulder webbing 46A as a support surface) to restrain the head P1h of the occupant P1. As a result, the upper chamber 60C faces the head P1h while receiving a reaction force in the direction of approaching the head P1h from the rear surface of the shoulder webbing 46A, so that the head P1h can be quickly restrained.

Furthermore, since the upper chamber 60C restrains the head P1h while receiving a reaction force, the head P1h can be reliably restrained by the upper chamber 60C even if the internal pressure of the upper chamber 60C is small. Therefore, the capacity (thickness) of the upper chamber 60C can be reduced.

In this way, the action of the straps 31 and 38 stabilizes the expansion and deployment behavior of the lower chamber 60A and the upper chamber 60C. Therefore, the inflation and deployment behavior hardly affects the restraint performance of the lower chamber 60A for the waist P1w and the chest P1b, and the restraint performance of the upper chamber 60C for the head P1h. Therefore, the inflated and deployed left side airbag 60 reliably restrains the waist P1w, chest P1b, and head P1h of the occupant P1, who has moved relative to the left with respect to the vehicle 12 due to inertia caused by the collision.

Further, the end portion 31B of the strap 31 is fixed to a fixing portion 60A1 that is a part of the rear edge of the lower chamber 60A when inflation and deployment are completed. Therefore, the total length of the strap 31 can be made shorter than when the end 31B of the strap 31 is fixed to the front edge of the lower chamber 60A. Therefore, there is little possibility that the strap 31 will inhibit the expansion and deployment of the lower chamber 60A. Similarly, the end 38B of the strap 38 is fixed to a fixing portion 60B1 that is a part of the rear edge of the lower portion 60B of the upper chamber 60C when inflation and deployment are completed. Therefore, the overall length of the strap 38 can be made shorter than when the end 38B of the strap 38 is fixed to the front edge of the upper chamber 60C. Therefore, there is little possibility that the strap 38 will inhibit the inflation and deployment of the upper chamber 60C.

Furthermore, the side frame 30, upper frame 32, and headrest support 36 are constituent members of the seat back 28B. The inflation and deployment behavior of the side airbag 60 is controlled by the strap 31 fixed to the side frame 30 and the strap 38 fixed to the upper frame 32 and headrest support 36. Therefore, regardless of the angle of the seat back 28B with respect to the seat cushion 28A and the sliding position of the front seat 28 in the longitudinal direction with respect to the vehicle body 14, when viewed in the vehicle width direction, the inflated and deployed upper chamber 60C is positioned at the center of gravity of the head P1h. Hg, and the inflated and deployed lower chamber 60A can be made to overlap the center of gravity Wg of the waist P1w. Therefore, even if the upper chamber 60C is small, the upper chamber 60C can restrain the head P1h so as to overlap with the center of gravity Hg when viewed in the vehicle width direction. Note that, as shown in FIGS. 1 and 8, when viewed in the vehicle width direction, the upper end of the upper chamber 60C is located below the upper end of the headrest 28C (the upper end of the head P1h). That is, the size of the upper chamber 60C in the vehicle vertical direction is small. Furthermore, even if the lower chamber 60A is small, the lower chamber 60A can restrain the waist P1w so as to overlap with the center of gravity Wg when viewed in the vehicle width direction. Therefore, the lower chamber 60A and the upper chamber 60C can be made smaller, and the capacity of the side airbag 60 and the inflator 62 can be made smaller.

On the other hand, FIGS. 10 to 12 show a vehicle 12 as a comparative example of the present invention. The front seats 26 and 28 of this vehicle 12 are not provided with a strap 31 and a strap 38. When a side collision occurs on the left side of the vehicle 12, the left side airbag 60 ruptures the tear seam 28D of the seat back 28B of the front seat 28, and inflates forward, downward, and upward of the side support portion 28B1. expand.

When the lower chamber 60A of the side airbag 60 is inflated and deployed, the lower chamber 60A swings in various directions. That is, the expansion and deployment behavior of the lower chamber 60A becomes unstable. Therefore, when the lower chamber 60A, which has completed inflation and deployment, faces the waist P1w and chest P1b of the occupant P1 from the outside in the vehicle width direction, the lower chamber 60A when viewed in the vehicle width direction, as shown in FIG. There is a possibility that the chamber 60A does not overlap the center of gravity Wg of the waist portion P1w in the vehicle width direction.

Further, when the side airbag 60 is inflated and deployed, the upper chamber 60C swings in various directions. That is, the expansion and deployment behavior of the upper chamber 60C becomes unstable. Therefore, as shown in FIGS. 11 and 12, when the completed state of inflation and deployment of the upper chamber 60C is viewed in the front-rear direction, the upper chamber 60C is inflated and deployed on the outer side in the vehicle width direction than the outer shoulder P1s of the occupant P1. be done. Therefore, the upper chamber 60C is inflated and deployed while passing forward through the space below the shoulder webbing 46A. In other words, the upper chamber 60C is not inflated and deployed between the rear surface of the shoulder webbing 46A and the side surface of the head P1h. Therefore, when the head P1h of the occupant P1 is displaced outward in the vehicle width direction during a side collision, the upper chamber 60C is not pinched between the outer side surface of the head P1h and the rear surface of the shoulder webbing 46A. Therefore, the upper chamber 60C cannot face the head P1h while receiving a reaction force in the direction of approaching the head P1h from the rear surface of the shoulder webbing 46A, so there is a possibility that the head P1h cannot be restrained quickly. Furthermore, since the inflation and deployment behavior of the upper chamber 60C is unstable, as shown in FIG. There is a possibility that the directions will not overlap. Furthermore, since the upper chamber 60C does not restrain the head P1h while receiving a reaction force, if the internal pressure of the upper chamber 60C is small, there is a possibility that the head P1h cannot be reliably restrained by the upper chamber 60C. Therefore, the capacity (thickness) of the upper chamber 60C cannot be reduced.

Note that if a side collision occurs on the right side of the vehicle 12 of this embodiment while it is running, the ECU 70 transmits an activation signal to the right inflator 62. In this case, the right side airbag 60 ruptures the tear seam 26D of the seat back 26B of the front seat 26 and deforms the skin material constituting the right side of the seat back 26B, while moving toward the front side and the lower side of the side support portion 26B1. It is inflated and deployed to the sides and upwards. As a result, as shown in FIG. 7, the lower chamber 60A on the right side expands and deploys on the right side of the occupant P1 on the right side. Although not shown, when viewed in the vehicle width direction, the right lower chamber 60A that has completed inflation and deployment overlaps the center of gravity Wg of the waist P1w of the right occupant P1 in the vehicle width direction.

Further, as shown in FIG. 7, when the right side upper chamber 60C is inflated and deployed in a completed state when viewed in the front-rear direction, the upper chamber 60C is located above the outer shoulder P1s of the right side occupant P1. The shoulder webbing 46A, which restrains the upper body, is inflated and deployed between the rear surface and the side surface of the head P1h. Although not shown, when viewed in the vehicle width direction, the right upper chamber 60C that has completed inflation and deployment overlaps the center of gravity Hg of the head P1h in the vehicle width direction.

The right side airbag 60 inflated and deployed in this way restrains the waist P1w, chest P1b, and head P1h of the occupant P1, who has moved relative to the right side with respect to the vehicle 12 due to the inertia force caused by the collision.

Further, when the ECU 70 determines that a rollover has occurred in the vehicle 12 based on a signal output from at least one of the side collision sensor 72 and the oblique collision sensor 74, the ECU 70 transmits an activation signal to the left and right inflators 62. .

<Second embodiment>
Next, a second embodiment of a vehicle occupant protection device 78 according to the present invention will be described with reference to FIG. 13. Note that the same configurations as those in the first embodiment are given the same reference numerals, and description thereof will be omitted as appropriate.

The vehicle occupant protection device 78 of the second embodiment includes a side airbag device 80, front seats 26 and 28 (seats), and a seat belt device 44, which will be described later. The side airbag device 80 includes a strap 31 (not shown in FIG. 13), a strap 38, a side airbag 60, an inflator 62 (not shown in FIG. 13), an ECU 70 (not shown in FIG. 13), and a side impact sensor 72 (not shown in FIG. 13). 13 (not shown), an oblique collision sensor 74 (not shown in FIG. 13), and a strap 81 (second strap).

The flexible strap 81 is a band-shaped member having a predetermined length. A through hole (not shown) is provided near one end 81A of the strap 81 in the longitudinal direction. The vicinity of the end 81A of the strap 81 is vertically overlapped with the vicinity of the end 38A of the strap 38, and the through hole 39 of the strap 38 and the through hole of the strap 81 are connected to the second annular portion of the cylindrical portion 36A of the headrest support 36. A portion located below 36C passes through the straps 38, 81 from the upper side to the lower side. Similar to the first embodiment, the straps 38 and 81 of the second embodiment are sandwiched between the lower surface of the second annular portion 36C of the headrest support 36 and the upper surface of the upper plate portion 32B of the upper frame 32. That is, the straps 38 and 81 are fixed to the upper frame 32 (seat back frame 29) and the headrest support 36.

Furthermore, the fixing part 60C1 (second fixing part), which is a part of the upper chamber 60C of the folded side airbag 60, has an end opposite to the end 81A of the strap 81 connected to the headrest support 36. 81B is fixed. At this time, the strap 81 is in a relaxed state. The fixing portion 60C1 constitutes a part of the front edge at the inner end of the upper chamber 60C in the vehicle width direction when the side airbag 60 is fully inflated and deployed.

(action and effect)
Next, the functions and effects of the second embodiment will be explained.

For example, when a side collision occurs on the left side of the running vehicle 12, at least one of a side collision signal and an oblique collision signal is output, and the ECU 70 sends an activation signal to the left inflator 62. As a result, gas is injected from the gas outlet of the left inflator 62. Therefore, the left side airbag 60 ruptures the tear seam 28D of the seat back 28B of the front seat 28 and deforms the skin material that constitutes the left side of the seat back 28B. Expand and expand upward.

The upper chamber 60C expands and deploys forward and upward on the left side of the occupant P1. The fixed parts 60B1 and 60C1 of the upper chamber 60C are located above the uppermost nut 58 (stud bolt 62A), so when the side airbag 60 is inflated and deployed, the fixed parts 60B1 and 60C1 move. is not regulated by nut 58. However, when the upper chamber 60C is inflated and deployed, the straps 38, 81 become taut (see FIG. 13).

At this time, in a front view (plan view), the fixed portion 60C1 when the inflation and deployment is completed is located on the outer side in the vehicle width direction and the front side in the vehicle longitudinal direction than the headrest support 36 (stay 28C1). That is, in a plan view, the tensioned strap 81 is inclined with respect to the vehicle width direction and the longitudinal direction.

Therefore, the straps 38 and 81 prevent the upper chamber 60C from being inflated and deployed while swinging in various directions. In particular, the strap 81 prevents the front portion of the upper chamber 60C from being expanded and deployed outward in the vehicle width direction. Therefore, the expansion and deployment behavior of the upper chamber 60C is more stable than in the first embodiment. Therefore, even if the head P1h of the occupant P1 moves obliquely forward during an oblique collision of the vehicle 12, the performance of restraining the head P1 of the occupant P1 by the upper chamber 60C is stable.

Although the first and second embodiments of the present invention have been described above, the present invention is not limited to these embodiments.

Any fixing means may be used to fix the straps 38, 81 to the seat back frame 29. For example, by fixing a stud bolt (supported member) to the upper frame 32 and screwing a nut into the stud bolt inserted into a through hole formed in the straps 38, 81, the upper frame 32 and the nut connect the strap 38, 81 may be inserted. In this case, the upper frame 32, stud bolts, and nuts are the fixing means.

The straps 38 and 81 may be fixed only to the upper frame 32 or may be fixed only to a supported member supported by the upper frame 32.

The straps 38, 81 may be fixed to the stays 26C1, 28C1 by inserting the stays 26C1, 28C1 into through holes formed in the straps 38, 81.

Any fixing means may be used to fix the seat back frame 29 (side frame 30) and the strap 31.

The front seats 26 and 28 are provided with the strap 38 and the strap 81, and may not be provided with the strap 31. Further, the front seats 26 and 28 may be provided with the strap 31 and may not be provided with the strap 38 and the strap 81. Further, the front seats 26 and 28 may include the strap 38 and may not include the strap 31 and the strap 81.

A side airbag 60 may be provided in the rear seat. In this case, a seat belt device having the same configuration as the seat belt device 44 is provided in the rear seat.

When the inflation and deployment state of the upper chamber 60C of the side airbag 60 is viewed in the front-rear direction, the upper chamber 60C restrains the upper body of the occupant P1 above the outer shoulder P1s of the occupant P1.Shoulder webbing 46A The front seats 26, 28 (rear seat), the seat belt device 44, and the side airbag 60 may be configured so that they are not inflated and deployed between the rear surface and the side surface of the head P1h.

The front seat 28 may be a passenger seat, and the front seat 26 may be a driver's seat.

1 Vehicle occupant protection device 10 Side airbag device 12 Vehicle 26 28 Front seat (seat)
26B, 28B Seat back 26C, 28C Headrest 26C1, 28C1 Stay 29 Seat back frame 30 Side frame (seat back frame)
31 Strap (3rd strap)
32 Upper frame (seat back frame)
36 Headrest support (supported member)
38 Strap (1st strap)
44 Seat belt device 46A Shoulder webbing 60 Side airbag 60A Lower chamber 60A1 Fixing part (third fixing part)
60B1 Fixed part (first fixed part)
60C Upper chamber 60C1 Fixed part (second fixed part)
78 Vehicle occupant protection device 80 Side airbag device 81 Strap (second strap)
P1 dummy (crew)
P1b Chest P1h Head P1w Waist

Claims (6)

a lower chamber that is expanded and deployed by gas supplied therein so as to face the waist of an occupant seated in the seat from the outside in the vehicle width direction during a side collision of the vehicle;
an upper chamber that communicates with the lower chamber and is expanded and deployed to face the head of the occupant from the outside in the vehicle width direction by gas supplied therein at the time of the side collision;
A flexible member that connects at least the rear edge of the upper chamber when inflation and deployment is completed and a seat back frame of the seat back of the seat, and that is tensioned when the lower chamber and the upper chamber are inflated and deployed. A strap with a sexual nature;
Equipped with
The upper chamber is
When the inflation and deployment complete state with gas supplied inside is viewed in the longitudinal direction of the vehicle, the rear surface of the webbing on the shoulder side that restrains the upper body of the occupant on the upper side of the vehicle at the outer shoulder of the occupant A vehicle occupant protection device that is inflated and deployed between a side surface of the vehicle occupant's head and restrains the occupant's head. The strap is
a first fixing part that is a part of the rear edge of the upper chamber when inflation and deployment is completed; and a stay that is part of the headrest of the seat and slidably supported by the seat back or the seat back. a first strap connected to a headrest support that is attached to an upper frame of a frame and slidably supports the stay, and that tightens when the upper chamber is inflated and deployed;
2. The vehicle occupant protection device according to claim 1, wherein the first fixing portion is located on the outside in the vehicle width direction from the stay and the headrest support when inflation and deployment are completed. The strap is
A second fixed part, which is a part of the front edge of the inner end of the upper chamber in the vehicle width direction when the inflation and deployment is completed, is connected to the stay or the headrest support, and when the upper chamber is inflated and deployed. including a second strap that tensions when
3. The vehicle occupant protection device according to claim 2, wherein the second fixing portion is located on the outer side in the vehicle width direction and the front side in the vehicle longitudinal direction than the stay and the headrest support when inflation and deployment are completed. The strap is
A third fixing part, which is a part of the rear edge of the lower chamber when the inflation and deployment is completed, connects a side frame of the seat back frame, and a third fixing part that is tensioned when the lower chamber is inflated and deployed. Includes 3 straps,
The vehicle occupant protection device according to any one of claims 1 to 3 , wherein the third fixing portion is located forward of the side frame in the longitudinal direction of the vehicle when inflation and deployment are completed. 5. The vehicle occupant protection device according to claim 1 , wherein the upper end of the upper chamber when inflation and deployment is completed is located below the upper end of the headrest of the seat in the vertical direction of the vehicle. When the seat is viewed from the front with the webbing attached to the occupant before gas is supplied to the interior, the inner end of the upper chamber in the vehicle width direction is the upper part of the webbing on the shoulder side. Located on the inside in the vehicle width direction from the part located at the same height as the chamber,
A tear seam provided on a side of the front surface of the seat back includes a portion adjacent to the front and side surfaces of the surface of the seat back, a portion adjacent to the side surface and the top surface of the surface, and a portion adjacent to the side surface and the rear surface of the surface. The vehicle occupant protection device according to any one of claims 1 to 5, wherein the vehicle occupant protection device is provided at an upper end of an adjacent portion of the vehicle and near an upper end of the rear surface.