JP2014046892A - Occupant protection device for vehicle and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively inhibit an occupant from being pitched out to the outside of a vehicle when an offset collision occurs with turning of the vehicle in a simpler constitution.SOLUTION: An occupant protection device for a vehicle includes: an upper trim 15 (a protective member) forming a part of a door trim 14 locked on an inner panel 12; an airbag device 36 disposed between the inner panel 12 and the upper trim 15 to apply the pressing force for pressing the upper trim 15 to the cabin side; a yaw rate sensor 43 and a deceleration sensor 44 for detecting an offset collision of the vehicle; and a main control part 42 for actuating the airbag device 36 on the basis of detection of an offset collision. The upper trim 15 is locked on the inner panel 12 through a locking tool 30 to separates from the inner panel 12 and displace to the cabin side on receiving the pressing force of the airbag device 36 in expansion of the airbag device 36.

Description

  The present invention relates to a protective device that protects passengers in a vehicle compartment in the event of a vehicle collision, and is particularly useful in the case of an offset collision (small overlap collision) in which the amount of overlap in the vehicle width direction is relatively small with respect to an obstacle. The present invention relates to a vehicle occupant protection device and a vehicle on which the device is mounted.

  One form of vehicle offset collision is a so-called small overlap collision in which the amount of overlap in the vehicle width direction with respect to an obstacle is relatively small. For example, FIGS. 10A and 10B show an example in which the traveling vehicle 50 collides with the obstacle 54 in the vicinity of the end portion on the driver seat side in the vehicle width direction. In such a case, a force (rotational moment) that tries to go around to the opposite side of the obstacle 54 acts on the vehicle 50 with the collision part with the obstacle as a fulcrum. As a result, there is a risk that the driver 52 may be released from the side door (window opening or the like) on the driver's seat side to the outside of the vehicle.

  In order to protect an occupant from such a danger, it is effective to mount a so-called curtain airbag device in which an airbag is deployed so as to cover the window opening of the side door downward from the roof side portion. However, since it is assumed that the vehicle has a roof side portion in order to mount such a curtain airbag device that extends from the top to the bottom, such a curtain airbag device is mounted on a so-called open car or the like. However, when traveling in an open state in which the roof including the roof side portion is accommodated, the effect cannot be exhibited.

  In recent years, a vehicle occupant protection device as disclosed in Patent Document 1 has been proposed. This vehicle occupant protection device is considered to be effective in preventing occupants from being released from the vehicle in an open car. That is, in this device, an air bag device is disposed inside a cover body provided on the side door of the passenger compartment, and when a vehicle collision is detected, the air bag is inflated (deployed). Along with this, the cover body is cleaved and separated into two parts, upper and lower, and the upper part thereof is inverted to the vehicle outer side to support the airbag in an upright state from the vehicle outer side. Therefore, at the time of a vehicle collision, the occupant is prevented from being released out of the vehicle because the cover body and the airbag become walls.

JP 2012-71673 A

  However, in the occupant protection device described in Patent Document 1, a cover body having a structure that can be cleaved as the airbag is inflated is assembled on the side door compartment side, and the cleaved upper part of the cover body is located outside the vehicle. Since it is necessary to provide a hinge member or the like so as to be smoothly reversed, the structure of the door becomes complicated.

  The present invention has been made in view of the above circumstances, and effectively suppresses the rotation of the vehicle due to an offset collision (small overlap collision) and the release of an occupant outside the vehicle with a simpler configuration. It is an object of the present invention to provide a vehicle occupant protection device that can be used.

  In order to solve the above-described problem, a vehicle occupant protection device according to one aspect of the present invention is a vehicle occupant protection device that is locked to a door panel and is a door trim that forms a side door together with the door panel. A protective member that forms a portion, and an operating means that is arranged between the door panel and the protective member and applies a pressing force that presses the protective member toward the passenger compartment by operating. Detection means for detecting an offset collision of a vehicle, and control means for operating the operation means based on detection of the offset collision, and the protection member receives the pressing force by the operation means from the door panel It is locked to the door panel so as to be detached and displaced toward the passenger compartment.

  According to this vehicle occupant protection device, when an offset collision of the vehicle is detected, the control means operates the operation means, and the protection member forming a part of the door trim is disengaged from the door panel and displaced to the vehicle compartment side. . According to this configuration, the occupant is restrained in the passenger compartment by the protective member due to the protective member being displaced toward the vehicle compartment, and the occupant is restrained from moving toward the side door. Accordingly, even when the vehicle rotates due to an offset collision (small overlap collision), the occupant is prevented from moving to the side door side by the protective member, so that the occupant is prevented from being released to the outside of the vehicle. The Moreover, according to this configuration, the protective member that forms a part of the door trim is simply disengaged from the door panel and displaced toward the passenger compartment, so that the occupant can be discharged outside the vehicle with a simple configuration. It becomes possible to suppress.

  As a more specific configuration, the detection means includes first detection means for detecting deceleration of the vehicle, and second detection means for detecting a parameter relating to rotation around the vertical axis of the vehicle. These first detection means The offset collision is detected based on the detection result by the second detection means. As another configuration, the detection means is installed at a position in the vicinity of the front end of the vehicle and in the vicinity of both ends in the vehicle width direction, and first detection means for detecting the deceleration or the collision pressure of the vehicle, respectively The offset collision may be detected based on detection results of the first detection means and the second detection means.

  According to these configurations, it is possible to appropriately detect the offset collision of the vehicle and operate the protection member (that is, the protection member is detached from the door panel and displaced toward the passenger compartment). In particular, according to the former configuration, since it is possible to actually detect that the vehicle is in a rotating state, it is possible to more reliably detect an offset collision that accompanies rotation and operate the protection member.

  In the above vehicle occupant protection device, the door trim includes an upper door trim positioned at an upper edge of the door body of the side door and extending in the vehicle front-rear direction, and a lower door trim positioned below the upper door trim, The protective member is preferably the upper door trim.

  According to this configuration, the occupant can be restrained in the vehicle interior by the protective member (upper door trim) with a simple configuration and without being influenced by the seating position of the occupant in the front-rear direction.

  In this case, the actuating means applies the pressing force to the front end portion of the protection member in the vehicle front-rear direction, and the protection member receives the pressing force, thereby using the rear end portion of the vehicle front-rear direction as a fulcrum. It is preferable that the door panel is locked so as to be pivotally displaced toward the passenger compartment.

  According to this configuration, since the front end portion of the protective member is displaced obliquely toward the rear of the vehicle, the occupant from the front side with respect to the direction of the inertial force acting on the occupant at the time of an offset collision involving rotation. Can be restrained. Therefore, it becomes possible to restrain an occupant in a vehicle interior more effectively.

  In the above vehicle occupant protection device, the protective member is locked to the door panels of the left and right side doors of the vehicle, and the operating member is disposed. Is detected based on the detection results of the first and second detection means, and the side door protective member on the side where the vehicle has collided with the obstacle is displaced among the left and right side doors. The actuating means may be actuated to achieve this.

  According to this structure, it becomes possible to operate an operation member only about the side door of a side with high possibility that a passenger | crew will be discharge | released out of a vehicle among right and left side doors.

  In the above vehicle occupant protection device, the operating means is an air bag device including an air bag and an inflator that expands the air bag by filling a gas in the air bag. The pressing force may be applied to the protective member by being brought into pressure contact with the protective member as it is deployed, and the actuating means is an actuator that can extend toward the vehicle interior. The pressing force may be applied to the protection member by pressing against the protection member.

  According to these configurations, the protection member can be appropriately detached from the door panel at the time of an offset collision. In particular, according to the former configuration, the protective member is elastically supported from the rear side by the deployed airbag, so that the impact received by the occupant when restrained by the protective member is reduced. Moreover, according to the latter structure, it becomes possible to act | operate a protection member rapidly, restraining the occupation space of an operation means.

  On the other hand, a vehicle according to an aspect of the present invention is a vehicle having an openable / closable roof, on which any one of the above vehicle occupant protection devices is mounted.

  According to this configuration, in a so-called open car, it is possible to effectively suppress the occupant from being released outside the vehicle during vehicle rotation due to an offset collision.

  As described above, according to the vehicle occupant protection device and the vehicle of the present invention, the release of the vehicle occupant outside the vehicle when the vehicle rotates due to a vehicle offset collision (particularly, a small overlap collision) can be achieved with a simpler configuration. It becomes possible to suppress effectively.

1 is a schematic plan view showing a first embodiment of a vehicle according to the present invention (a vehicle equipped with the vehicle occupant protection device of the present invention). It is a perspective view which shows a side door (driver's seat side). It is sectional drawing which shows the side door (driver's seat side) before a vehicle collision ((a) is sectional drawing along a horizontal surface, (b) is sectional drawing along the III-III line of (a)). . It is sectional drawing which shows the side door (driver's seat side) at the time of a vehicle collision ((a) is sectional drawing along a horizontal surface, (b) is sectional drawing along the VV line of (a)). . It is a flowchart which shows the example of control of the airbag apparatus by a main control part. It is a schematic diagram which shows the effect of this invention. FIG. 6 is a schematic plan view showing a second embodiment of a vehicle according to the present invention (a vehicle equipped with the vehicle occupant protection device of the present invention). It is a flowchart which shows the example of control of the airbag apparatus by a main control part. It is sectional drawing which shows the modification of a side door. FIG. 4 is an explanatory diagram for explaining the behavior of a vehicle at the time of an offset collision (small overlap collision) ((a) shows a state before the collision and (b) shows a state of the vehicle in the collision).

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
(First embodiment)
FIG. 1 is a schematic plan view showing a first embodiment of a vehicle according to the present invention (a vehicle equipped with the vehicle occupant protection device of the present invention). A vehicle 1A shown in the figure is a so-called open car having an openable / closable roof. More specifically, the vehicle 1A is a two-seater type vehicle without a rear seat. The vehicle 1A includes a vehicle main body 2 and side doors 4a and 4b that are swingably supported on the left and right sides of the vehicle main body 2 in order to open and close the side surfaces of the vehicle. In the figure, the left side is the front side of the vehicle 1A, and reference numeral 6 denotes a steering wheel. The vehicle 1 is a so-called left-hand drive vehicle, and the steering wheel 6 is provided on the left seat side.

  FIG. 2 schematically shows a side door 4a on the driver's seat side in a perspective view.

  As shown in the figure, the side door 4a includes a door main body 10, a door glass 18, a door trim 14 and the like assembled on the side surface of the door main body 10 on the passenger compartment side.

  The door body 10 includes an outer panel 11 positioned on the vehicle outer side and an inner panel 12 positioned on the vehicle inner side (see FIG. 3). For example, the outer panel 11 is made of an aluminum alloy such as an Al—Mg alloy, while The panel 12 is made of a steel alloy such as low carbon steel.

  The door body 10 includes a pair of upper and lower door hinges 13a and 13a at the front end portion (right end portion in FIG. 2). The door hinges 13a and 13a are connected to the vehicle body 2 so that the vehicle body 2 is rocked. It is supported freely.

  The door glass 18 is supported in a space between the panels 11 and 12 constituting the door main body 10 so as to be able to be raised and lowered, and is raised to a position above the door main body 10 by a lifting device (not shown). And a lowered position where most of the door body 10 is accommodated. As described above, the vehicle main body 2 is an open car, and therefore the door main body 10 is not provided with a window frame (door sash).

  The door trim 14 is assembled to the door main body 10 so as to cover the side surface of the door main body 10 on the passenger compartment side. The door trim 14 is located at the upper end edge of the door body 10 and includes an elongated upper trim 15 extending in the vehicle front-rear direction (hereinafter simply referred to as the front-rear direction), and a lower trim 16 positioned below the upper trim 15. A bulging portion 20 serving as an armrest for a passenger (driver) is formed at the lower end of the lower trim 16 in the vertical direction, and a drink pocket 22 and an operation switch 24 for the door glass 18 are provided in the bulging portion 20. It has been. The lower trim 16 is provided with a grip handle 26 that extends in the vertical direction across the bulging portion 20 and the lower trim upper end.

  As shown in FIGS. 3 (a) and 3 (b), an air bag device 36 (main) is provided between the upper trim 15 (corresponding to the protective member of the present invention) and the door body 10 (inner panel 12). Corresponding to the operation means of the invention) is arranged, and the upper trim 15 is moved to the vehicle compartment side by the operation of the air bag device 36 so that the upper trim 15 is displaced to the passenger compartment side. 10 is locked. Hereinafter, this point will be described in detail.

  The upper trim 15 has a substantially inverted L-shaped cross section including a side wall 15a extending in the vertical direction and an upper wall 15b extending from the upper end of the side wall 15a toward the vehicle outer side and overlapping the upper end of the inner panel 12. It has the shape of The upper end portion of the lower trim 16 has a shape that sinks to the outside (vehicle outer side) of the lower end portion of the upper trim 15, whereby the side surface of the upper trim 15 (side wall portion 15 a) and the lower trim are formed in the vehicle interior. The 16 side surfaces are substantially continuous in the vertical direction.

  The upper trim 15 is locked to the inner panel 12 at a plurality of locations. Specifically, the door is provided via the locking tool 30 at a total of six locations, two at each of the upper and lower portions of the front end portion and the rear end portion of the side wall portion 15a and two upper and lower portions at the middle portion in the front-rear direction of the side wall portion 15a. The main body 10 is locked to the inner panel 12.

  More specifically, as shown in FIG. 3A, a substantially box-shaped locking portion 15c protruding outward (inner panel 12 side) is integrally formed in each of the above-mentioned portions of the side wall portion 15a. .

  On the other hand, the locking tool 30 includes a main body 32 having hook portions (first hook portion 33a and second hook portion 33b) facing each other, and a belt extending from the main body 32 and having a third hook portion 33c at the tip. 34, and the main body 32 and the belt 34 are integrally formed of the same resin material. The first hook portion 33a is inserted and locked in the opening formed in the distal end surface of the locking portion 15c, while the second hook portion 33b is inserted and locked in the opening formed in the inner panel 12. By being stopped, the upper trim 15 and the inner panel 12 are locked to each other via the locking tool 30. Further, the third hook portion 33c is inserted and locked in the opening formed on the side surface of the locking portion 15c, so that the locking tool 30 and the locking portion 15c of the upper trim 15 tie the belt 34. Are connected through.

  In the assembly process of the side door 4a, the second hook portions 33b of the respective locking tools 30 are connected to the inner portions in a state in which the locking tools 30 are previously attached (locked) to all the locking portions 15c of the upper trim 15. By pressing the upper trim 15 against the inner panel 12 so as to be inserted into the opening of the panel 12, the upper trim 15 is assembled to the inner panel 12.

  Here, among the hook portions 33a to 33c of the locking tool 30, the first hook portion 33a has a lower locking strength (tensile strength) than the locking strength of the other hook portions 33b and 33c. It is formed to become. Specifically, as will be described later, when the upper trim 15 receives a predetermined pressing force by the airbag 37 in accordance with the operation of the airbag device 36, only the first hook portion 33a is broken, and the upper trim 15 The locking tool 30 is formed so as to be detached from the door body 10 while maintaining a connection state with the door body 10 (inner panel 12) via the belt 34.

  The airbag device 36 includes an airbag 37, an inflator 38, and a case (not shown) in which the airbag 37 and the inflator 38 are accommodated. As shown in FIGS. 1 and 3A, the airbag device 36 is disposed at the front end portion of the upper trim 15 and between the upper trim 15 and the door body 10 (inner panel 12). The inner panel 12 is fixed to the side surface of the inner panel 12 via the fixing bracket 39.

  The airbag 37 is made of a woven fabric or the like, and is accommodated in a folded state in the case in a normal state. The airbag 37 is deployed between the upper trim 15 and the door body 10 as shown in FIGS. 4 (a) and 4 (b) by receiving supply of inflation gas from the inflator 38 at the time of vehicle offset collision. With this development, the front end of the upper trim 15 is pressed against the vehicle interior while being pressed against the vehicle interior, so that the upper trim 15 is moved away from the door body 10 (inner panel 12) toward the vehicle interior. Displace.

  The locking tool 30 that locks the upper trim 15 to the door body 10 is formed such that the belt length of the belt 34 is shorter as the locking tool 30 is located at the rear end of the upper trim 15. . Thus, when the airbag 37 is deployed at the front end portion of the upper trim 15, the front end portion of the upper trim 15 is rotationally displaced toward the passenger compartment side with the rear end portion as a fulcrum. At this time, in this example, the amount of displacement of the upper trim 15 in the vehicle width direction accompanying the deployment of the airbag 37, more specifically, the amount of displacement d of the portion of the upper trim 15 that contacts the occupant accompanying the displacement (see FIG. The length of the belt 34 of each locking tool 30 is set, and the size of the airbag 37 at the time of deployment is set so that (b) is about 50 mm to 100 mm.

  The configuration of the side door 4a on the driver's seat side of the vehicle 1A has been described above with reference to FIGS. 2 to 4. However, the side door 4b on the passenger seat side of the vehicle 1A has a substantially equivalent configuration.

  As shown in FIG. 1, the vehicle 1A includes an electronic control unit (ECU) 40 that controls the airbag devices 36 of the side doors 4a and 4b. The ECU 40 is a main control unit composed of a well-known CPU that executes logical operations, a ROM that stores various programs for controlling the CPU in advance, a RAM that temporarily stores various data during operation of the apparatus, and the like. 42, and a yaw rate sensor 43 (corresponding to the first detecting means of the present invention) for detecting yawing of the vehicle 1A.

  Further, a deceleration sensor 44 (corresponding to the second detection means of the present invention) for detecting a collision is installed in the engine room of the vehicle 1A, and this deceleration sensor 44 is connected to the ECU 40 (main control unit). 42).

  The main control unit 42 detects an offset collision that accompanies the rotation of the vehicle 1A based on input signals from the yaw rate sensor 43 and the deceleration sensor 44, and based on this detection, the air bag device of each side door 4a, 4b. 36 is activated. That is, the airbag 37 is deployed by supplying inflation gas from the inflation 38 to the airbag 37. Hereinafter, the control of the airbag device 36 by the main control unit 42 will be described based on the flowchart of FIG.

When the control operation of the airbag device 36 is started by starting the engine of the vehicle 1A, the main control unit 42 receives signals from the yaw rate sensor 43 and the deceleration sensor 44 (step S1). Whether or not a collision has occurred is determined based on the input signal (step S3). Specifically, by comparing the detected value D (deceleration) and a preset comparison value D ₀ by the deceleration sensor 44, wherein, if the detection value D is equal to or greater than the comparative value D _0, the main control The unit 42 determines that a collision has occurred.

If it is determined that a collision has occurred in the vehicle 1A (YES in step S3), the main control unit 42 further determines whether or not the current collision involves rotation of the vehicle 1A. It is determined whether the offset collision is accompanied by rotation that is released outside the vehicle (step S5). Specifically, the detection value Y by the yaw rate sensor 43; compare the comparison value Y ₀ set in advance (the yaw rate parameter one related to the rotation around the vertical axis of the vehicle), where the detection value Y is compared value In the case of _Y0 or more, the main control unit 42 determines that the current collision is an offset collision involving the rotation of the vehicle 1A.

  When it is determined that the collision of the vehicle 1A is an offset collision involving rotation (YES in step S5), the main control unit 42 determines that the rotation direction of the vehicle 1A is based on the input signal from the yaw rate sensor 43. If the center of gravity of 1A is used as a fulcrum, it is determined whether or not it is counterclockwise (counterclockwise) (step S7). Here, when the rotation of the vehicle 1A is counterclockwise, the main control unit 42 operates the airbag device 36 of the side door 4a on the driver's seat side (step S9), while the rotation of the vehicle 1A is counterclockwise. When the vehicle is not rotating (in the case of clockwise rotation), the airbag device 36 of the side door 4b on the passenger seat side is operated. Thus, by operating each airbag apparatus 36, the upper trim 15 of the side doors 4a and 4b is made to detach | leave from the door main body 10, and is displaced to the vehicle interior side.

In the process of the step S3, when a collision of the vehicle 1A is judged not to occur (when the detected value D is less than the comparative value D _0), and in the process of step S5, if not accompanied by rotation of the vehicle 1A If it is determined (when the detection value Y is less than the comparison value Y _0), the main control unit 42, respectively proceeds to the process at step S1.

  As described above, in the vehicle 1A, the main control unit 42 determines whether or not the collision that has occurred in the vehicle 1A is an offset collision that involves rotation based on signal inputs from the yaw rate sensor 43 and the deceleration sensor 44. Then, the air bag device 36 is operated. Therefore, in this example, the yaw rate sensor 43, the deceleration sensor 44, and the main control unit 42 function as detection means of the present invention and function as control means of the present invention.

  According to the vehicle 1A as described above, when the traveling vehicle 1A causes a so-called small overlap collision (offset collision) that collides with an obstacle near the end in the vehicle width direction, Can be effectively suppressed. In other words, the vehicle 1A collides with an obstacle in the vicinity of the end on the driver's seat side in the vehicle width direction, and the vehicle 1A turns counterclockwise so as to turn around the opposite side of the obstacle with the collision part with the obstacle In this case (see FIGS. 10A and 10B in the background art), in this case, the inertial force toward the left front of the vehicle 1A acts on the occupant. However, there is a risk of being released from the side door 4a on the driver's seat side to the outside of the vehicle. However, according to the vehicle 1A, when such a collision occurs, the air bag device 36 of the side door 4a on the driver's seat side operates (step S9 in FIG. 5), whereby the side door 4a The upper trim 15 is detached from the door body 10 and is displaced toward the passenger compartment. When the upper trim 15 is displaced toward the passenger compartment as described above, the driver M is restrained in the passenger compartment by the upper trim 15 as shown in FIG. The driver M is restrained from moving at the same time. Therefore, the driver M is effectively prevented from being released to the outside by the inertial force F. Further, when the vehicle 1A collides with an obstacle in the vicinity of the end of the passenger seat and the vehicle 1A rotates clockwise with the collision part with the obstacle as a fulcrum, inertia toward the right front of the vehicle 1A. As a result of the force acting on the occupant, there is a risk that the passenger in the passenger seat may be released from the side door 4b on the passenger seat side to the outside of the vehicle. In this case, the airbag device for the side door 4b on the passenger seat side 36 is activated (step S11 in FIG. 5), whereby the upper trim 15 is displaced toward the passenger compartment side, thereby effectively suppressing the passenger in the passenger seat from being released to the outside of the vehicle. Therefore, according to the vehicle 1A, as described above, it is possible to effectively suppress the occupant from being released outside the vehicle when a small overlap collision (offset collision) occurs.

  Although not mentioned in the above embodiment, the side doors 4a and 4b (door body 10) are designed so that the upper end portions thereof are positioned around the shoulders of the seated occupant. The upper trim 15 is located in a portion extending from the upper arm portion of the occupant seated in the driver's seat to the shoulder portion. And as above-mentioned, the upper trim 15 has the elongate shape extended in the front-back direction of the side doors 4a and 4b, and is rotationally displaced to the vehicle interior side by using a rear end part as a fulcrum with the action | operation of the airbag apparatus 36. . Therefore, when an offset collision occurs in the vehicle 1A, the upper trim 15 is applied to the portion extending from the upper arm portion of the occupant to the shoulder portion without depending on the position of the seat in the front-rear direction and the inertial force. It can be pressed against the occupant from substantially the front in the direction of F (see the white arrow in FIG. 6). Accordingly, the occupant can be effectively restrained by the upper trim 15, and thus the occupant can be highly suppressed from being released to the outside of the vehicle.

  Moreover, in the vehicle 1 </ b> A, since the airbag device 36 is applied as means for actuating the upper trim 15 (actuating means), there is also an advantage that an occupant is less likely to receive an impact by the upper trim 15. That is, since the upper trim 15 is elastically supported from the rear side by the deployed airbag 37, the impact force received by the occupant during the collision with the upper trim 15 is mitigated by the cushion effect. Therefore, there is an advantage that the driver M can be restrained more safely in the passenger compartment.

  Further, based on detection signals from the yaw rate sensor 43 and the deceleration sensor 44, of the left and right side doors 4a and 4b of the vehicle 1A, the upper part of the side doors 4a and 4b on the side where the occupant is likely to be released outside the vehicle. Since the trim 15 is actuated, there is also an advantage that it is possible to suppress inconvenience that the unnecessary upper trim 15 is actuated to make the passenger feel uneasy.

(Second Embodiment)
FIG. 7 is a schematic plan view of a vehicle 1B according to the second embodiment of the present invention. The basic configuration of the vehicle 1B shown in this figure is the same as that of the vehicle 1A of the first embodiment. Therefore, in the following description, the same reference numerals are given to the components common to the vehicle 1A, and the description is omitted. Next, differences from the vehicle 1A will be described.

  The vehicle 1B is different from the vehicle 1A of the first embodiment in the configuration of a control system for operating the airbag device 36. Specifically, the vehicle 1B includes two collision sensors as sensors for operating the airbag device 36, instead of the yaw rate sensor 43 and the deceleration sensor 44. Specifically, the vehicle 1B includes a first collision sensor 45a (corresponding to the first detecting means of the present invention) at a position near the driver seat side end in the vehicle width direction, and in the vehicle width direction. Is provided with a second collision sensor 45b (corresponding to the second detecting means of the present invention) at a position near the end on the passenger seat side. These collision sensors 45a and 45b detect a collision pressure with an obstacle, and are arranged in regions within 25% from both ends in the vehicle width direction. In this example, both the collision sensors 45a and 45b are fixed to the bumper reinforcement of the vehicle 1B.

  The main control unit 42 detects an offset collision of the vehicle 1B based on input signals from the collision sensors 45a and 45b, and operates the airbag device 36 of each side door 4a and 4b based on this detection. Hereinafter, control of the airbag device 36 by the main control unit 42 will be described based on the flowchart of FIG.

When the control operation of the airbag device 36 is started by starting the engine of the vehicle 1B, the main control unit 42 receives signals from the collision sensors 45a and 45b (step S11), and first inputs from the collision sensors 45a and 45b. Based on the signal, it is determined whether or not a collision has occurred on the driver seat side at the front end of the vehicle (step S13). Specifically, the detection value P ₁ (collision pressure) of the first collision sensor 45a is compared with a preset comparison value P _{01. If} the detection value P ₁ is equal to or greater than the comparison value P ₀₁ , the main control is performed. The unit 42 determines that a collision has occurred on the driver's seat side.

When it is determined that a collision has occurred on the driver's seat side (YES in step S13), the main control unit 42 further determines whether or not a collision has occurred on the passenger seat side of the vehicle 1B (step S15). Specifically, the detection value P ₂ (collision pressure) of the second collision sensor 45b is compared with a preset comparison value P _{02. If} the detection value P ₂ is equal to or greater than the comparison value P ₀₂ , the main control is performed. The unit 42 determines that a collision has occurred on the passenger seat side. In this case, since a collision occurs on both the driver seat side and the passenger seat side, the collision is not a so-called offset collision, and it is unlikely that the occupant is released from the side doors 4a and 4b. Therefore, the main control unit 42 ends the flowchart without operating any of the airbag devices 36 of the left and right side doors 4a and 4b.

  On the other hand, if NO is determined in step S15, that is, if a collision is detected only on the driver's seat side, the collision is an offset collision, and therefore the vehicle 1B may have caused an offset collision with a counterclockwise rotation. High nature. Therefore, the main control unit 42 operates the airbag device 36 of the side door 4a on the driver's seat side to disengage the upper trim 15 of the side door 4a from the door body 10 and displace it to the passenger compartment side (step) S17).

If it is determined in step S13 that no collision has occurred on the driver's seat side (NO in step S13), has the main control unit 42 detected that a collision has occurred on the passenger seat side of the vehicle 1B? It is determined whether or not (step S19). Specifically, similarly to the processing in step S15, the detected value is compared with the P ₂ with a preset comparison value P ₀₂ of the second crash sensor 45b, whether or not the detection value P ₂ comparison value P ₀₂ or more Judging. If YES is determined here, that is, if a collision is detected only on the passenger seat side, the collision is an offset collision, and therefore the vehicle 1B may have caused an offset collision with clockwise rotation. Is expensive. Therefore, the main control unit 42 operates the airbag device 36 of the side door 4b on the passenger seat side to disengage the upper trim 15 of the side door 4b from the door body 10 and displace it to the passenger compartment side (step) S21).

  If NO is determined in step S19, the main control unit 42 proceeds to step S11 because no collision has occurred in the vehicle 1B.

  In the vehicle 1B of the second embodiment as described above, as in the case of the vehicle 1A of the first embodiment, when a so-called small overlap collision (offset collision) occurs in the traveling vehicle 1B, the left and right sides Of the doors 4a and 4b, the upper trim 15 of the side doors 4a and 4b on the side where the occupant is likely to be released to the outside of the vehicle is displaced toward the passenger compartment, thereby effectively releasing the occupant to the outside of the vehicle. Can be suppressed.

  In this vehicle 1B, the main control unit 42 determines (detects) whether or not an offset collision has occurred in the vehicle 1B based on the signal input from the collision sensors 45a and 45b. Operate. Therefore, in this example, the collision sensors 45a and 45b and the main control unit 42 function as the detection means of the present invention and function as the control means of the present invention.

  By the way, the vehicles 1A and 1B described above are examples of the embodiment of the vehicle of the present invention (the vehicle on which the vehicle occupant protection device of the present invention is mounted), and the vehicle occupant protection device and this are mounted. The specific configuration of the vehicle can be changed as appropriate without departing from the scope of the present invention.

  For example, each embodiment includes an elongated upper trim 15 that extends in the front-rear direction along the upper edge of the side doors 4a, 4b (door body 10) as the protective member of the present invention. However, the position, size, shape, etc. of the protective members in the side doors 4a, 4b are not limited to these embodiments, and the occupant is more reliably prevented from being released outside the vehicle. As appropriate, the vehicle 1A, 1B is appropriately selected according to the specific structure.

  Further, as the means (operating means) for displacing the upper trim 15 (protective member) to the passenger compartment side, the airbag device 36 is applied in each of the above embodiments, but other operating means may be applied. Good. For example, FIG. 9 is an example. This configuration is an example in which an extension type actuator 48 is interposed between the upper trim 15 and the door main body 10 (inner panel 12) instead of the airbag device 36. The extension type actuator 48 includes a main body 49a fixed to the door main body 10 and a rod 49b accommodated in the main body 49a. The rod 49b is ignited by ignition of the initiator in the main body 49a. It is comprised so that it may protrude from 49a instantly. That is, by pressing the upper trim 15 by the rod portion 49b, the upper trim 15 is displaced toward the passenger compartment.

  Moreover, in each said embodiment, although the upper trim 15 is latched by the door main body 10 via the latching tool 30, the specific structure of this latching tool 30 is not limited to embodiment. . In short, it is only necessary that the upper trim 15 can be displaced toward the vehicle compartment side while being detached from the door body 10 in accordance with the operation of the airbag device 36 (actuating means). Further, the locking device 30 is not necessarily provided with the belt 34, but according to the configuration including the belt 34 as in the embodiment, the movable range of the upper trim 15 is regulated by the belt 34. There is an advantage that the upper trim 15 is prevented from falling off from the door body 10 completely, and the collision force that the occupant receives from the upper trim 15 due to the operation of the airbag device 36 is reduced. Note that a locking portion for the door main body 10 may be provided in the upper trim 15 so that the upper trim 15 is locked directly to the door main body 10.

  Moreover, in each said embodiment, the said upper trim 15 is made into a vehicle interior by rotating the elongate upper trim 15 extended in the front-back direction along the upper-end edge part of the side doors 4a and 4b by using the rear-end part as a fulcrum. However, the upper trim 15 may be translated in the vehicle width direction.

  Further, in each of the above embodiments, only the upper trim 15 of the side doors 4a and 4b on the side doors 4a and 4b on which the occupant is likely to be released out of the vehicle is operated. The doors 4a and 4b may always be operated. According to this configuration, it is not necessary to determine which side of the side doors 4a, 4b is to be actuated, so the configuration of the vehicle occupant protection device and the control burden on the main control unit 42 are reduced. It becomes possible to do.

  Moreover, although the collision sensors 45a and 45b of the said 2nd Embodiment detect the collision pressure with an obstruction, the deceleration sensor which detects the deceleration of the vehicle 1B is applied as these collision sensors 45a and 45b. May be. In this case, the main control unit 42 compares the detection values (deceleration) of the collision sensors 45a and 45b, and determines that an offset collision has occurred when the difference between these detection values is equal to or greater than a certain value. What is necessary is just to comprise so that the airbag apparatus 36 may be operated.

  Further, in each of the above embodiments, the example in which the present invention is applied to a two-seater type open car having an openable roof has been described, but the present invention is of course applicable to other vehicles, In this case, for a four-door type vehicle, each door may have a configuration corresponding to the side doors 4a and 4b (the upper trim 15 and the airbag device 36).

1A, 1B Vehicle 2 Vehicle body 4a, 4b Side door 10 Door body 14 Door trim 15 Upper trim 16 Lower trim 36 Airbag device 40 ECU
42 Main Control Unit 43 Yaw Rate Sensor 44 Deceleration Sensor

Claims (9)

An occupant protection device for a vehicle,
A protective member that is locked to the door panel and forms a part of a door trim that forms a side door together with the door panel;
Actuating means that is arranged between the door panel and the protective member and applies a pressing force that presses the protective member toward the passenger compartment side by operating the protective member;
Detecting means for detecting an offset collision of the vehicle;
Control means for operating the operating means based on detection of the offset collision,
The vehicle occupant protection device according to claim 1, wherein the protection member is locked to the door panel so as to be detached from the door panel and displaced toward the passenger compartment side by receiving the pressing force by the operating means. The vehicle occupant protection device according to claim 1,
The detection means includes first detection means for detecting deceleration of the vehicle, and second detection means for detecting a parameter relating to rotation around the vertical axis of the vehicle, and detection by the first detection means and the second detection means. An occupant protection device for a vehicle, wherein the offset collision is detected based on a result. The vehicle occupant protection device according to claim 1,
The detection means includes a first detection means and a second detection means which are respectively installed at positions near the front end of the vehicle and near both ends in the vehicle width direction, and respectively detect deceleration or collision pressure of the vehicle. An occupant protection device for a vehicle, wherein the offset collision is detected based on detection results of the first detection means and the second detection means. In the vehicle occupant protection device according to any one of claims 1 to 3,
The door trim includes an upper door trim located at an upper edge of the door body of the side door and extending in the vehicle front-rear direction, and a lower door trim located below the upper door trim.
The vehicle occupant protection device, wherein the protection member is the upper door trim. The vehicle occupant protection device according to claim 4,
The actuating means applies the pressing force to a front end portion of the protection member in the vehicle longitudinal direction,
The vehicle occupant protection according to claim 1, wherein the protection member is locked to the door panel so as to be pivotally displaced toward the passenger compartment with the rear end portion in the vehicle front-rear direction as a fulcrum by receiving the pressing force. apparatus. In the vehicle occupant protection device according to any one of claims 2 to 5,
The protective member is locked to the door panels of the left and right side doors of the vehicle, respectively, and the operating member is disposed,
The control means determines whether the left or right side of the front end of the vehicle has collided with an obstacle based on the detection results of the first and second detection means, and the vehicle collides with the obstacle among the left and right side doors. An occupant protection device for a vehicle, wherein the operating means is operated to displace the protective member of the side door on the side. In the vehicle occupant protection device according to any one of claims 1 to 6,
The actuating means is an airbag device including an airbag and an inflator that expands the airbag by filling a gas in the airbag, and presses the airbag against the protective member as the airbag is expanded. Thus, the vehicle occupant protection device is characterized in that the pressing force is applied to the protection member. In the vehicle occupant protection device according to any one of claims 1 to 6,
The vehicle occupant protection device according to claim 1, wherein the actuating means is an actuator that can extend toward a vehicle interior, and applies the pressing force to the protection member by being pressed against the protection member as it extends. A vehicle having an openable roof,
A vehicle on which the vehicle occupant protection device according to any one of claims 1 to 8 is mounted.

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