JP2018158638A - Airbag device for front passenger seat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress swing of each air chamber at the time of expansion and deployment in a configuration including an anterior air chamber and a rear air chamber. SOLUTION: In a passenger seat airbag device 10, a first air chamber 30 and a second air chamber 40, each of which is formed in a bag shape, are housed in an instrument panel 16 of a vehicle 12. The first air chamber 30 expands and expands along the windshield 18 in front of the vehicle of the occupant P at the time of a frontal collision of the vehicle 12. The second air chamber 40 expands and expands later than the first air chamber 30, is arranged between the first air chamber 30 and the occupant P, and comes into contact with the first air chamber 30 at least during expansion and expansion. The second air chamber 40 has an internal volume different from that of the first air chamber 30, and the natural frequencies of the first air chamber 30 and the second air chamber 40 are different. In this way, when the first air chamber 30 and the second air chamber 40 having different natural frequencies come into contact with each other, the air chambers 30 and 40 are suppressed from swinging each other. As a result, the swing of the second air chamber 40 at the time of expansion and deployment can be suppressed. [Selection diagram] Fig. 1

Description

  The present invention relates to a passenger seat airbag device.

  The airbag device for a passenger seat described in Patent Document 1 below includes a main bag that is inflated and deployed from the instrument panel toward the passenger's head, and a small subbag that is inflated and deployed from the upper part of the main bag toward the windshield. And have. The sub bag inflates and deploys behind the main bag and contacts (contacts) the windshield. Thereby, the main bag is configured to be supported by the windshield via the sub bag. This passenger-side airbag device allows the airbag to be used in common by deploying the subbag according to the inclination of the windshield surface without being affected by the layout and design of the instrument panel and windshield. I try to make it.

JP 2013-082338 A

  However, in the passenger-side airbag device having the above-described configuration, the main bag passes through the sub bag until the sub bag (front air chamber) that inflates and deploys behind the main bag (rear air chamber) comes into contact with the windshield. Not supported by windshield. That is, the main bag is inflated and deployed in a state where it is not in contact with other vehicle interior components except that the base end on the instrument panel side is in contact with the instrument panel or the like. For this reason, the main bag is likely to swing vertically and horizontally when inflated and deployed, which may affect occupant restraint performance.

  In view of the above facts, an object of the present invention is to provide an airbag device for a passenger seat that can suppress swinging of a rear air chamber during inflation and deployment in a configuration including a front air chamber and a rear air chamber. .

  The airbag device for a passenger seat according to the first aspect of the present invention is formed in a bag shape and accommodated in an instrument panel of a vehicle, and is inflated along a windshield in front of the passenger seat passenger at the time of a vehicle front collision. A front air chamber that expands, is stored in the instrument panel in a bag shape, has an internal volume different from that of the front air chamber, and expands and deploys behind the front air chamber; and And a rear air chamber that is disposed between the front passenger seat and the front air chamber at least during expansion and deployment.

  Note that “delayed” according to the first aspect of the present invention is not limited as long as the timing of completing the expansion and deployment of the rear air chamber is later than the timing of completing the expansion and deployment of the front air chamber. In addition, the term “when inflated / expanded” according to claim 1 includes both a state in the middle of inflating / expanding and an inflated / expanded state.

  In the first aspect of the present invention, a front air chamber and a rear air chamber, each of which is formed in a bag shape, are housed in the instrument panel of the vehicle. The front air chamber is inflated and deployed along the windshield in front of the passenger seat passenger in the event of a front collision of the vehicle. The rear air chamber inflates and deploys behind the front air chamber, is disposed between the front air chamber and the passenger seat occupant, and contacts the front air chamber at least during inflation and deployment. The rear air chamber has an internal volume different from that of the front air chamber, and the natural frequencies of the front air chamber and the rear air chamber are different. As described above, the front air chamber and the rear air chamber having different natural frequencies come into contact with each other, so that the air chambers are prevented from swinging. Thereby, rocking | fluctuation of the back air chamber at the time of expansion | deployment expansion | deployment can be suppressed.

  According to a second aspect of the present invention, in the passenger seat airbag device according to the first aspect, the front air chamber in the inflated and deployed state is more in the vehicle lateral direction than the rear air chamber in the inflated and deployed state. Wide.

  According to the second aspect of the present invention, the vehicle left-right width in the front air chamber is wider than the vehicle left-right width in the rear air chamber when the front air chamber and the rear air chamber are inflated and deployed. As a result, the form of the frontal collision is an asymmetrical collision such as an oblique collision or a minute lap collision, and even if the passenger on the passenger seat inertially moves diagonally forward and comes into contact with the rear air chamber, the rear air chamber is moved by the front air chamber. It can be supported (held) stably.

  According to a third aspect of the present invention, in the passenger seat airbag device according to the first or second aspect, the internal pressure of the front air chamber in the inflated and deployed state is the internal pressure of the rear air chamber in the inflated and deployed state. Higher than.

  In the third aspect of the present invention, the low-pressure rear air chamber can be favorably supported by the high-pressure front air chamber, and the passenger's seat occupant can be supported by the low-pressure rear air chamber. Can be constrained to software.

  According to a fourth aspect of the present invention, there is provided a passenger seat airbag device according to any one of the first to third aspects, wherein the rear air chamber is provided at both sides of the vehicle in the left-right direction when inflated and deployed. One or a pair of second projecting portions projecting from at least one of them to the vehicle rear side, and the front air chamber is a vehicle from at least one of both side portions in the vehicle left-right direction in the inflated and deployed state. One or a pair of first protrusions projecting rearward and contacting or facing the one or pair of second protrusions from the outside in the vehicle left-right direction are provided.

  According to the fourth aspect of the present invention, in the inflated and deployed state of the front air chamber and the rear air chamber, one or a pair of the front air chamber protrudes toward the vehicle rear side from at least one of the left and right sides of the vehicle. The first protrusions contact or face the one or pair of second protrusions protruding from at least one of the left and right sides of the rear air chamber toward the vehicle rear side from the outside in the vehicle left and right direction. As a result, when the frontal collision is the asymmetrical collision described above, and the passenger seat occupant is inertially moved obliquely toward the second projecting portion and comes into contact with the rear air chamber, the second projecting portion becomes the first projecting portion. The passenger in the passenger seat is supported (held) from the lateral direction while being supported. As a result, the passenger in the passenger seat can be stably restrained even during an asymmetrical collision.

  According to a fifth aspect of the present invention, in the airbag device for a passenger seat according to any one of the first to fourth aspects, the front air chamber and the rear air chamber are coupled to each other at an upper portion. .

  In the invention according to claim 5, since the front air chamber and the rear air chamber are connected to each other in the upper part, when the front air chamber is inflated and deployed from the instrument panel, the rear air chamber is also removed from the instrument panel. Pulled out. In this case, the rear air chamber completes the expansion and deployment behind the front air chamber, but may reduce the internal pressure of the rear air chamber as compared with the case where the rear air chamber is inflated and deployed from the instrument panel alone. it can. As a result, the passenger in the passenger seat can be softly restrained by the low pressure rear air chamber.

  The airbag device for a passenger seat according to the invention described in claim 6 is the rear surface in which the front air chamber in the inflated and deployed state is in contact with the rear air chamber in any one of the first to fifth aspects. Is inclined downward toward the vehicle front side, and the inclination angle of the rear surface with respect to the vehicle front-rear direction is set to be equal regardless of the vehicle type of the vehicle.

  In the sixth aspect of the present invention, the rear surface of the front air chamber in the inflated and deployed state, that is, the contact surface with the rear air chamber, is set to have the same inclination angle with respect to the vehicle longitudinal direction regardless of the vehicle type. Thereby, it becomes possible to design a rear air chamber irrespective of the inclination angle of the windshield which is different for each vehicle type.

  A passenger seat airbag device according to a seventh aspect of the present invention is the front inflator according to any one of the first to sixth aspects, wherein the front inflator is configured to supply a gas for inflation and deployment to the front air chamber. And a post-inflator for supplying a gas for inflation and deployment to the air chamber.

  In the invention according to claim 7, since the front air chamber and the rear air chamber are configured to be inflated and deployed by being supplied with inflation and deployment gas from the front inflator and the rear inflator, which are separate inflators, respectively, The expansion and deployment timing of the chamber and the rear air chamber can be easily adjusted.

  According to an eighth aspect of the present invention, in the passenger seat airbag device according to the seventh aspect, the rear inflator is a dual stage inflator having two gas generators.

  According to the eighth aspect of the present invention, the rear inflator that supplies the inflation and deployment gas to the rear air chamber at the time of a vehicle front collision is a dual stage inflator having two gas generators. Thereby, for example, by controlling the operation of the two gas generators according to the severity of the collision (strength of impact), the deployment speed of the rear air chamber can be adjusted (changed).

  According to the ninth aspect of the present invention, the airbag device for a passenger seat is formed in a bag shape and housed in an instrument panel of a vehicle, and the front air chamber and the rear are different in internal volume by a partition cloth having a communication port. The front air chamber includes a single airbag that is partitioned into an air chamber and a part of gas supplied to the front air chamber at the time of a vehicle frontal collision is supplied to the rear air chamber through the communication port. The chamber is inflated and deployed in advance and comes into contact with the windshield, and the rear air chamber is delayed and inflated and deployed toward the passenger seat occupant side behind the front air chamber.

  In the invention according to claim 9, a single airbag is housed in the instrument panel of the vehicle. The airbag is partitioned into a front air chamber and a rear air chamber by a partition cloth having a communication port, and a part of the gas supplied to the front air chamber at the time of a vehicle front collision passes through the communication port. To be supplied. As a result, the front air chamber is inflated and deployed in advance and comes into contact with the windshield, and the rear air chamber is delayed and inflated and deployed toward the passenger seat occupant side behind the front air chamber. In the present invention, the rear air chamber in the middle of inflation and deployment is supported by the windshield via the front air chamber. In addition, since the partition cloth is provided in the airbag, the natural frequency of the entire airbag is lowered. Further, since the inner volume of the front air chamber and that of the rear air chamber are different, the natural frequencies of the front air chamber and the rear air chamber are different, and the air chambers suppress each other from swinging. From the above, according to the present invention, it is possible to suppress the swinging of the rear air chamber during inflation and deployment.

  As described above, in the passenger seat airbag device according to the present invention, in the configuration including the front air chamber and the rear air chamber, the swing of the rear air chamber at the time of inflation and deployment can be suppressed.

It is the perspective view which looked at the inflated deployment completion state of the front air room and the back air room from the back left slanting side of the vehicles in the passenger's seat airbag device concerning a 1st embodiment of the present invention. FIG. 2 is a perspective view in which a front air chamber and a rear air chamber shown in FIG. 1 are cut at the center in the left-right direction of the vehicle, and illustration of a left side portion of the vehicle is omitted. FIG. 2 is a cross-sectional plan view showing a peripheral configuration including a front air chamber and a rear air chamber shown in FIG. 1. It is sectional drawing which looked at the vehicle compartment front part of the vehicle to which the airbag apparatus for passenger seats concerning 1st Embodiment was applied from the vehicle left side, and is a figure which shows the state in the middle of expansion | deployment of a front air chamber. FIG. 4B is a cross-sectional view corresponding to FIG. 4A, showing a state in which the front air chamber is inflated and deployed and a state in the middle of expansion and deployment of the rear air chamber. It is sectional drawing corresponding to FIG. 4A-FIG. 4B which shows the expansion-deployment completion state of a front air chamber and a rear air chamber. It is sectional drawing corresponding to FIG. 4A-FIG. 4C which shows the state by which the passenger seat passenger | crew was restrained by the rear air chamber. It is sectional drawing corresponding to FIG. 4C which shows the example by which the airbag apparatus for passenger seats concerning 1st Embodiment was applied to the common sedan type vehicle. It is sectional drawing corresponding to FIG. 4C which shows the example by which the airbag apparatus for passenger seats concerning 1st Embodiment was applied to the vehicle of 1 box type. It is sectional drawing corresponding to FIG. 4C which shows the example by which the airbag apparatus for passenger seats concerning 1st Embodiment was applied to the sport type vehicle. It is the perspective view which looked at the inflated deployment completion state of the front air chamber and the rear air chamber from the diagonally left rear side of the vehicle in the passenger seat airbag device according to the second embodiment of the present invention. FIG. 9 is a plan sectional view showing a peripheral configuration including a front air chamber and a rear air chamber shown in FIG. 8. FIG. 9 is a plan view of a peripheral configuration including a front air chamber and a rear air chamber shown in FIG. 8 as viewed from above the vehicle. FIG. 10B is a plan view corresponding to FIG. 10A showing a state in which the passenger in the passenger seat is restrained by the rear air chamber when the frontal collision is a symmetrical collision. FIG. 10B is a plan view corresponding to FIG. 10A showing a state where the passenger on the passenger seat is restrained by the rear air chamber when the frontal collision is an asymmetrical collision. It is the perspective view which looked at the inflated deployment completion state of the front air chamber and the rear air chamber from the diagonally left rear side of the vehicle in the passenger seat airbag device according to the third embodiment of the present invention. FIG. 12 is a cross-sectional plan view illustrating a peripheral configuration including a front air chamber and a rear air chamber illustrated in FIG. 11. FIG. 9 is a perspective view corresponding to FIG. 2 and showing the inflated and deployed states of the front air chamber and the rear air chamber in a passenger seat airbag device according to a fourth embodiment of the present invention. It is sectional drawing which looked at the vehicle compartment front part of the vehicle to which the airbag apparatus for passenger seats concerning 4th Embodiment was applied from the vehicle left side, and a back air chamber is an instrument with expansion | swelling deployment of a front air chamber It is a figure for demonstrating the condition at the time of pulling out from a panel. FIG. 10 is a perspective view corresponding to FIG. 2 and showing a state where an airbag has been inflated and deployed in a passenger seat airbag device according to a fifth embodiment of the present invention. It is a longitudinal cross-sectional view of the airbag which concerns on 5th Embodiment. It is sectional drawing which looked at the vehicle compartment front part of the vehicle to which the airbag apparatus for passenger seats concerning 5th Embodiment was applied from the vehicle left side, and is a figure which shows the state of the expansion | deployment initial stage of an airbag.

<First Embodiment>
Hereinafter, the airbag device 10 for the passenger seat according to the first embodiment of the present invention will be described with reference to FIGS. Note that arrows FR, UP, and LH (IN), which are appropriately shown in the drawings, respectively indicate the front (traveling direction), upper, and left (inward in the vehicle width direction) of the vehicle. Hereinafter, when simply using the front-rear, left-right, and up-down directions, the front-rear direction in the vehicle front-rear direction, the left-right direction in the vehicle left-right direction, and the up-down direction in the vehicle up-down direction, unless otherwise specified. Moreover, in each figure, a part of code | symbol may be abbreviate | omitted from the relationship which makes drawing legible.

  As shown in FIGS. 1 to 4D, the passenger seat airbag device 10 according to the present embodiment is mounted on an upper portion of an instrument panel 16 provided at a front end portion of a passenger compartment 14 of a vehicle (automobile) 12. It is a so-called top mount type. The vehicle 12 has a left steering wheel specification here, and a windshield (front glass) 18 is disposed above the instrument panel 16 in the vehicle. A vehicle seat 20 that is a passenger seat is provided on the right side of the front portion of the passenger compartment 14 and behind the instrument panel 16. An occupant P is seated on the vehicle seat 20. The occupant P corresponds to a “passenger seat occupant” in the present invention, and is restrained by the vehicle seat 20 by a three-point seat belt device 22. Note that when the vehicle 12 has a right-hand drive specification, the configuration is symmetrical to that of the present embodiment.

  The passenger seat airbag device 10 applied to the vehicle 12 is formed in a bag shape and stored in the instrument panel 16, and along the windshield 18 in front of the occupant P at the time of a frontal collision of the vehicle 12. A first air chamber 30 as a front air chamber that is inflated and deployed, and is formed in a bag shape and stored in the instrument panel 16, and inflates and deploys behind the first air chamber 30. The first air chamber 30 and the occupant P And a second air chamber 40 as a rear air chamber disposed between the two.

  In addition, the passenger airbag device 10 supplies a first inflator 32 as a pre-inflator for supplying inflation gas to the first air chamber 30 and a inflation gas to the second air chamber 40. A second inflator 42 as a rear inflator, a first case (front case) 34 in which the first air chamber 30 and the first inflator 32 are accommodated, and a second case in which the second air chamber 40 and the second inflator 42 are accommodated. And a case (rear case) 44.

  The first air chamber 30 and the second air chamber 40 are independent (separated) separate bags (airbags). The first air chamber (first airbag) 30 is formed in a bag shape by sewing a pair of base fabrics arranged in the vehicle front-rear direction in the inflated and deployed state, for example, by sewing the outer peripheral edges thereof. Similarly, the second air chamber (second airbag) 40 is formed in a bag shape by sewing a pair of base fabrics arranged in the vehicle front-rear direction in the inflated and deployed state, for example, by sewing the outer peripheral edges of each other. The first air chamber 30 and the second air chamber 40 have different internal volumes, and in this embodiment, the internal volume of the second air chamber 40 is set larger than the internal volume of the first air chamber 30. Has been.

  When the expansion and deployment completion state of the first air chamber 30 and the second air chamber 40 is viewed from the front of the vehicle, the vehicle width direction center of the first air chamber 30 and the second air chamber 40 and the vehicle width direction of the vehicle seat 20 The center matches or substantially matches. Further, the width W11 in the vehicle left-right direction of the first air chamber 30 in the inflated and deployed state is set wider than the width W21 in the vehicle left-right direction of the second air chamber 40 in the inflated and deployed state (W11> W21). ). Further, the width (thickness) W12 of the first air chamber 30 in the vehicle front-rear direction in the inflated and deployed state is set narrower than the width (thickness) W22 of the second air chamber 40 in the inflated and deployed state. (W12 <W22). As a method of inflating and deploying the first air chamber 30 in the flat shape as described above, for example, a pair of front and rear base fabrics constituting the first air chamber 30 is disposed inside the first air chamber 30. Or the method etc. which are connected back and forth by a plurality of tethers are mentioned.

  The first inflator 32 and the second inflator 42 are, for example, cylinder type inflators. The first inflator 32 is housed in the lower end portion of the first air chamber 30 with the axial direction along the vehicle width direction, and the second inflator 42 has the second air with the axial direction along the vehicle width direction. The lower end of the chamber 40 is accommodated.

  The first case 34 and the second case 44 are formed in a cylindrical shape in which both end portions in the axial direction are closed, and are disposed in the instrument panel 16 in a posture in which the axial direction is along the vehicle width direction. The first case 34 is disposed near the windshield 18, and the second case 44 is disposed on the vehicle rear side of the first case 34. The first case 34 and the second case 44 are supported by an instrument panel reinforcement (not shown) or the like extending in the vehicle width direction in the instrument panel 16.

  At the upper ends of the first case 34 and the second case 44, elongated rectangular openings 34A, 44A having the longitudinal direction in the vehicle width direction are formed. The instrument panel 16 is provided with tear lines (not shown) that are broken by the expansion pressures of the first air chamber 30 and the second air chamber 40 at locations facing the openings 34A and 44A. .

  A first air chamber 30 folded in a predetermined folding manner is housed in the first case 34 together with the first inflator 32, and a second case 44 folded in a predetermined folding manner is accommodated in the first case 34. The two air chambers 40 are accommodated together with the second inflator 42. In the present embodiment, the first air chamber 30 is folded by inner roll folding (inner roll winding). Specifically, when the folded state of the first air chamber 30 is viewed from the left side of the vehicle, it rotates counterclockwise from the center of the rolled first air chamber 30 toward the outer peripheral side of the first air chamber 30. The first air chamber 30 is rolled in a vortex.

  The first inflator 32 and the second inflator 42 are electrically connected to an airbag ECU (control device) (not shown). A collision sensor (or sensor group) (not shown) is electrically connected to the airbag ECU. The airbag ECU can detect or predict a frontal collision of the vehicle 12 based on information from the collision sensor. This frontal collision includes symmetrical collisions (frontal collisions; full-wrap frontal collisions), as well as asymmetrical collisions such as diagonal collisions and micro-lap collisions.

  When the airbag ECU detects or predicts a frontal collision based on information from the collision sensor, the airbag ECU first activates (activates) the first inflator 32 and activates (activates) the second inflator 42 later. It has become. Specifically, the airbag ECU is configured to output an operation signal to the second inflator 42 when a preset delay time has elapsed since the operation signal was output to the first inflator 32.

  For this reason, in this embodiment, when the airbag ECU detects or predicts a frontal collision, first, as shown in FIG. 4A, the first air chamber 30 that receives gas supply from the first inflator 32 extends along the windshield 18. Expand in advance. The first air chamber 30 in the inflated and deployed state has the front surface 30F in contact with the windshield 18 and is supported by the windshield 18, and the base end portion is supported by the instrument panel 16. Note that the inflated and deployed first air chamber 30 may bounce with respect to the windshield 18.

  Next, as shown in FIG. 4B, the second air chamber 40 that receives gas supply from the second inflator 42 expands and develops between the first air chamber 30 and the occupant P behind the first air chamber 30. . In the second air chamber 40, the front surface 40F is in contact with the rear surface 30R of the first air chamber 30 at the time of expansion / deployment (that is, a state in the middle of expansion / deployment shown in FIG. 4B and a state of completion of expansion / deployment shown in FIG. 4C). It is configured to do. The second air chamber 40 in the inflated and deployed state is supported by the windshield 18 via the first air chamber 30 and the base end portion is supported by the instrument panel 16. The second air chamber 40 is inflated and deployed to the vehicle lower side of the first air chamber 30 on the vehicle rear side of the instrument panel 16, and the occupant restraint surface 40 </ b> R as the rear surface is connected to the head H and the chest C of the occupant P. opposite.

  Next, as shown in FIG. 4D, the occupant P inertially moving forward due to the impact of the frontal collision enters the occupant restraint surface 40R of the second air chamber 40, and the head H and the chest C of the occupant P are second. It is held (restrained) in the air chamber 40. In this case, the first air chamber 30 and the second air chamber 40 are configured to restrain the head H and the chest C of the occupant P using the reaction force from the windshield 18 and the instrument panel 16. Yes.

  When the first air chamber 30 and the second air chamber 40 are inflated and deployed, the tear line formed in the instrument panel 16 is broken by receiving the expansion pressure of the first air chamber 30 and the second air chamber 40. Is done. Thus, a pair of front and rear openings 16F and 16R (see FIGS. 1 and 2) for inflating and deploying the first air chamber 30 and the second air chamber 40 to the outside of the instrument panel 16 are formed in the instrument panel 16. It is the composition which becomes. 2-7, in order to make it easy to recognize the shapes of the first air chamber 30 and the second air chamber 40, between the windshield 18 and the first air chamber 30, and between the first air chamber 30 and Although the gap is described between the second air chamber 40, the windshield 18 and the first air chamber 30 are in contact as described above, and the first air chamber 30 and the second air chamber 40 are described above. It is the composition which contacts like.

  Further, in the present embodiment, the internal pressure (maximum value) of the first air chamber 30 in the inflated and deployed state is set higher than the internal pressure (maximum value) of the first air chamber 30 in the inflated and deployed state. Further, in the present embodiment, a non-slip agent such as a silicon coat is applied to the rear surface 30R of the first air chamber 30 and the front surface 40F of the second air chamber 40. Thus, in a state where the front surface 40F of the second air chamber 40 is in contact with the rear surface 30R of the first air chamber 30, the relative movement in the vehicle width direction and the vehicle vertical direction between the first air chamber 30 and the second air chamber 40 is performed. It is supposed to be suppressed.

  Further, in the present embodiment, the first air chamber 30 in the inflated and deployed state has the rear surface 30R inclined downwardly toward the vehicle front side. The inclination angle θ (see FIG. 4C) of the rear surface 30 </ b> R with respect to the vehicle longitudinal direction is set to be equal (same here) regardless of the type of the vehicle 12. Accordingly, the design of the first air chamber 30 is changed in accordance with the inclination angle of the windshield 18 that is different for each vehicle type of the vehicle 12, while the second air chamber 40 is made common regardless of the vehicle type.

  Examples of the vehicle type include a general sedan type vehicle 12A shown in FIG. 5, a one-box type vehicle 12B shown in FIG. 6, and a sports type vehicle 12C shown in FIG. In the one-box type vehicle 12B, the windshield 18 stands up compared to the sedan type vehicle 12A, and in the sports type vehicle 12C, the windshield 18 sleeps compared to the sedan type vehicle 12A. And in said vehicle 12A, 12B, 12C, the 2nd air chamber 40 is designed by the standard expansion | deployment shape irrespective of a vehicle type by setting inclination-angle (theta) of the rear surface 30R of the 1st air chamber 30 to the same. It is configured.

(Function and effect)
Next, the operation and effect of this embodiment will be described.

  In the present embodiment, the instrument panel 16 of the vehicle 12 houses a first air chamber 30 and a second air chamber 40 each formed in a bag shape. The first air chamber 30 is inflated and deployed along the windshield 18 in front of the occupant P at the time of a frontal collision of the vehicle 12. The second air chamber 40 inflates and deploys behind the first air chamber 30, is disposed between the first air chamber 30 and the occupant P, and contacts the first air chamber 30 at least during inflation and deployment. The second air chamber 40 has an internal volume different from that of the first air chamber 30, and the natural frequencies of the first air chamber 30 and the second air chamber 40 are different. As described above, the first air chamber 30 and the second air chamber 40 having different natural frequencies come into contact with each other, so that the air chambers 30 and 40 are prevented from swinging with each other. As a result, since the swinging of the second air chamber 40 during expansion and deployment is suppressed, the passenger restraining performance of the second air chamber 40 can be improved.

  In the present embodiment, since the first air chamber 30 that is inflated and deployed in advance is a separate bag body from the second air chamber 40 that inflates and deploys later, the size of the first air chamber 30 is large. High degree of freedom when setting (internal volume), shape, internal pressure, etc. That is, the size, shape, internal pressure, etc. of the first air chamber 30 can be set so that the second air chamber 40 is stably supported by the windshield 18 via the first air chamber 30. As a result, it is possible to cause the second air chamber 40 to exhibit a sufficient occupant restraint force even during an asymmetrical collision.

  On the other hand, in the passenger seat airbag device described in the background section, the sub bag is integrally attached to the main bag, and a part of the gas supplied into the main bag is supplied into the sub bag. It is configured. For this reason, the freedom degree at the time of setting the magnitude | size, shape, internal pressure, etc. of a subbag is low. That is, when the subbag is enlarged, the completion of the expansion and deployment of the subbag is delayed, and the contact between the subbag and the windshield is delayed. In order to avoid this, for example, when the output of the inflator is increased, the internal pressure of the main bag becomes too high, and the load that the occupant receives from the main bag increases. For this reason, it is necessary to make a subbag smaller than a main bag, and the passenger | crew restraint performance of the main bag at the time of an asymmetrical collision will fall. In other words, when the upper body of the occupant contacts (contacts) the center bag away from the center in the vehicle width direction at the time of the asymmetrical collision, the reaction force from the sub bag is applied to the main bag from the direction opposite to the occupant. No longer works. As a result, the main bag is inclined in the input direction from the occupant, and the main bag cannot exhibit sufficient occupant restraining force.

  In this respect, in the present embodiment, since the degree of freedom in setting the size, shape, internal pressure, etc. of the first air chamber 30 is high as described above, it is possible to ensure good occupant restraint performance during asymmetrical collision. it can. Specifically, in the present embodiment, the width W11 in the vehicle left-right direction of the first air chamber 30 in the inflated and deployed state is wider than the width W21 in the vehicle left-right direction of the second air chamber 40 in the inflated and deployed state. Is set. Thereby, even when the occupant P is inertially moved obliquely forward and abutted against the second air chamber 40 at the time of the asymmetrical collision, the reaction force from the first air chamber 30 with respect to the second air chamber 40 is defined as the occupant P. Since the second air chamber 40 can be operated from the opposite direction, the second air chamber 40 can be stably supported (held) by the first air chamber 30.

  In addition, the width W12 in the vehicle front-rear direction of the first air chamber 30 in the inflated and deployed state is set narrower than the width W22 in the vehicle front-rear direction of the second air chamber 40 in the inflated and deployed state. As a result, the amount of deformation of the first air chamber 30 in the vehicle front-rear direction during occupant restraint is reduced, and the second air chamber 40 becomes difficult to tilt due to the deformation of the first air chamber 30. The effect of supporting stably by the air chamber 30 can be enhanced.

  In the present embodiment, the internal pressure of the first air chamber 30 in the inflated and expanded state is set higher than the internal pressure of the second air chamber 40 in the inflated and deployed state. Accordingly, the low pressure second air chamber 40 can be favorably supported by the high pressure first air chamber 30, and the occupant P can be softly restrained by the low pressure second air chamber 40.

  Furthermore, in the present embodiment, as described above, since the first air chamber 30 and the second air chamber 40 are separate bags, they are adapted to the shape and inclination angle of the windshield 18 that differs for each vehicle type. Thus, the design of the first air chamber 30 can be changed, and the second air chamber 40 can be made common regardless of the vehicle type.

  In the passenger seat airbag device described in the background art section, the airbag is deployed according to the inclination of the windshield surface so that the airbag can be shared. However, since the inclination angle of the windshield varies greatly depending on the vehicle type, it is difficult to stably design the occupant restraining force of the main bag for each vehicle type. For example, the shape and inner volume required for the sub bag differ greatly between the case where the windshield lies down like a sports type vehicle and the case where the wind shield stands up like a one-box type vehicle. It becomes difficult to stably design the occupant restraint force for each vehicle type. In this regard, in the present embodiment, since the first air chamber 30 and the second air chamber 40 are separate bags, the degree of freedom in designing the air chambers 30 and 40 is increased, and the common as described above. It becomes easy.

  Moreover, in the present embodiment, the first air chamber 30 in the inflated and deployed state is such that the rear surface 30R in contact with the second air chamber 40 is inclined downward toward the front side of the vehicle and the rear surface 30R with respect to the vehicle front-rear direction. The inclination angle θ is set to be equal regardless of the vehicle type of the vehicle 12. Thereby, since it becomes possible to design the 2nd air chamber 40 irrespective of the inclination angle of the windshield 18 which changes for every vehicle model, the effort of a design reduces remarkably. As a result, the development of the passenger seat airbag device 10 is facilitated, and the development period can be shortened.

  In the present embodiment, the first inflator 32 that supplies the gas for inflation and deployment to the first air chamber 30 and the second inflator 42 that supplies the gas for inflation and deployment to the second air chamber 40 are provided. . Thus, since the first air chamber 30 and the second air chamber 40 are configured to expand and deploy by being supplied with gas from the individual inflators 32 and 42, respectively, the first air chamber 30 and the second air chamber 40 It is possible to easily adjust the inflation / expansion timing. Moreover, it is easy to individually adjust the internal pressures of the first air chamber 30 and the second air chamber 40.

(Supplementary explanation of the first embodiment)
In the first embodiment, the second inflator 42 that supplies the gas for inflation and deployment to the second air chamber 40 may be a dual stage inflator having two gas generators. In that case, for example, by controlling the operation of the two gas generators according to the severity of the collision (strength of impact), the deployment speed of the second air chamber 40 can be adjusted (changed).

  In the first embodiment, the first air chamber 30 and the second air chamber 40 are configured as separate and independent bags, but the present invention is not limited to this. For example, the first air chamber 30 (front air chamber) and the second air chamber 40 (rear air chamber) are integrally connected at the base end, that is, a single bag body is formed in a bifurcated shape. A configuration may be adopted in which one is a front air chamber and the other of the two is a rear air chamber. In that case, in the front air chamber and the rear air chamber, the portions that expand and deploy to the outside of the instrument panel are separated (independent) from each other. In that case, for example, the gas generated from a single inflator disposed at the base of the bifurcated portion is preferentially supplied to the front air chamber so that the front air chamber is inflated and deployed prior to the rear air chamber. Become.

  Next, another embodiment of the present invention will be described. In addition, about the structure and effect | action fundamentally similar to embodiment described previously, the same code | symbol as embodiment described previously is provided, and the description is abbreviate | omitted.

<Second Embodiment>
FIG. 8 shows the vehicle in the inflated and deployed state of the first air chamber (front air chamber) 30 and the second air chamber (rear air chamber) 40 in the passenger seat airbag device 50 according to the second embodiment of the present invention. It is shown in the perspective view seen from the back diagonal left side. Further, FIG. 9 is a plan view showing a peripheral configuration including the first air chamber 30 and the second air chamber 40 shown in FIG. In this embodiment, the second air chamber 40 is a single second protrusion 40B that protrudes from the left side, which is the side on the vehicle left side (vehicle width direction inner side), to the vehicle rear side in the inflated and deployed state. have. In addition, the first air chamber 30 has a single first protrusion 30B that protrudes from the left side, which is the side on the left side of the vehicle (in the vehicle width direction), to the vehicle rear side when inflated and deployed. ing. The first projecting portion 30B is configured to contact or approach the second projecting portion 40B from the outside in the left-right direction of the vehicle (here, the vehicle left side). Hereinafter, a specific structure will be described.

  A pair of tethers 52 and 54 are disposed in the left side portion of the first air chamber 30. These tethers 52 and 54 are coupled (sewn) at one end to a portion of the base fabric of the first air chamber 30 that is positioned on the front side of the vehicle when the first air chamber 30 is in an inflated and deployed state. The other end is joined (sewn) to the position. These tethers 52 and 54 have a V-shape in which the left side of the vehicle is opened when the expansion and deployment completion state of the first air chamber 30 is viewed in a plan view, and the first projecting portion 30B is in the above-described projecting state. It is configured to hold in. The first projecting portion 30B is configured to project to the vehicle rear side from the center portion 30A in the vehicle left-right direction in the first air chamber 30 in the inflated and deployed state.

  A single tether 56 is disposed in the left side of the second air chamber 40. The tether 56 is a part of the base fabric of the second air chamber 40 that has one end coupled (sewn) to a part located on the front side of the vehicle when the second air chamber 40 is in an inflated and deployed state, and located on the rear side of the vehicle. The other end is joined (sewn) to the head. The tether 56 inclines so as to go to the left side of the vehicle as it goes to the front side of the vehicle when the expansion and deployment completion state of the second air chamber 40 is viewed in a plane cross section, and the second protruding portion 40B is made to protrude above. It is configured to maintain the state. This 2nd protrusion part 40B is the structure which protrudes in the vehicle back side rather than the center part 40A of the vehicle left-right direction in the 2nd air chamber 40 of the expansion-deployment completion state. In this embodiment, the configuration other than the above is the same as that of the first embodiment.

  Also in this embodiment, there are basically the same functions and effects as in the first embodiment. Further, in this embodiment, when the first air chamber 30 and the second air chamber 40 are in the expanded and deployed state, as shown in FIG. 10A, the central portion 40A of the second air chamber 40 is in front of the occupant P (front). The second protrusion 40B of the second air chamber 40 is disposed obliquely forward and to the left of the occupant P. For this reason, when the form of the frontal collision of the vehicle 12 is a symmetrical collision, the occupant P is restrained by the central portion 40A of the second air chamber 40 as shown in FIG. 10B.

  On the other hand, the form of the frontal collision is an asymmetrical collision to the left side of the vehicle 12, and the occupant P inertially moves obliquely toward the second protrusion 40B side (the vehicle front side and the vehicle width direction inner side) to form the second air chamber 40. When abutting, as shown in FIG. 10C, the second protrusion 40B supports (holds) the occupant P from the lateral direction while being supported by the first protrusion 30B. As a result, the occupant P can be stably restrained at the time of an asymmetrical collision in which the occupant P inertially moves diagonally toward the vehicle front side and the vehicle width direction. As a result, for example, the occupant P can be prevented from slipping through between the driver's seat airbag (not shown) and the second air chamber 40. Note that the first protrusion 30B and the second protrusion 40B are not limited to being provided on the inner side in the vehicle width direction, and may be provided on the outer side in the vehicle width direction.

<Third Embodiment>
In FIG. 11, the inflated and deployed state of the first air chamber (front air chamber) 30 and the second air chamber (rear air chamber) 40 in the passenger airbag device 60 according to the third embodiment of the present invention is the vehicle. It is shown in the perspective view seen from the back diagonal left side. Further, FIG. 12 is a plan view showing a peripheral configuration including the first air chamber 30 and the second air chamber 40 shown in FIG. In this embodiment, the second air chamber 40 has a pair of second projecting portions 40B and 40C projecting from both the left and right side portions to the vehicle rear side in the inflated and deployed state. In addition, the first air chamber 30 has a pair of first projecting portions 30B and 30C that project from both the left and right side portions toward the vehicle rear side in the inflated and deployed state. These 1st protrusion parts 30B and 30C are the structures which contact or adjoin from the outer side of a vehicle left-right direction with respect to 2nd protrusion part 40B and 40C.

  As shown in FIG. 12, the first projecting portion 30 </ b> C is configured to hold the projecting state by tethers 62 and 64 disposed in the right side portion of the first air chamber 30. The first projecting portion 30C is configured to project toward the vehicle rear side from the central portion 30A of the first air chamber 30 in the inflated and deployed state. The second projecting portion 40C is configured to be held in the projecting state by a single tether 66 disposed in the right side portion of the second air chamber 40. The second projecting portion 40C is configured to project to the vehicle rear side from the central portion 40A of the second air chamber 40 in the inflated and deployed state. The tethers 62 and 64 are configured symmetrically with the tethers 52 and 54 disposed in the right side of the first air chamber 30, and the tether 66 is in the right side of the second air chamber 40. The tether 56 arranged in the left and right is symmetrical. In this embodiment, the configuration other than the above is the same as that of the first embodiment.

  Also in this embodiment, the same effect as the second embodiment can be obtained. In addition, in this embodiment, even when the occupant P is inertially moved in either the left diagonally forward direction or the right diagonally forward direction, either the left or right second projecting portion 40B is the left or right first projecting portion 30B. The occupant P is supported from the lateral direction while being supported by the vehicle. Therefore, even if the form of the frontal collision is an asymmetrical collision to the left or right side, the occupant P can be stably restrained.

<Fourth Embodiment>
FIG. 13 shows the inflated and deployed state of the first air chamber (front air chamber) 30 and the second air chamber (rear air chamber) 40 in the passenger airbag device 70 according to the fourth embodiment of the present invention. 2 is shown in a perspective view corresponding to FIG. In this embodiment, the 1st air chamber 30 and the 2nd air chamber 40 are mutually connected in the upper part which mutually opposes. Specifically, an upper portion of a portion constituting the rear surface 30R of the first air chamber 30 in the base fabric of the first air chamber 30 and a front surface 40F of the second air chamber 40 in the base fabric of the second air chamber 40 are configured. The upper part of the part is couple | bonded by the resin-made clip 72 which penetrated these parts.

  Therefore, in this embodiment, when the first air chamber 30 is inflated and deployed from the instrument panel 16 by operating the first inflator 32 prior to the second inflator 42, it is shown in FIG. As described above, the second air chamber 40 is pulled by the first air chamber 30 and pulled out from the instrument panel 16. And after the 2nd air chamber 40 is pulled out from the instrument panel 16, or in the middle of the 2nd air chamber 40 being pulled out from the instrument panel 16, the 2nd inflator 42 is act | operated and it enters in the 2nd air chamber 40. Gas is supplied. Thus, the second air chamber 40 is configured to complete the expansion and deployment with a delay from the first air chamber 30.

  In the above expansion and deployment, the tear line formed in the instrument panel 16 is broken, so that the first air chamber 30 and the second air chamber 40 are inflated and deployed to the outside of the instrument panel 16. The single opening 16 </ b> C (see FIG. 13) is formed in the instrument panel 16. Further, the method of joining the first air chamber 30 and the second air chamber 40 is not limited to the method using the clip 72. For example, the first air chamber 30 and the second air chamber 40 may be combined by sewing. In this embodiment, the configuration other than the above is the same as that of the first embodiment.

  Also in this embodiment, there are basically the same functions and effects as in the first embodiment. In addition, in this embodiment, when the first air chamber 30 is inflated and deployed from the instrument panel 16, the second air chamber 40 is also pulled out from the instrument panel 16, so that the second air chamber 40 is used alone as the instrument panel. Compared with the case of inflating and developing from 16, the internal pressure of the second air chamber 40 can be further reduced. As a result, the occupant P can be restrained more softly by the second air chamber 40.

<Fifth Embodiment>
FIG. 15 is a perspective view of the airbag 82 in the passenger airbag device 80 according to the fifth embodiment of the present invention in a state where the airbag 82 has been inflated and deployed as seen from the diagonally left rear side of the vehicle. In this embodiment, instead of the first air chamber 30, the second air chamber 40, the first inflator 32, the second inflator 42, the first case 34 and the second case 44 according to the first embodiment, a single air is used. A bag 82, a single inflator 94 that supplies gas for inflation and deployment to the airbag 82, and a single case 96 that stores the airbag 82 and the inflator 94 are provided. The case 96 has the same configuration as the first case 34 and the second case 44 according to the first embodiment. In FIG. 15, 96 </ b> A is an opening formed at the upper end of the case 96, and 16 </ b> C is an opening formed by breaking the tear line of the instrument panel 16.

  The airbag 82 is partitioned into a first air chamber (front air chamber) 84 and a second air chamber (rear air chamber) 86 by a partition cloth 88 having a communication port 88A. Specifically, as shown in FIGS. 15 and 16, the airbag 82 includes a front base cloth 90 and a rear base cloth 92 that are aligned in the vehicle front-rear direction in the inflated and deployed state, and the front base cloth 90 and the rear base cloth 90. And a partition cloth 88 disposed between the base cloths 92. And the front base cloth 90, the partition cloth 88, and the back base cloth 92 are mutually sewn in the sewing part S in the outer periphery part. Accordingly, the airbag 82 is formed in a bag shape partitioned (divided) into the first air chamber 84 and the second air chamber 86.

  The internal volume of the second air chamber 86 is set larger than the internal volume of the first air chamber 84, and the internal volumes of the first air chamber 84 and the second air chamber 86 are different from each other. In addition, a communication port 88 </ b> A that connects the first air chamber 84 and the second air chamber 86 to each other is formed in the upper part of the partition cloth 88. The communication port 88 </ b> A is formed in a long shape, and is configured with the vehicle width direction as a longitudinal direction when the airbag 82 is inflated and deployed.

  The inflator 94 is accommodated in the lower end portion of the first air chamber 84 and is accommodated in the case 96 together with the folded airbag 92. An airbag ECU is electrically connected to the inflator 94. Similar to the first embodiment, the airbag ECU is configured to activate the inflator 94 when a frontal collision is detected or predicted based on information from the collision sensor. When the inflator 94 is activated, the gas generated from the inflator 94 is supplied into the first air chamber 84, and a part of the gas supplied into the first air chamber 84 passes through the communication port 88A to form the second air chamber. 86. Therefore, when the inflator 94 is actuated, as shown in FIG. 17, the first air chamber 84 is inflated and deployed prior to the second air chamber 86, and the front surface 84F of the first air chamber 84 is windshielded. 18 (contact). Then, the second air chamber 86 is delayed and inflated and deployed toward the passenger P side (vehicle rear side) behind the vehicle in the inflated and deployed first air chamber 84. The first air chamber 84 inflated and deployed may bounce with respect to the windshield 18, but is configured to contact the windshield 18 during the expansion and deployment of the second air chamber 86. Further, the expansion and deployment of the second air chamber 86 is configured to be started before the expansion and deployment of the first air chamber 84 is completely completed.

  In the state where the first air chamber 84 and the second air chamber 86 have been inflated and deployed (the inflated and deployed state of the airbag 82), the second air chamber 86 is disposed behind the vehicle in the first air chamber 84, and A second air chamber 86 is interposed between the air chamber 84 and the passenger P. As a result, the head H and chest C of the occupant P that moves inertially to the front side of the vehicle due to the impact of the frontal collision are constrained by the rear surface 86R of the second air chamber 86, and the first air chamber 84 Is configured such that the head H and the chest C of the occupant P are not in contact with each other. In this embodiment, since the gas from the inflator 94 is supplied to the second air chamber 86 via the first air chamber 84, the internal pressure of the second air chamber 86 is compared with the internal pressure of the first air chamber 84. The structure is relatively low. In this embodiment, the configuration other than the above is the same as that of the first embodiment.

  In this embodiment, the second air chamber 86 in the middle of expansion and deployment is supported by the windshield 18 via the first air chamber 84. In addition, since the partition cloth 88 is provided in the airbag 82, the natural frequency of the airbag 82 as a whole is low. Furthermore, since the internal volumes of the first air chamber 84 and the second air chamber 86 are different, the natural frequencies of the first air chamber 84 and the second air chamber 86 are different. Mutually suppress swinging. From the above, according to the present embodiment, it is possible to effectively suppress the swinging of the second air chamber 86 during the expansion and deployment.

  Further, since the internal pressure of the second air chamber 86 is relatively lower than the internal pressure of the first air chamber 84, the occupant P can be restrained softly by the low-pressure second air chamber 86. And since the inflator 94 and the case 96 become one each, a structure can be simplified compared with 1st-4th embodiment. Furthermore, only the front base cloth 90 is redesigned for each vehicle type, while the rear base cloth 92 and the partition cloth 88 forming the second air chamber 86 are made common regardless of the vehicle type (designed in a standard shape). can do.

  While the present invention has been described with reference to several embodiments, the present invention can be implemented with various modifications without departing from the spirit of the present invention. It goes without saying that the scope of rights of the present invention is not limited to the above embodiments.

10 Airbag Device for Passenger Seat 12 Vehicle 16 Instrument Panel 18 Windshield 30 First Air Chamber (Front Air Chamber)
30B, 30C First protrusion 32 First inflator 40 Second air chamber (rear air chamber)
40B, 40C Second protrusion 42 Second inflator 50 Airbag device for passenger seat 60 Airbag device for passenger seat 70 Airbag device for passenger seat 80 Airbag device for passenger seat 82 Airbag 84 First air chamber (front air Room)
86 Second air chamber (rear air chamber)
88 Partition cloth 88A Communication port P Crew (passenger seat occupant)
θ Inclination angle

Claims (9)

A front air chamber formed in a bag shape and housed in an instrument panel of the vehicle and inflated and deployed along the windshield in front of the passenger seat passenger at the time of a front collision of the vehicle;
It is formed in a bag shape and stored in the instrument panel, has an internal volume different from that of the front air chamber, inflates and deploys behind the front air chamber, and is located between the front air chamber and the passenger seat passenger A rear air chamber that is disposed and in contact with the front air chamber at least during inflation and deployment;
Air bag device for passenger seat equipped with   2. The airbag device for a passenger seat according to claim 1, wherein the front air chamber in the inflated and deployed state is wider in the vehicle left-right direction than the rear air chamber in the inflated and deployed state.   The passenger-side airbag device according to claim 1 or 2, wherein an internal pressure of the front air chamber in the inflated and deployed state is higher than an internal pressure of the rear air chamber in the inflated and deployed state. The rear air chamber has one or a pair of second projecting portions projecting from at least one of both side portions in the left-right direction of the vehicle to the vehicle rear side in the inflated and deployed state,
The front air chamber projects in the vehicle rear side from at least one of the left and right sides of the vehicle in a state where the inflation and deployment are completed, and comes into contact with the one or the pair of second projections from the outside in the left and right direction of the vehicle. The airbag device for a passenger seat according to any one of claims 1 to 3, further comprising one or a pair of first protrusions facing each other.   The passenger seat airbag device according to any one of claims 1 to 4, wherein the front air chamber and the rear air chamber are coupled to each other at an upper portion.   The front air chamber in the inflated and deployed state has a rear surface in contact with the rear air chamber inclined downwardly toward the vehicle front side, and an inclination angle of the rear surface with respect to the vehicle front-rear direction depends on a vehicle type of the vehicle. The airbag device for a passenger seat according to any one of claims 1 to 5, which is set equal to each other. A pre-inflator for supplying a gas for expansion and deployment to the front air chamber;
A rear inflator for supplying a gas for inflation and deployment to the rear air chamber;
An airbag device for a passenger seat according to any one of claims 1 to 6, further comprising:   The airbag device for a passenger seat according to claim 7, wherein the rear inflator is a dual stage inflator having two gas generators. It is formed in a bag shape and stored in the instrument panel of the vehicle, and is divided into a front air chamber and a rear air chamber having different internal volumes by a partition cloth having a communication port, and in the front air chamber at the time of a vehicle front collision A single airbag in which a part of the supplied gas is supplied to the rear air chamber through the communication port;
An airbag device for a passenger seat, in which the front air chamber is inflated and deployed in advance and comes into contact with the windshield, and the rear air chamber is inflated and deployed toward the passenger seat occupant side behind the vehicle in the front air chamber.