JP2018161963A - Occupant protection device - Google Patents

Abstract

The occupant protection performance is further improved.
The occupant protection device includes a right knee airbag 21 and a left knee airbag 31 that are deployed from both the left and right sides of an occupant seated on a vehicle seat 4 toward the occupant's knees to press the knees. Have. The right knee airbag 21 has a right knee front contact surface 25 that contacts the front side of the right knee of the occupant. The left knee airbag 31 has a left knee front contact surface 35 that contacts the front side of the left knee of the occupant. The right knee front contact surface 25 and the left knee front contact surface 35 are in contact with the left and right knees of the occupant from the front in a state where the right knee airbag 21 and the left knee airbag 31 are deployed at the time of the collision.
[Selection] Figure 5

Description

  The present invention relates to an apparatus for protecting an occupant seated on a seat in an automobile.

As an apparatus for protecting an occupant seated on a seat in an automobile, there is an apparatus using a seat belt or a front airbag (Patent Document 1).
The seat belt is generally a three-point type, and has a lap portion around the waist of an occupant seated on the seat and a shoulder portion that is struck in front of the upper body. Then, before the collision, the seat belt is wound up by a retractor to reduce slack, and the feeding of the seat belt is restricted at the time of the collision. Thereby, it can operate | move so that the passenger | crew's body which is going to move ahead from a sheet | seat at the time of a collision may be hold | maintained in the state seated on the sheet | seat.
The front airbag is provided on a handle or dashboard provided in front of the seat in the passenger compartment, and is deployed rearward toward the seat. The upper body of the occupant who falls forward in the event of a collision is supported by the deployed front airbag to absorb the impact.

JP 2010-235009 A

However, even if such an occupant protection device is used, it cannot be properly protected in all collision modes.
For example, even in a frontal collision, an occupant seated on the seat may move forward due to the impact of the collision. And if the occupant's waist slides and moves forward from the seating position of the seat, the upper body that tries to fall forward around it with the waist as the axis falls forward from the state approaching the front airbag It will be. In this case, the contact state between the front airbag and the upper body is different from that assumed when the waist is in the seating position of the seat.

  Thus, in the occupant protection device, further improvement in occupant protection performance is required.

  An occupant protection device according to the present invention includes a right knee airbag and a left knee airbag that are deployed from both the left and right sides of a passenger seated on a vehicle seat toward the passenger's knee to press the knee. The right knee airbag has a right knee front contact surface in contact with the front side of the right knee portion of the occupant, and the left knee airbag has a left knee front contact surface in contact with the front side of the left knee portion of the occupant. The right knee front contact surface and the left knee front contact surface are in front of both the left and right knees of the occupant in a state where the right knee airbag and the left knee airbag are deployed in the event of a collision. Touch from.

  Preferably, the right knee airbag has a right knee side contact surface adjacent to a right side of the right knee front contact surface and in contact with an outer right side surface of the right knee portion, and the left knee airbag is A left knee side contact surface adjacent to a left side of the left knee front contact surface and in contact with an outer left side surface of the left knee, wherein the right knee airbag and the left knee airbag It is good to expand | deploy so that both knee parts may be pinched | interposed between the said right knee side contact surface and the said left knee side contact surface.

  Preferably, the right knee airbag and the left knee airbag are in contact with each other in a state where both the right and left knee portions are sandwiched between the right knee side contact surface and the left knee side contact surface. Good.

  Preferably, the right knee side contact surface is formed to be perpendicular or inclined with respect to the right knee front contact surface, and the left knee side contact surface is perpendicular to or inclined with respect to the left knee front contact surface. It is good to be formed.

  Preferably, the right knee side contact surface and the left knee side contact surface are formed symmetrically or asymmetrically.

  Preferably, the right knee airbag and the left knee airbag are deployed in the left-right direction from the positions on both sides of the seat in the left-right direction.

  Preferably, the right knee airbag and the left knee airbag may be deployed obliquely rearward from a position on the front side of the seat.

  Preferably, the right knee airbag and the left knee airbag are in contact with each other at the center in the left-right direction of the seat.

  Preferably, the right knee airbag and the left knee airbag are deployed at a height position of the seating surface of the seed.

  Preferably, the control unit controls the deployment of the right knee airbag and the deployment of the left knee airbag, and the control unit receives an impact symmetrically with respect to the front surface of the vehicle. When anticipated, the deployment of the right knee airbag and the deployment of the left knee airbag may be controlled so as to be deployed symmetrically in the left-right direction.

  Preferably, when the control unit predicts that an impact is input asymmetrically with respect to the front surface of the vehicle, both the left and right knees of the occupant seated on the seat cause a rotational moment on the vehicle due to a collision. It is preferable to control the deployment of the right knee airbag and the left knee airbag so as to be directed in a direction in which the vehicle is expected to occur.

  Preferably, when the control unit predicts that an impact is input asymmetrically with respect to the front surface of the vehicle, both the left and right knee portions of the occupant seated on the seat are raised due to a frontal collision of the vehicle. The deployment of the right knee airbag and the left knee airbag may be controlled so that the body is directed in a direction in which the body is expected to fall.

  Preferably, the control unit includes a right inflator that is ignited to deploy the right knee airbag and a left inflator that is ignited to deploy the left knee airbag. If the impact is expected to be input symmetrically to the left and right, the ignition timing of the right inflator and the ignition timing of the left inflator are aligned, and the impact is expected to be input asymmetrically to the front of the vehicle. In this case, it is preferable to shift the ignition timing of the right inflator and the ignition timing of the left inflator.

  Preferably, the control unit includes a right inflator that is ignited to deploy the right knee airbag and a left inflator that is ignited to deploy the left knee airbag. When it is predicted that an impact will be input asymmetrically with respect to the left and right, it is preferable to ignite only one of the right and left inflators.

  Preferably, at least one of the right knee airbag and the left knee airbag has a basic deployment portion that is elongated and a front knee contact surface that projects from the distal end of the basic deployment portion. Or it is good to have the protrusion expansion | deployment part which forms the said left knee front contact surface, and the back expansion | deployment part which expand | deploys back from the said basic expansion | deployment part and contact | abuts the passenger | crew's waist | hip | lumbar seated on the said seat.

  Preferably, at least one of the right knee airbag and the left knee airbag has a basic deployment portion that is elongated and a front knee contact surface that projects from the distal end of the basic deployment portion. Or it is good to have the protrusion expansion | deployment part which forms the said left knee front contact surface, and the reinforcement expansion | deployment part expand | deployed in the front side of the said basic expansion | deployment part and the said protrusion expansion | deployment part.

In the present invention, the right knee airbag and the left knee airbag are deployed from both sides of the occupant toward both laps of the occupant seated on the vehicle seat in the event of a collision, and both laps of the occupant are pressed from both sides. To do. Further, the right knee front contact surface of the right knee airbag and the left knee front contact surface of the left knee airbag are in contact with both left and right knees of the occupant from the front. As a result, the occupant is corrected to a posture in which both the left and right knees are aligned at the center in the left-right direction of the seat at the time of the collision, and becomes difficult to move forward from the corrected position.
As a result, it is possible to prevent the occupant's lower back seated on the seat from slipping and moving forward in the event of a collision, and to allow the upper body of the occupant to fall forward around the lower back that has not slipped forward significantly. it can. The upper body of the occupant can fall forward around the waist that is stable at the seating position of the seat by pressing both the left and right knees, and can fall with a stable desired behavior. And the impact of the upper body which falls down can be suitably absorbed, for example with a front airbag or a seatbelt. For example, even if the lap supporting the waist around the three-point seat belt is slightly loose before the collision, the right knee airbag and left knee airbag can prevent the waist from slipping forward and moving. During the pressing, the lap portion can be removed to support the waist with a seat belt at the seating position.
Moreover, the right knee airbag and the left knee airbag directly hold both knees and do not hold the abdomen. On the other hand, for example, if only the center part of the abdomen of the occupant seated on the seat at the time of the collision is pressed from the front, the center part of the abdomen is soft, so it is effective that the occupant moves forward. It is difficult to suppress. In addition, when the pressing force increases, the pressing force against the abdomen directly acts strongly.

  In particular, the right knee airbag has a right knee side contact surface adjacent to the right side of the right knee front contact surface and in contact with the outer right side surface of the right knee, and the left knee airbag has a left knee front contact surface. The right knee airbag and the left knee airbag are in contact with the left and right knees of the occupant. Unfold between the surface and the left knee side contact surface. Thereby, even if the passenger | crew before a collision is a boarding posture which opened between the right and left knee parts, this can be closed and it can hold down so that the left and right knee parts in the closed state may not move forward.

FIG. 1 is an explanatory diagram of an automobile to which an occupant protection device according to an embodiment of the present invention can be applied. FIG. 2 is an explanatory diagram of an example of the behavior of an occupant in a full-wrap frontal collision. FIG. 3 is an explanatory diagram of an example of a state in which the upper body falls down while the occupant's waist is in the seating position of the seat. FIG. 4 is an explanatory diagram of the occupant protection device according to the first embodiment. FIG. 5 is an explanatory diagram of a deployed state of the right knee airbag, the left knee airbag, and the front airbag of FIG. FIG. 6 is an explanatory diagram of airbag deployment control executed by the occupant protection control unit in the event of a collision. FIG. 7 is an explanatory diagram of an occupant protection device according to the second embodiment. FIG. 8 is an explanatory diagram of an occupant protection device according to the third embodiment. FIG. 9 is an explanatory diagram of an occupant protection device according to a modification of the third embodiment. FIG. 10 is an explanatory diagram of an occupant protection device according to the fourth embodiment. FIG. 11 is an explanatory diagram of an occupant protection device according to the fifth embodiment. FIG. 12 is an explanatory diagram of an occupant protection device according to the sixth embodiment. FIG. 13 is an explanatory diagram of an occupant protection device according to the seventh embodiment. FIG. 14 is an explanatory diagram of an occupant protection device according to the eighth embodiment. FIG. 15 is an explanatory diagram of an occupant protection device according to the ninth embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is an explanatory diagram of an automobile 1 to which an occupant protection device 10 according to an embodiment of the present invention is applicable.

  The automobile 1 is an example of a vehicle. The automobile 1 has a vehicle body 3 in which a passenger compartment 2 is formed. The passenger compartment 2 is provided with two front seats 4 and a rear seat 4 that are provided forward in the passenger compartment 2 and on which the passengers sit. On the left and right sides of the passenger compartment 2, doors 5 that are opened and closed for passengers to get on and off are provided. In front of the front seat 4, a dashboard 6 having a length corresponding to the left and right width of the passenger compartment 2 is provided. A center console 7 is provided between the two front seats 4.

By the way, in such a motor vehicle 1, a device for protecting an occupant seated on the seat 4 when a collision with another vehicle or the like is provided.
FIG. 1 shows a seat belt 19 and a front airbag 16.
The seat belt 19 is generally a three-point system. The three-point seat belt 19 has a lap portion around the waist of an occupant seated on the seat 4 and a shoulder portion that is put on the front of the upper body. Then, before the collision, the seat belt 19 is wound up by a retractor (not shown) to reduce sagging, and further, the feeding of the seat belt 19 is restricted at the time of the collision. Thereby, it can operate | move so that the passenger | crew's body which is going to move ahead from the seat 4 at the time of a collision may be held in the state seated on the seat 4.
The front airbag 16 is provided on a handle or dashboard 6 provided in front of the seat 4 in the passenger compartment 2 and is deployed rearward toward the seat 4. The upper body of the occupant who falls forward during a collision can be supported by the deployed front airbag 16 to absorb the impact.
However, even if such an occupant protection device 10 is used, the occupant cannot be properly protected in all collision modes. For example, even a frontal collision includes at least a full-lap collision, an offset collision, and an oblique collision. And if the form of a collision differs, the magnitude | size and direction of the impact force which act on the vehicle body 3 and a passenger | crew's body at the time of a collision will differ, and the behavior of a vehicle body and a passenger | crew will also differ.

For example, FIG. 2 is an explanatory diagram of an example of a passenger's behavior in a full-wrap frontal collision.
When a frontal collision occurs when the occupant is seated on the seat 4, as shown in FIG. 2A, a force to move relatively forward acts on the occupant seated on the seat 4 due to the impact of the collision. .
If the occupant is not pressed by the seat belt 19 at this time, the occupant's waist moves from the seating position of the seat 4 to the front as shown in FIG.
Then, the occupant's waist is stopped, for example, with the kneecap hitting the dashboard 6, and the upper body of the occupant falls forward around the lumbar at that position, as shown in FIG. 2 (C). Become.

On the other hand, FIG. 3 is an explanatory diagram of an example of a state in which the upper body of the occupant falls while the occupant's waist is in the seating position of the seat 4.
The contact state of the upper body with respect to the front airbag 16 in FIG. 2C is different from that assumed in the case where the waist is in the sitting position, as is apparent from comparison with FIG. The upper body of the occupant falls forward at a position approaching the front airbag 16. The contact state between the deployed front airbag 16 and the upper body is different from that when it is assumed that the waist is in the seating position of the seat. In this case, the deployed front airbag 16 may not be able to absorb the impact by supporting the upper body that has fallen down properly.
In addition, the upper body suddenly falls forward in a short time after the movement of the waist has stopped.

  Thus, the occupant protection device 10 is required to further improve the occupant protection performance.

  FIG. 4 is an explanatory diagram of the occupant protection device 10 according to the first embodiment.

In FIG. 4, an automatic operation control device 40 is shown together with the occupant protection device 10. The automatic driving control device 40 includes an outside vehicle image sensor 41, an automatic driving control unit 42, a steering actuator 43, a brake actuator 44, and a power source 45.
For example, the outside image sensor 41 images the front of the vehicle body 3. Thereby, for example, another vehicle body approaching from the front with respect to the traveling vehicle body 3 can be captured as an image.
The steering actuator 43 drives the steering device of the automobile 1 instead of the steering wheel.
The brake actuator 44 drives the braking device of the automobile 1 instead of the brake pedal.
The power source 45 is, for example, a gasoline engine or an electric motor.
The automatic operation control unit 42 automatically controls the traveling of the automobile 1. The automatic operation control unit 42 controls the steering actuator 43, the brake actuator 44, and the power source 45, for example, according to the travel route information to the destination. Further, the automatic operation control unit 42 identifies an approaching object based on the image of the vehicle exterior image sensor 41 and predicts a collision with the approaching object. When a collision with an approaching object is predicted, the automatic operation control unit 42 controls the steering actuator 43, the brake actuator 44, and the power source 45 so as to avoid the collision.

  4 includes an occupant position sensor 11, a G sensor 12, a timer 13, an occupant protection control unit 14, a front airbag device 15, a three-point seat belt device 18, a right knee airbag device 20, and a left knee airbag. Device 30.

  The occupant protection control unit 14 includes an outside image sensor 41, an automatic operation control unit 42, an occupant position sensor 11, a G sensor 12, a timer 13, a front airbag device 15, a three-point seat belt device 18, a right knee airbag device 20, The left knee airbag device 30 is connected.

  The occupant position sensor 11 detects the position of the head or upper body of the occupant seated on the seat 4. For example, the occupant position sensor 11 detects the amount of movement forward or the amount of movement in the left-right direction with reference to the seating position with the back on the seat 4.

  The G sensor 12 detects acceleration acting on the automobile 1. The direction of acceleration to be detected may be the front-rear direction, the left-right direction, or the up-down direction.

  The timer 13 measures time or time.

  The front airbag device 15 is provided in front of an occupant seated on the seat 4. The front airbag device 15 is provided on, for example, the dashboard 6 and the handle. The front airbag device 15 includes a front airbag 16 and an inflator 17. When the ignition signal is input, the inflator 17 releases gas into the front airbag 16. As a result, the front airbag 16 is deployed rearward toward the occupant seated on the seat 4. A front airbag 16 is deployed in front of the upper body of the passenger.

  The three-point seat belt device 18 includes a seat belt 19. The seat belt 19 includes a lap portion provided around a waist portion of an occupant seated on the seat 4 by engaging a tongue (not shown) with a buckle, and an inner side of the waist portion from one shoulder portion of the upper body. And a shoulder portion to be applied over the portion. Then, when a pretension signal or a support signal is input, a retractor (not shown) winds up the seat belt 19. For example, the seat belt 19 is wound up before the collision to reduce slack, and the feeding of the seat belt 19 is restricted at the time of the collision. Thereby, the body of the occupant trying to move forward from the seat 4 at the time of the collision can be held in a state of being seated on the seat 4.

  FIG. 5 is an explanatory view showing a state in which the right knee airbag 21, the left knee airbag 31, and the front airbag 16 of FIG. 4 are deployed. 5A is a top view, and FIG. 5B is a side view of the right half viewed from the left side.

The right knee airbag device 20 is provided on the right side of the seat surface of the seat 4. The right knee airbag device 20 is provided, for example, in the door 5 at a position on the right side of the front edge of the seat surface of the seat 4. The right knee airbag device 20 includes a right knee airbag 21 and a right inflator 22. When the ignition signal is input and the right inflator 22 releases the gas into the right knee airbag 21, the right knee airbag 21 is deployed from the right position of the seat 4 toward the left direction. The deployed right knee airbag 21 is deployed so as to reach the center in the left-right direction of the seat 4 at the height position of the seat surface of the seat 4. As a result, the right knee airbag 21 is deployed toward the knee of the occupant seated on the seat 4.
The deployed right knee airbag device 20 includes a right basic deployment part 23 that is elongated along the left-right direction, and a right projecting deployment part 24 that projects further from the tip of the right basic deployment part 23 in the left direction. Have. The right projecting development portion 24 projects from a front portion of the front end surface of the right basic development portion 23. As a result, the right knee airbag device 20 is formed with a right knee front contact surface 25 and a right knee contact surface 26.
The right knee front contact surface 25 is formed as a rear surface of the right projecting deployment portion 24. The front right knee contact surface 25 expands in front of the right knee of the occupant seated on the seat 4 and contacts the front side of the right knee.
The right knee-side contact surface 26 is formed as a tip surface from which the right projecting deployment portion 24 of the right basic deployment portion 23 is projected. The right knee side contact surface 26 is deployed on the right side of the right knee of the occupant seated on the seat 4 and is in contact with the right side of the right knee.
The right knee side contact surface 26 is formed to be inclined with respect to the right knee front contact surface 25. As a result, the right front portion of the right knee can be pressed at the corner formed by the right knee side contact surface 26 and the right knee front contact surface 25. Moreover, even if the position of the seat surface of the seat 4 of the right knee is shifted in the left-right direction according to the occupant's body shape, the right front portion of the right knee can be appropriately pressed.

The left knee airbag device 30 is provided on the left side of the seat surface of the seat 4. The left knee airbag device 30 is provided at a position on the left side of the front edge of the seat surface of the seat 4, for example, in the door 5. The left knee airbag device 30 includes a left knee airbag 31 and a left inflator 32. When the ignition signal is input and the left inflator 32 releases the gas into the left knee airbag 31, the left knee airbag 31 is deployed from the left position of the seat 4 toward the right direction. The deployed left knee airbag 31 is deployed so as to reach the center in the left-right direction of the seat 4 at the height position of the seat surface of the seat 4. As a result, the left knee airbag 31 is deployed toward the knee of the occupant seated on the seat 4.
The deployed left knee airbag device 30 includes a left basic deploying portion 33 that is elongated along the left-right direction, and a left projecting deploying portion 34 that further projects leftward from the tip of the left basic deploying portion 33. Have. The left protruding deployment part 34 projects from a front portion of the front end surface of the left basic deployment part 33. As a result, the left knee airbag device 30 is formed with a left knee front contact surface 35 and a left knee side contact surface 36.
The left knee front contact surface 35 is formed as a rear surface of the left projecting and expanding portion 34. The left front knee contact surface 35 expands in front of the left knee of the occupant seated on the seat 4 and contacts the front side of the left knee.
The left knee-side contact surface 36 is formed as a front end surface from which the left protruding deployment portion 34 of the left basic deployment portion 33 projects. The left knee side contact surface 36 is developed on the left side of the left knee of the occupant seated on the seat 4 and is in contact with the left side of the left knee.
The left knee side contact surface 36 is formed to be inclined with respect to the left knee front contact surface 35. Thereby, the left front portion of the left knee can be pressed at the corner portion formed by the left knee side contact surface 36 and the left knee front contact surface 35. Moreover, even if the position of the left knee portion on the seat surface of the seat 4 is shifted in the left-right direction according to the occupant's body shape, the right front portion of the left knee portion can be appropriately pressed.

  In the deployed right knee airbag 21 and left knee airbag 31, the right projecting deployment portion 24 and the left projecting deployment portion 34 are in contact with each other at the center in the left-right direction of the seat 4. The right knee airbag 21 and the left knee airbag 31 are deployed symmetrically with respect to the center of the seat 4 in the left-right direction. The right knee airbag 21 and the left knee airbag 31 are in contact with each other with both the left and right knee portions of the occupant sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. Further, the right knee front contact surface 25 and the left knee front contact surface 35 are in contact with both the left and right knee portions of the occupant from the front. As a result, the occupant seated on the seat 4 is pressed from both the left and right knees from the front and from both the left and right sides.

  The occupant protection control unit 14 controls the operation of the occupant protection device 10 according to the traveling state of the automobile 1. Specifically, it controls the deployment of the front airbag device 15, the operation of the three-point seat belt device 18, the deployment of the right knee airbag 21, and the deployment of the left knee airbag 31.

  FIG. 6 is an explanatory diagram of airbag deployment control executed by the occupant protection control unit 14 in the event of a collision. In FIG. 6, the three-point seat belt 19 is not shown.

As shown in FIG. 6A, the occupant is sitting at the seating position of the seat 4 before the collision.
In this state, the occupant protection control unit 14 predicts the possibility of a collision based on, for example, an image captured in front of the vehicle body 3 by the vehicle exterior image sensor 41 and travel state information from the automatic driving control unit 42. The traveling state information includes the steering amount of the steering actuator 43, the acceleration / deceleration amount by the brake actuator 44 and the power source 45, and the like. The occupant protection control unit 14 determines the travel route of the vehicle body 3 based on these pieces of information. In addition, an object on or in the vicinity of the traveling path is specified based on the captured image in front of the vehicle body 3. The occupant protection control unit 14 determines the possibility of a frontal collision with the object based on these pieces of information. These determinations may be executed by the automatic driving control unit 42, and the occupant protection control unit 14 may acquire the determination result from the automatic driving control unit 42.

If there is a possibility of a frontal collision, the occupant protection control unit 14 starts occupant protection control.
In the occupant protection control, the occupant protection control unit 14 first deploys the right knee airbag 21 and the left knee airbag 31 as shown in FIG. The occupant protection control unit 14 outputs an ignition signal to the right inflator 22 of the right knee airbag device 20 and the left inflator 32 of the left knee airbag device 30. As a result, the right knee airbag 21 and the left knee airbag 31 start to deploy along the left-right direction, deploy toward the right knee and left knee of the occupant seated on the seat 4, and Press. The right knee airbag 21 and the left knee airbag 31 are in contact with each other. In this state, the occupant's right knee and left knee are pressed from the front and from both the left and right sides. The occupant's waist is moved forward from the seating position of the seat 4 by being supported from the front while the right knee and the left knee are sandwiched between the right knee airbag 21 and the left knee airbag 31. It becomes difficult.

  Next, when the front passenger collision is actually detected based on the acceleration signal of the G sensor 12, the occupant protection control unit 14 deploys the front airbag device 15 as shown in FIG. The occupant protection control unit 14 outputs an ignition signal to the inflator 17 of the front airbag device 15. Accordingly, the front airbag 16 is deployed rearward from the front side of the seat 4.

  Thereafter, the upper body of the occupant falls forward due to the impact input of the frontal collision. As shown in FIG. 6D, the upper body of the occupant falls forward so as to rotate around the waist part maintained at the seating position of the seat 4. The state seen from the side is the same as FIG.

  The above-described occupant protection control may start the deployment of the right knee airbag 21 and the left knee airbag 31 not at the timing when the possibility of a frontal collision is determined but at the timing when the frontal collision is actually detected. .

As described above, in the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed from both sides of the occupant toward both laps of the occupant seated on the vehicle seat 4 in the event of a collision, Press both knees of the occupant from the left and right sides. Further, the right knee front contact surface 25 of the right knee airbag 21 and the left knee front contact surface 35 of the left knee airbag 31 are in contact with the left and right knees of the occupant from the front. As a result, the occupant is corrected to a posture in which both the left and right knees are aligned at the center in the left-right direction of the seat 4 at the time of the collision, and becomes difficult to move forward from the corrected position. .
As a result, it is possible to prevent the occupant's lower back seated on the seat 4 from slipping and moving in the event of a collision, and the upper body of the occupant is to be tilted forward around the lumbar portion that has not largely slipped forward. Can do. The upper body of the occupant can fall forward around the waist which is stable at the seating position of the seat 4 by pressing both the left and right knees, and can fall with a stable desired behavior. And the impact of the upper body which falls down can be suitably absorbed by the front airbag or the seat belt 19, for example. For example, even if the lap supporting the waist around the three-point seat belt 19 is slightly loose before the collision, the right knee airbag 21 and the left knee airbag 31 prevent the waist from slipping forward and moving. In addition, the lap portion can be removed while the pressure is being suppressed, and the waist portion can be supported by the seat belt 19 at the seating position of the seat 4.
Moreover, the right knee airbag 21 and the left knee airbag 31 directly hold both knees and do not hold the abdomen. On the other hand, for example, when only the center part of the abdomen of the occupant seated on the seat 4 is pressed from the front in the event of a collision, the center part of the abdomen is soft, so it is effective that the occupant moves forward. It is difficult to suppress. In addition, when the pressing force increases, the pressing force against the abdomen directly acts strongly.

  In particular, the right knee airbag 21 has a right knee side contact surface 26 that is adjacent to the right side of the right knee front contact surface 25 and touches the outer right side surface of the right knee, and the left knee airbag 31 is a left knee airbag 31. Adjacent to the left side of the front knee contact surface 35 is a right knee side contact surface 36 that contacts the outer left side surface of the left knee, and the right knee airbag 21 and the left knee airbag 31 are both left and right of the occupant. The knee is deployed so as to be sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. Thereby, even if the passenger | crew before a collision is a boarding posture which opened between the right and left knee parts, this can be closed and it can hold down so that the left and right knee parts in the closed state may not move forward.

  In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are in contact with each other with both the right and left knees sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36. . Therefore, the right knee air contact surface 26, the right knee front contact surface 25, the left knee front contact surface 35, and the left knee side contact surface 36 form a concave portion into which the entire left and right knees enter, and the right knee air The deployment pressure of the bag 21 and the left knee airbag 31 can firmly support the entire left and right knees.

In the present embodiment, the right knee side contact surface 26 is formed to be inclined with an obtuse angle with respect to the right knee front contact surface 25, and the left knee side contact surface 36 is relative to the left knee front contact surface 35. Inclined to form an obtuse angle. Thereby, the space | interval of the front edge of the right knee side contact surface 26 and the front edge of the left knee side contact surface 36 is narrowed, and a small knee part is placed between the right knee side contact surface 26 and the left knee side contact surface 36. In addition to being able to be sandwiched, the distance between the rear edge of the right knee side contact surface 26 and the rear edge of the left knee side contact surface 36 is widened so that a large knee is connected to the right knee side contact surface 26 and the left knee side contact surface 36. Can be sandwiched between.
A protrusion may be formed on at least one of the right knee side contact surface 26 and the left knee side contact surface 36. Thereby, for example, the outside of the right knee can be pushed more strongly than the protrusion while allowing the front of the right knee to contact the right knee front contact surface 25.

  In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed in the left-right direction from the positions on both sides of the seat 4 in the left-right direction. Therefore, both the left and right knees are sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36, and the direction of the lower limbs of the occupant can be aligned, for example, along the center of the seat 4 in the left and right direction. it can. Moreover, both the left and right knees can be made difficult to move forward due to the high clamping force due to the deployment pressure.

  In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are in contact with each other at the center in the left-right direction of the seat 4. Therefore, the direction of the occupant's lower limb can be aligned with the direction along the center of the seat 4 in the left-right direction, for example.

  In the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed at the height position of the seat surface of the seat. Therefore, the seat 4 is seated on the seat 4 by applying a high rearward deployment pressure at the height of the seat surface of the seat 4 to the left and right knees through the right knee front contact surface 25 and the left knee front contact surface 35. The lower limbs of the passenger can be made difficult to move forward.

[Second Embodiment]
Next, an occupant protection device 10 according to the second embodiment will be described. In the following description, differences from the first embodiment will be mainly described, and description overlapping with the first embodiment will be omitted.

FIG. 7 is an explanatory diagram of the occupant protection device 10 according to the second embodiment.
In FIG. 7, the right knee side contact surface 26 is formed perpendicular to the right knee front contact surface 25. The left knee side contact surface 36 is formed perpendicular to the left knee front contact surface 35.

  In this case, the right knee and the left knee can be sandwiched by the right knee side contact surface 26 and the left knee side contact surface 36 with high force from the left and right. Therefore, the right knee and the left knee can be maintained forward of the vehicle body 3 along the center of the seat 4. For example, even when a rotational moment is generated in the vehicle body 3 due to an offset collision or an oblique collision, it is difficult for the knee portion to come out between the right knee side contact surface 26 and the left knee side contact surface 36, and the right knee portion and the left knee portion are It can be maintained forward along the center of the sheet 4. As a result, even when the occupant falls toward the front of the vehicle body 3, the front airbag 16 is hit from the front. The deployed front airbag 16 can favorably support the upper body of the occupant who falls down.

[Third Embodiment]
Next, an occupant protection device 10 according to a third embodiment will be described. In the following description, differences from the first embodiment will be mainly described, and description overlapping with the first embodiment will be omitted.

FIG. 8 is an explanatory diagram of the occupant protection device 10 according to the third embodiment.
In FIG. 8, the right knee side contact surface 26 is formed perpendicular to the right knee front contact surface 25. The left knee side contact surface 36 is formed to be inclined at an obtuse angle with respect to the left knee front contact surface 35. The right knee side contact surface 26 and the left knee side contact surface 36 are formed asymmetrically.

In this case, the right knee side contact surface 26 and the left knee side contact surface 36 are formed asymmetrically with respect to the center line in the left-right direction of the seat 4.
Then, the right knee side contact surface 26 which is the outside of the vehicle is made to have an obtuse angle smaller than that of the left knee side contact surface 36 as in the present embodiment, so that the right knee part is pressed by the right knee side contact surface 26. It can be relatively stronger than the pressing of the left knee by the side contact surface 36. As a result, it is possible to reduce the possibility that the right knee portion is displaced outward from between the right knee side contact surface 26 and the left knee side contact surface 36. For example, when the seat 4 is provided on the right side of the vehicle body 3, the lower limbs of the occupant can be prevented from jumping out of the seat 4, and even when a collision input occurs on the right side of the vehicle body 3, the impact is directly It can be difficult to act on the lower limbs of passengers.

FIG. 9 is an explanatory diagram of an occupant protection device 10 according to a modification of the third embodiment.
In FIG. 9, the right knee side contact surface 26 is formed to be inclined at an obtuse angle with respect to the right knee front contact surface 25. The left knee side contact surface 36 is formed perpendicular to the left knee front contact surface 35. There is an inverse relationship with FIG. In this case, it is possible to reduce the possibility that the left knee portion is displaced outward from between the right knee side contact surface 26 and the left knee side contact surface 36.

[Fourth Embodiment]
FIG. 10 is an explanatory diagram of the occupant protection device 10 according to the fourth embodiment. In the following description, differences from the first embodiment will be mainly described, and description overlapping with the first embodiment will be omitted.
The right knee airbag device 20 is provided on the right side of the seat surface in front of the seat surface of the seat 4. The right basic deployment portion 23 of the right knee airbag 21 is deployed obliquely rearward so as to deploy from the position on the front side of the seat 4 toward the center in the left-right direction of the seat surface of the seat 4. In the deployed right knee airbag 21, the right projecting deployment portion 24 projects from the right basic deployment portion 23. Thereby, the right knee front contact surface 25 and the right knee side contact surface 26 are formed.
The left knee airbag device 30 is provided on the left side of the seat surface in front of the seat surface of the seat 4. The left basic deployment portion 33 of the left knee airbag 31 is deployed obliquely rearward from the front side of the seat 4 so as to be deployed toward the center in the left-right direction of the seat surface of the seat 4. In the deployed left knee airbag 31, a left projecting deployment portion 34 projects from the left basic deployment portion 33. Thereby, the left knee front contact surface 35 and the left knee side contact surface 36 are formed.

  As described above, in the present embodiment, the right knee airbag 21 and the left knee airbag 31 are deployed obliquely rearward from the front side position of the seat 4. Therefore, both the left and right knees are sandwiched between the right knee side contact surface 26 and the left knee side contact surface 36, and the direction of the lower limbs of the occupant can be aligned, for example, along the center of the seat 4 in the left and right direction. it can. In addition, due to the high rearward deployment pressure on the right knee front contact surface 25 and the left knee front contact surface 35, both the left and right knee portions can be made difficult to move forward.

[Fifth Embodiment]
FIG. 11 is an explanatory diagram of the occupant protection device 10 according to the fifth embodiment. In the following description, differences from the first embodiment will be mainly described, and description overlapping with the first embodiment will be omitted.
When the occupant protection control unit 14 predicts or detects a frontal collision, the occupant protection control unit 14 further predicts or detects the occurrence of a rotational moment on the vehicle body 3 due to the collision. For example, in the case of a full lap collision, the direction of the impact input to the vehicle body 3 is highly likely to be input symmetrically with respect to the front surface of the vehicle and pass through or near the center of gravity of the vehicle body 3. Determines that the generation of the rotational moment on the vehicle body 3 due to the collision basically does not occur. On the other hand, in the case of offset collision or oblique collision, the direction of impact input to the vehicle body 3 is highly likely to be input asymmetrically with respect to the front of the vehicle and pass away from the center of gravity of the vehicle body 3, The occupant protection control unit 14 determines that the generation of the rotational moment on the vehicle body 3 due to the collision basically occurs.

  When it is predicted that an impact is input symmetrically with respect to the front surface of the vehicle and no rotational moment is generated on the vehicle body 3, the occupant protection control unit 14 ignites the right inflator 22 as in the first embodiment. By aligning the timing with the ignition timing of the left inflator 32, the right knee airbag 21 and the left knee airbag 31 are deployed simultaneously and symmetrically in the left-right direction. In this case, as shown in FIG. 11 (A), the right knee airbag 21 and the left knee airbag 31 are deployed symmetrically so that the right and left knees of the occupant are located at the center of the seat 4 in the left-right direction. Insert from both sides. The lower limbs of the occupant face the front as well as the upper body that falls forward.

  In addition, when it is predicted that a rotational moment is generated in the vehicle body 3 by being input asymmetrically with respect to the front of the vehicle, the occupant protection control unit 14 uses the timer 13 to ignite the ignition timing of the right inflator 22 and the ignition of the left inflator 32. Shift the timing. The deployment timing of the right knee airbag 21 and the left knee airbag 31 is controlled so that both the left and right knees of the occupant seated in the seat 4 are directed in a direction in which a rotational moment is expected to be generated in the vehicle body 3 due to the collision. . In FIG. 11B, the deployment timing of the left knee airbag 31 is advanced, and the front of the lower limbs of the occupant is moved to the right. In this case, the right knee airbag 21 and the left knee airbag 31 are deployed asymmetrically, and the right and left knee portions of the occupant are sandwiched from both sides at positions shifted to the right from the center in the left and right direction of the seat 4.

As described above, in this embodiment, when the occupant protection control unit 14 that controls the deployment of the right knee airbag 21 and the deployment of the left knee airbag 31 receives an impact symmetrically with respect to the front surface of the vehicle. When expected, the deployment of the right knee airbag 21 and the deployment of the left knee airbag 31 are controlled so as to be deployed symmetrically in the left-right direction. Therefore, the right knee airbag 21 and the left knee airbag 31 can be deployed symmetrically with respect to both the left and right knees, and both the left and right knees can be controlled forward.
Further, when it is predicted that an impact is input asymmetrically with respect to the front surface of the vehicle, the occupant protection control unit 14 causes the rotational moment to be applied to the vehicle body 3 due to the collision between the left and right knees of the occupant seated on the seat 4. The deployment of the right knee airbag 21 and the left knee airbag 31 is controlled so as to be directed in the direction expected to occur. Then, both the left and right knees of the occupant seated on the seat 4 are directed in a direction in which a rotational moment is expected to be generated in the vehicle body 3 due to the collision. Can be moved.

  The gas amount in the right knee airbag 21 is different from the gas amount in the left knee airbag 31, or a tether for controlling the deployed shape is provided in the right knee airbag 21 and the left knee airbag 31 to provide a gas pressure. Even if a difference is provided, the deployment of the right knee airbag 21 and the left knee airbag 31 can be controlled.

[Sixth Embodiment]
FIG. 12 is an explanatory diagram of the occupant protection device 10 according to the sixth embodiment. In the following description, differences from the fifth embodiment will be mainly described, and description overlapping with the fifth embodiment will be omitted.
The occupant protection control unit 14 uses the timer 13 to determine the ignition timing of the right inflator 22 and the ignition timing of the left inflator 32 when it is predicted that a rotational moment is generated in the vehicle body 3 by being input asymmetrically with respect to the front of the vehicle. Of the right knee airbag 21 and the left knee airbag 31 so that the left and right knees of the occupant seated in the seat 4 are directed in the direction in which the upper body is expected to fall due to a frontal collision of the automobile 1. Control deployment timing. For example, in FIG. 12, it is expected that the upper body tilts to the left with respect to the front direction of the vehicle body 3 due to the rightward moment of rotation generated in the vehicle body 3. In this case, the deployment timing of the right knee airbag 21 is advanced, and the front of the occupant's lower limb is moved to the left. The right knee airbag 21 and the left knee airbag 31 deployed asymmetrically sandwich the occupant's right knee and left knee from both sides at a position shifted to the left from the center in the left-right direction of the seat 4.

  As described above, in this embodiment, when the occupant protection control unit 14 predicts that an impact is input asymmetrically with respect to the front of the vehicle, both the left and right knees of the occupant seated on the seat 4 are The deployment of the right knee airbag 21 and the left knee airbag 31 is controlled so as to face the direction in which the upper body is expected to fall due to a frontal collision of the vehicle. Then, both the left and right knees of the occupant seated on the seat 4 are directed in a direction in which the upper body is expected to fall due to a frontal collision of the vehicle, so that the occupant's upper body is difficult to fall in a state of being twisted with respect to the lower limbs. Become.

[Seventh Embodiment]
FIG. 13 is an explanatory diagram of the occupant protection device 10 according to the seventh embodiment. In the following description, differences from the fifth embodiment will be mainly described, and description overlapping with the fifth embodiment will be omitted.
The occupant protection control unit 14 ignites only one of the right inflator 22 and the left inflator 32 when it is predicted that a rotational moment is generated in the vehicle body 3 by being input asymmetrically with respect to the front of the vehicle. In this case, even if only one inflator 17 is ignited so that the left and right knees of the occupant seated in the seat 4 are directed in a direction in which the upper body is expected to fall due to a frontal collision of the vehicle, the seat 4 is seated. Only one inflator 17 may be ignited so that both right and left knee portions of the occupant are directed in a direction in which a rotational moment is expected to be generated in the vehicle body 3 due to the collision.
For example, in FIG. 13, as in FIG. 12, it is expected that the upper body tilts to the left with respect to the front direction of the vehicle body 3 when the vehicle body 3 generates a rotational moment to the right. In this case, only the right inflator 22 is ignited and the front of the occupant's lower limb is moved to the left by the deployed right knee airbag 21. The right knee and left knee of the occupant are shifted to the left from the center in the left-right direction of the seat 4, and the upper body can fall over the lower limbs. It is difficult for the upper body to twist with respect to the lower limbs and to fall obliquely.

  As described above, in this embodiment, when the occupant protection control unit 14 predicts that an impact is input asymmetrically with respect to the front of the vehicle, only one of the right inflator 22 and the left inflator 32 is ignited. To do. Thereby, both the left and right knees of the occupant seated on the seat 4 can be greatly directed in a desired direction.

[Eighth Embodiment]
FIG. 14 is an explanatory diagram of the occupant protection device 10 according to the eighth embodiment. 14A is a top view, and FIG. 14B is a side view of the right half viewed from the left side.
In the following description, differences from the first embodiment will be mainly described, and description overlapping with the first embodiment will be omitted.
The right knee airbag 21 has a right basic deployment part 23, a right protruding deployment part 24, and a right rear deployment part 28.
The right rear unfolding portion 28 unfolds backward from the upper surface of the right basic unfolding portion 23 unfolded in the left-right direction. The rear end edge of the developed right rear developed portion 28 hits the right side of the waist of the occupant seated on the seat 4 from the front.

The left knee airbag 31 has a left basic deployment part 33, a left protruding deployment part 34, and a left rear deployment part 38.
The left rear unfolding portion 38 unfolds backward from the upper surface of the left basic unfolding portion 33 unfolded in the left-right direction. The rear end edge of the developed left rear developed part 38 hits the left side of the waist part of the occupant seated on the seat 4 from the front.

  As described above, the right knee airbag 21 of the present embodiment has the right rear deployment part 28 that deploys rearward from the right basic deployment part 23 and abuts against the waist of the occupant seated on the seat 4. The left knee airbag 31 has a left rear deployment portion 38 that is deployed rearward from the left basic deployment portion 33 and abuts against a waist portion of an occupant seated on the seat 4. Therefore, the occupant is pressed from the front together with the left and right knees. As a result, it becomes difficult for the occupant to move further forward in the event of a collision.

  The rear deployment portion may be formed in the width of the seat 4 in one of the right knee airbag 21 and the left knee airbag 31 and deployed with the one airbag.

[Ninth Embodiment]
FIG. 15 is an explanatory diagram of the occupant protection device 10 according to the ninth embodiment. FIG. 15A is a top view, and FIG. 15B is a side view of the right half viewed from the left side.
In the following description, differences from the first embodiment will be mainly described, and description overlapping with the first embodiment will be omitted.

The right knee airbag 21 has a right basic deployment part 23, a right protruding deployment part 24, and a right reinforcement deployment part 29.
The right reinforcement deployment part 29 is deployed on the front side of the right basic deployment part 23 and the right protruding deployment part 24. The right reinforcing expansion part 29 starts to be expanded from the front surface of the right basic expansion part 23 and expands to the front side of the right protruding expansion part 24, for example.

The left knee airbag 31 has a left basic deployment part 33, a left protruding deployment part 34, and a left reinforcement deployment part 39.
The left reinforcing development part 39 is developed on the front side of the left basic development part 33 and the left protruding development part 34. For example, the left reinforcing expansion part 39 starts to be expanded from the front surface of the left basic expansion part 33 and expands to the front side of the left protruding expansion part 34.

As described above, in the present embodiment, the right reinforcing deployment portion 29 that is deployed from the right basic deployment portion 23 to the right projection deployment portion 24 is provided on the front side of the right projection deployment portion 24. Therefore, even if a large load is applied to the left projecting deployment portion 34 where the right knee front contact surface 25 is formed, the right projecting deployment portion 24 can be supported by the right reinforcing deployment portion 29, and the right basic deployment portion 23 is supported. On the other hand, it becomes difficult to deform so that the right projecting development portion 24 is bent.
In addition, a left reinforcing expansion part 39 that extends from the left basic expansion part 33 to the left protrusion expansion part 34 is provided on the front side of the left protrusion expansion part 34. Therefore, even if a large load is applied to the left protruding deployment portion 34 where the left knee front contact surface 35 is formed, the left reinforcing deployment portion 39 can support the left protruding deployment portion 34, and the left basic deployment portion 33. On the other hand, it becomes difficult to deform the left projecting development portion 34 so as to be bent.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

  DESCRIPTION OF SYMBOLS 1 ... Automobile (vehicle), 2 ... Passenger compartment, 3 ... Vehicle body, 4 ... Seat, 5 ... Door, 6 ... Dashboard, 7 ... Center console, 10 ... Passenger protection device, 11 ... Passenger position sensor, 12 ... G sensor , 13 ... Timer, 14 ... Occupant protection control unit, 15 ... Front airbag device, 16 ... Front airbag, 17 ... Inflator, 18 ... Three-point seat belt device, 19 ... Seat belt, 20 ... Right knee airbag device, 21 ... right knee airbag, 22 ... right inflator, 23 ... right basic deployment part, 24 ... right protruding deployment part, 25 ... right knee front contact surface, 26 ... right knee side contact surface, 28 ... right rear deployment part, 29 ... Right reinforcement deployment part, 30 ... Left knee airbag device, 31 ... Left knee airbag, 32 ... Left inflator, 33 ... Left basic deployment part, 34 ... Left protrusion deployment part, 35 ... Left knee front contact surface, 36 ... Left Knee contact surface 38 ... left rear expansion portion, 39 ... Left reinforcing development section, 40 ... automatic driving controller, 41 ... outside the image sensor, 42 ... automatic driving control section, 43 ... steering actuator, 44 ... brake actuator, 45 ... power source.

Claims (16)

A right knee airbag and a left knee airbag that are deployed from the left and right sides of the occupant seated in a vehicle seat toward the occupant's knee and press the knee;
The right knee airbag has a front right knee contact surface in contact with the front side of the right knee of the occupant,
The left knee airbag has a left front knee contact surface that contacts the front side of the left knee of the occupant,
The right knee front contact surface and the left knee front contact surface are in contact with both right and left knees of the occupant from the front in a state where the right knee airbag and the left knee airbag are deployed in a collision,
Crew protection device. The right knee airbag has a right knee side contact surface that is adjacent to the right side of the right knee front contact surface and touches an outer right side surface of the right knee,
The left knee airbag has a left knee side contact surface that is adjacent to the left side of the left knee front contact surface and touches an outer left side surface of the left knee,
The right knee airbag and the left knee airbag are deployed so as to sandwich both left and right knee portions of the occupant between the right knee side contact surface and the left knee side contact surface,
The occupant protection device according to claim 1. The right knee airbag and the left knee airbag are in contact with each other with both the right and left knees sandwiched between the right knee side contact surface and the left knee side contact surface,
The occupant protection device according to claim 2. The right knee side contact surface is formed perpendicularly or inclined with respect to the right knee front contact surface,
The left knee side contact surface is formed to be perpendicular or inclined with respect to the left knee front contact surface.
The occupant protection device according to claim 2 or 3. The right knee side contact surface and the left knee side contact surface are formed symmetrically or asymmetrically,
The occupant protection device according to any one of claims 2 to 4. The right knee airbag and the left knee airbag are deployed in the left-right direction from the positions on both sides in the left-right direction of the seat,
The occupant protection device according to any one of claims 1 to 5. The right knee airbag and the left knee airbag are deployed obliquely backward from a position on the front side of the seat,
The occupant protection device according to any one of claims 1 to 5. The right knee airbag and the left knee airbag are in contact with each other at the center in the left-right direction of the seat;
The occupant protection device according to claim 6 or 7. The right knee airbag and the left knee airbag are deployed at a height position of a seating surface of the seed;
The occupant protection device according to any one of claims 6 to 8. A control unit for controlling the deployment of the right knee airbag and the deployment of the left knee airbag;
The controller is
When it is predicted that an impact is input symmetrically with respect to the front surface of the vehicle, the deployment of the right knee airbag and the deployment of the left knee airbag are controlled to be deployed symmetrically in the left-right direction.
The occupant protection device according to any one of claims 1 to 9. The controller is
When it is predicted that an impact is input asymmetrically with respect to the front of the vehicle, both the left and right knees of the occupant seated on the seat face in a direction in which a rotational moment is expected to be generated in the vehicle due to the collision. Controlling the deployment of the right knee airbag and the left knee airbag,
The occupant protection device according to claim 10. The controller is
When it is expected that an impact will be input asymmetrically with respect to the front of the vehicle, both the left and right knees of the occupant seated in the seat are expected to fall down due to a frontal collision of the vehicle. Controlling the deployment of the right knee airbag and the left knee airbag to face
The occupant protection device according to claim 10. A right inflator that is ignited to deploy the right knee airbag, and a left inflator that is ignited to deploy the left knee airbag;
The controller is
When it is expected that an impact is input symmetrically with respect to the front of the vehicle, the ignition timing of the right inflator and the ignition timing of the left inflator are aligned,
When it is expected that an impact is input asymmetrically with respect to the front of the vehicle, the ignition timing of the right inflator and the ignition timing of the left inflator are shifted,
The occupant protection device according to claim 11 or 12. A right inflator that is ignited to deploy the right knee airbag, and a left inflator that is ignited to deploy the left knee airbag;
The controller is
When it is expected that an impact is input asymmetrically with respect to the front of the vehicle, only one of the right and left inflators is ignited.
The occupant protection device according to claim 11 or 12. At least one of the right knee airbag and the left knee airbag is
A basic deployment section that is deployed in a long length;
A projecting deployment part that projects from the tip of the basic deployment part to form the right knee front contact surface or the left knee front contact surface;
A rear deployment part that is deployed rearward from the basic deployment part and hits the waist of an occupant seated on the seat;
Having
The occupant protection device according to any one of claims 1 to 14. At least one of the right knee airbag and the left knee airbag is
A basic deployment section that is deployed in a long length;
A projecting deployment part that projects from the tip of the basic deployment part to form the right knee front contact surface or the left knee front contact surface;
A reinforcing development part that develops on the front side of the basic development part and the protruding development part;
Having
The occupant protection device according to any one of claims 1 to 14.