JP2019177791A - Occupant protection device for vehicle - Google Patents

Abstract

An occupant protection device for a vehicle that can realize occupant protection in various types of collisions only by a configuration of a seat on which an occupant sits is provided. A first seat that can swell forward or upward from one side of a seat on which an occupant sits via the seat or a peripheral member of the seat, and can be deployed inward in the width direction of the seat. An airbag, and a second airbag that is swelled forward or upward from the other side of the seat via the seat or the peripheral member and can be deployed inward in the width direction of the seat. An occupant protection device for a vehicle, wherein the first airbag and the second airbag overlap in the vertical direction and the width direction of the seat when deployed. [Selection diagram] Fig. 1

Description

  The present invention relates to a vehicle occupant protection device.

  There is an airbag mounted on a seat as a technique for protecting an occupant in an area close to the occupant of the vehicle. For example, in order to protect the passenger's head, an airbag main body that is deployed and inflated between a body side portion of the vehicle and a portion from the chest of the passenger to the head, and the passenger's head from the airbag main body. A side airbag device including an airbag projecting portion that expands and inflates so as to project forward from the face has been proposed (see Patent Document 1).

JP 2006008105 A

With the development of automatic driving technology, when the seating position and seating state in the passenger compartment are liberalized, the steering and instrumentation that were used in the past when the seat was made different from the conventional arrangement An airbag provided on a panel or the like may make it difficult to protect an occupant. In view of this, the necessity of providing an occupant protection device such as an airbag on the seat increases.
In the conventional side airbag device as described above, it is difficult to cope with an omnidirectional collision.

  Therefore, the problem to be solved by the present invention is to provide an occupant protection device for a vehicle that can realize occupant protection in various collision modes only by the configuration of a seat on which the occupant is seated.

  As a means for solving the above-described problems, a vehicle occupant protection device according to the present invention swells forward or upward from one side of a seat on which a passenger is seated via the seat or a peripheral member of the seat. A first airbag that can be unfolded and deployed inward in the width direction of the seat, and bulges forward or upward from the other side of the seat through the seat or the peripheral member, A second airbag that can be deployed inward in the width direction, and the first airbag and the second airbag overlap in the vertical direction and the width direction of the seat when deployed.

  In the vehicle occupant protection device according to the present invention, the first airbag and the second airbag are inflated via a seat surface of the seat, and one of the first airbag and the second airbag is used. Preferably, the airbag is deployed in front of the upper body of the occupant, and the other airbag is deployed below the one airbag and above the lower limbs of the occupant.

  In the vehicle occupant protection device according to the present invention, it is preferable that the one airbag has a facing surface portion facing the upper body of the occupant.

  In the vehicle occupant protection device according to the present invention, it is preferable that the first airbag is deployed from one of a seat cushion and a seat back, and the second airbag is deployed from the other of the seat cushion and the seat back.

  In the vehicle occupant protection device according to the present invention, at least one of the first airbag and the second airbag has a regulating portion that regulates deployment of the seat along the vertical direction during deployment, It is preferable that the restricting portion can increase a deployment amount along the vertical direction of the seat in an airbag provided with the restricting portion in a stepwise manner.

  According to the present invention, the first airbag and the second airbag that are deployed from one side and the other side of the seat are deployed inward in the width direction of the seat, and the first airbag and the second airbag are By overlapping in the width direction of the seat, the airbag is arranged so as to surround the occupant. Since the airbag deployed from the seat surrounds and surrounds the occupant, it is possible to provide a vehicle occupant protection device capable of realizing occupant protection in various collision modes only by the configuration of the seat.

FIGS. 1A to 1C are schematic views showing an occupant protection device according to an embodiment of the present invention, FIG. 1A is a front view showing the occupant protection device, and FIG. It is a top view which shows a passenger protection device, and Drawing 1 (c) is a side view showing a passenger protection device. FIG. 2 is a flowchart showing a control flow when the airbag shown in FIG. 1 is deployed. FIG. 3 is a schematic view showing the occupant protection device shown in FIG. 1 during a collision. 4 (a) to 4 (c) are schematic views showing an occupant protection device according to another embodiment of the present invention, FIG. 4 (a) is a front view showing the occupant protection device, and FIG. 4 (b). FIG. 4 is a plan view showing the occupant protection device, and FIG. 4C is a side view showing the occupant protection device. 5 (a) to 5 (c) are schematic views showing an occupant protection device according to another embodiment of the present invention, FIG. 5 (a) is a front view showing the occupant protection device, and FIG. 5 (b). FIG. 5 is a plan view showing the occupant protection device, and FIG. 5C is a side view showing the occupant protection device. 6 (a) to 6 (c) are partially enlarged schematic views showing an occupant protection device according to another embodiment of the present invention, and FIG. 6 (a) is a front view showing the occupant protection device. FIG. 6B is a partial sectional front view showing the occupant protection device, and FIG. 6C is a partial sectional side view showing the occupant protection device. FIGS. 7A to 7C are schematic views showing one form of deployment of the second airbag in the occupant protection device shown in FIG.

An embodiment of a vehicle occupant protection device according to the present invention will be described with reference to FIGS.
1A to 1C are schematic views showing an occupant protection device 1 according to an embodiment of the present invention, and FIG. 1A is a front view showing the occupant protection device 1, FIG. FIG. 1B is a plan view showing the occupant protection device 1, and FIG. 1C is a side view showing the occupant protection device 1. FIG. 2 is a flowchart showing a control flow when the airbag shown in FIG. 1 is deployed. FIG. 3 is a schematic diagram showing the occupant protection device 1 shown in FIG. 1 during a collision.

  As shown in FIG. 1, the occupant protection device 1 includes a first airbag 2 and a second airbag 3. The occupant protection device 1 also includes a detection means 4, a timekeeping means 5, and a control means 6 for driving the first airbag 2 and the second airbag 3.

The first airbag 2 is deployed via the seat surface of the seat 100 on which the occupant P is seated. The seat 100 includes a seat cushion 101 on which the occupant P can be seated and a seat back 102 on which the occupant P can lean back.
The first airbag 2 is an airbag that inflates upward from one side on the side of the seat 100, in this embodiment from the left side of the occupant P, and deploys inward in the width direction of the seat 100. The first airbag 2 has a first base end portion 21 and a first inner portion 22.
The first base end portion 21 is a portion that bulges and extends upward from the seat cushion 101 via the seat surface and is located on the side of the occupant P.
The first inner portion 22 protrudes from the upper end portion of the first base end portion 21, extends from the first base end portion 21 toward the inner side in the width direction of the seat 100, and is positioned in front of the occupant P. To do. The first inner portion 22 is a substantially plate-like portion extending in the vertical direction and the width direction of the sheet 100.
The first base end portion 21 also functions as a gas flow passage for pressurizing the gas into the first inner portion 22 when the first airbag 2 is deployed.

The first airbag 2 is a cloth bag body, and is folded and accommodated in a first accommodating portion 71 arranged in the seat cushion 101 before deployment. When the first airbag 2 is deployed, gas generated from the first inflator 81 attached to the first accommodating portion 71 is press-fitted into the first airbag 2, so that the first airbag 2 is It swells out of the first accommodating portion 71, and further, the seat surface of the seat cushion 101 is cleaved and deployed into the vehicle interior space.
The first airbag 2 in the present embodiment has the bulging portion set on the seat surface of the seat 100. However, in the present invention, the first airbag is inflated from an appropriate interior material that is a peripheral member of the seat. It is also good to put out.
As shown in FIG. 1, the first inner portion 22 is deployed in front of the upper body of the occupant P above the second airbag 3 described later. That is, the first airbag 2 is one airbag in the present invention.
Further, the first airbag 2 has a facing surface portion 23 that is a planar portion facing the upper body of the occupant P at the rear surface portion of the first inner portion 22 in the front-rear direction of the seat 100. The facing surface portion 23 extends along the vertical direction and the width direction of the sheet 100.

The second airbag 3 is deployed through the seat surface of the seat 100.
The second airbag 3 is an airbag that bulges forward from the other side on the side of the seat 100, in this embodiment, from the left side of the occupant P and deploys inward in the width direction of the seat 100. The second airbag 3 has a second base end portion 31 and a second inner portion 32.
The second base end portion 31 is a portion that bulges and extends forward from the seat back 102 through the seat surface and is located on the side of the occupant P.
The second inner portion 32 is a portion protruding from the front end portion of the second base end portion 31, extends from the second base end portion 31 toward the inner side in the width direction of the seat 100, and is positioned in front of the occupant P. To do. The second inner portion 32 is a substantially plate-like portion that extends in the front-rear direction and the width direction of the sheet 100.
The second base end portion 31 also functions as a gas flow passage for pressurizing the gas into the second inner portion 32 when the second airbag 3 is deployed.

The second airbag 3 is a cloth bag body, and is folded and accommodated in a second accommodating portion 72 arranged in the seat back 102 before deployment. When the second airbag 3 is deployed, the gas generated from the second inflator 82 attached to the second accommodating portion 72 is press-fitted into the second airbag 3 so that the second airbag 3 is It bulges out of the second housing part 72, and further, the seat surface of the seat back 102 is cleaved and deployed into the vehicle interior space.
The second airbag 3 in the present embodiment has the bulging portion set on the seat surface of the seat 100. However, in the present invention, the second airbag is inflated from an appropriate interior material that is a peripheral member of the seat. It is also good to put out.
As shown in FIG. 1, the 2nd inner side part 32 is expand | deployed above the leg of the passenger | crew P below the 1st inner side part 22 of the 1st airbag 2 which is one airbag. That is, the second airbag 3 is the other airbag in the present invention.

  The first airbag 2 and the second airbag 3 shown in FIG. 1 overlap each other in the vertical direction and the width direction of the seat 100 when deployed.

The detection means 4 detects the collision of the vehicle or the possibility of collision. Specifically, the detection means 4 detects whether there is a collision between the other vehicle or the obstacle and the host vehicle or the possibility of the collision based on the monitoring result of the surrounding environment outside the vehicle by an appropriate camera, sensor, or the like. The detection unit 4 can output the detection result to the control unit 6.
The collision can be detected by detecting an impact acting on the host vehicle using an acceleration sensor or the like mounted on the vehicle, for example.
In addition, for example, the possibility of collision can be detected by combining a monitoring result of an other vehicle or an obstacle by a camera for monitoring outside the vehicle mounted on the vehicle, a monitoring sensor, etc., and parameters such as the traveling speed and direction of the own vehicle. The possibility that another vehicle or an obstacle may come into contact with the host vehicle is derived. Furthermore, the possibility of collision can be determined based on whether or not the derived result exceeds an appropriate threshold value.
As the detection means 4, for example, a vehicle-mounted camera, a monitoring sensor, an acceleration sensor, and the like can be used in combination with an arithmetic processing unit for analyzing the monitoring result.

The time measuring means 5 measures the elapsed time after the start of driving the first inflator 81 or the second inflator 82. Specifically, the time measuring means 5 starts measuring the elapsed time when an electrical signal indicating that the control means 6 has output a drive signal to the first inflator 81 or the second inflator 82 is input from the control means 6. Then, an electrical signal related to the time measurement result is output to the control means 6.
As the time measuring means 5, for example, a timer member that measures time and an ECU that is an in-vehicle arithmetic processing unit can be used in combination.

The control means 6 controls the driving of the first inflator 81 and the second inflator 82. Specifically, the control means 6 drives one of the first inflator 81 and the second inflator 82 based on the detection result output from the detection means 4, and uses the time measurement result output from the time measurement means 5. Based on this, control is performed to drive the other of the first inflator 81 and the second inflator 82. When the first inflator 81 and the second inflator 82 are driven, gas is generated due to ignition of the explosive. The control means 6 can output drive signals to the first inflator 81 and the second inflator 82.
As the control means 6, for example, an ECU that is an in-vehicle arithmetic processing device can be used.

  Here, the drive flow of the occupant protection device 1 will be described with reference to FIG.

First, the detection means 4 determines whether or not there is a collision of the host vehicle or the possibility of a collision (step S1). In this step, when the detection unit 4 determines that a collision has actually occurred based on the detection result of the detection unit 4, the process proceeds to the next step (YES in step S1). Further, in this step, the detection means 4 derives a risk that increases when another vehicle or an obstacle approaches the host vehicle based on the detection result of the detection means 4, and the risk exceeds an appropriate threshold value. If so, the detection means 4 determines that there is a possibility of collision, and in this case as well, the process proceeds to the next step (YES in step S1).
When the detection means 4 determines that no collision occurs from the detection result of the detection means 4, it is not necessary to prepare for the collision and it is not necessary to drive the first inflator 81 and the second inflator 82. The flow is completed (NO in step S1). Also, if there is no possibility of a collision because the other vehicle or obstacle is not approaching the own vehicle, or the other vehicle or obstacle is approaching the own vehicle, but the above risk has an appropriate threshold value. Even when the possibility of a collision is low because it does not exceed, this control flow is similarly completed (NO in step S1).
The discrimination result of the detection means 4 is output to the control means 6.

If the detection unit 4 determines that a collision has occurred or a collision is likely (YES in step S1), the control unit 6 controls the drive of the first inflator 81 (step S2). In this step, when a drive signal is input from the control means 6 to the first inflator 81 attached to the first airbag 2, the first inflator 81 generates gas, for example, by igniting explosives. . The gas generated from the first inflator 81 is press-fitted into the first airbag 2 to sever the seat surface of the seat cushion 101 and bulge upward out of the seat 100.
The control means 6 outputs an electrical signal to the time measuring means 5 indicating that a drive signal has been output to the first inflator 81 in this step. The time measuring means 5 to which a signal is input from the control means 6 starts measuring the elapsed time from the start of driving the first inflator 81.

  In the first airbag 2 that has started to be deployed, after the first base end portion 21 rises from the seat cushion 101, the first inner portion extends from the upper portion of the first base end portion 21 to the inner side in the width direction of the seat 100. 22 expands.

As a control flow of the occupant protection device 1 for deploying the second airbag 3, as shown in FIG. 2, first, whether or not a predetermined elapsed time has elapsed from the deployment of the first airbag 2 by the time measuring means 5. Is discriminated (step S3). In this step, the time measuring means 5 determines whether or not the elapsed time from the start of driving of the first inflator 81, that is, the elapsed time from the start of deployment of the first airbag 2, exceeds a predetermined time threshold value. Do. If the elapsed time after the first airbag 2 starts to deploy exceeds a predetermined time threshold value, the process proceeds to the next process (YES in step S3).
The predetermined time threshold value used in this step may be set to a time when the first airbag 2 is being deployed, or may be set to a time when the deployment is completed. That is, if the first airbag 2 reaches or exceeds an appropriate deployment amount, or the deployment of the first airbag 2 is completed, the second airbag 3 is deployed next.
If the elapsed time does not exceed the predetermined time threshold value, this process is repeated (NO in step S3).
The discrimination result of the time measuring means 5 is output to the control means 6.

  If the time measuring means 5 determines that the elapsed time exceeds the predetermined time threshold value (YES in step S3), the control means 6 performs drive control of the second inflator 82 (step S4). In this step, when a drive signal is input from the control means 6 to the second inflator 82 attached to the second airbag 3, the second inflator 82 generates gas, for example, by igniting explosives. . The gas generated from the second inflator 82 is press-fitted into the second airbag 3 so that the seat surface of the seat back 102 is cleaved and swells forward out of the seat 100.

  The second airbag 3 that has started to deploy is in a state in which the second base end portion 31 protrudes forward from the seat back 102 and then inward in the width direction of the seat 100 from the front portion of the second base end portion 31. 2 The inner side part 32 expand | deploys.

  As a result, as shown in FIG. 1, the first airbag 2 has the first inner portion 22 and the second airbag 3 has the second inner portion 32, so that both sides of the seat 100 are in front of the occupant P. The airbag is in a deployed state from the side.

  Further, as shown in FIG. 1, the first airbag 2 bulges upward from the position in the width direction of the seat 100 with respect to the lower limb of the occupant P in the seat cushion 101, and the first base end portion 21 in the seat 100. The first inner portion 22 protrudes inward in the width direction of the seat 100 from the bulging position of the occupant P and expands in front of the upper body of the occupant P. Further, the second airbag 3 bulges forward from the position in the width direction of the seat 100 with respect to the upper body of the occupant P in the seat back 102, and the seat 100 from the bulging position of the second base end portion 31 in the seat 100. The second inner portion 32 protrudes inward in the width direction of the vehicle and expands in front of the occupant P and above the lower limbs.

  Therefore, the first airbag 2 and the second airbag 3 deployed from the seat 100 are in a state of enclosing the side and front of the occupant P. As a result, only the configuration of the seat 100 causes a frontal collision, a side collision, and a rearward direction. It is possible to realize occupant protection in various collision modes such as collision and oblique collision.

  For example, when a forward collision occurs in a vehicle including the occupant protection device 1, the occupant P behaves to fall forward as shown in FIG. Since the first airbag 2 and the second airbag 3 of the occupant protection device 1 are deployed by the above-described control, the occupant P can be appropriately protected.

  Specifically, when a forward collision occurs, the occupant P falls forward while rotating around the waist. At this time, the first airbag 2 is pressed forward and downward from the passenger P. The upper body of the passenger P that falls forward is supported by the facing surface portion 23 of the first airbag 2. Since the upper body of the occupant P is supported not on the surface but on the surface, an increase in the injury value of the occupant P on the chest can be suppressed. When the facing surface portion 23 is pressed forward by the occupant P, the lower portion of the first inner portion 22 is supported from below by the second inner portion 32. The second inner portion 32 comes into contact with the lower limbs such as the thigh of the occupant P and is supported from below. Further, since the first airbag 2 and the second airbag 3 pressed forward by the occupant P are connected to the seat 100 via the first base end portion 21 and the second base end portion 31, the first airbag A drag of forward movement due to the pressing of the bag 2 and the second airbag 3 occurs. Accordingly, the occupant P is not easily collapsed by the first airbag 2 and the second airbag 3 and is protected in the proximity region of the seat 100.

  Further, since the first airbag 2 and the second airbag 3 are deployed such that they overlap each other in the vertical direction and the width direction of the seat 100, the occupant P is in contact with the first airbag no matter what direction the collision occurs. When pressing at least one of the bag 2 and the second airbag 3, the first airbag 2 and the second airbag 3 interfere with each other and are difficult to move from the deployed position. Thereby, the protection performance of the omnidirectional with respect to the passenger | crew P is ensured.

In the present invention, an airbag having a different shape from the first airbag 2 and the second airbag 3 shown in FIGS. Another embodiment of an occupant protection device according to the present invention will be described with reference to FIGS.
4A to 4C are schematic views showing an occupant protection device 11 according to another embodiment of the present invention. FIG. 4A is a front view showing the occupant protection device 11, and FIG. FIG. 4B is a plan view showing the occupant protection device 11, and FIG. 4C is a side view showing the occupant protection device 11. 5A to 5C are schematic views showing an occupant protection device 12 according to another embodiment of the present invention. FIG. 5A is a front view showing the occupant protection device 12, and FIG. FIG. 5B is a plan view showing the occupant protection device 12, and FIG. 5C is a side view showing the occupant protection device 12.
In the occupant protection device 11 shown in FIG. 4 and the occupant protection device 12 shown in FIG. 5, the same members are used except for the differences from the occupant protection device 1, and detailed description of the same members is omitted.

  An occupant protection device 11 shown in FIG. 4 includes a first airbag 201 instead of the first airbag 2.

The first airbag 201 has substantially the same shape as the second airbag 3 and is deployed via the seat surface of the seat 100.
The first airbag 201 is an airbag that bulges forward from the right side of the passenger P in the embodiment shown in FIG. The first airbag 201 has a first base end portion 211 and a first inner portion 212.
The first base end portion 211 is a portion that bulges and extends forward from the seat back 102 through the seat surface and is located on the side of the occupant P.
The first inner portion 212 is a portion protruding from the front end portion of the first base end portion 211, extends from the first base end portion 211 toward the inner side in the width direction of the seat 100, and is positioned in front of the passenger P To do. The first inner portion 212 is a substantially plate-like portion that extends in the front-rear direction and the width direction of the seat 100.
The first base end portion 211 also functions as a gas flow path for injecting gas into the first inner portion 212 when the first airbag 201 is deployed.

The first airbag 201 is accommodated in a first accommodating portion 71 arranged in the seat back 102 before deployment, and the gas generated from the first inflator 81 is press-fitted to the outside of the first accommodating portion 71. Further, the seat surface of the seat back 102 is cleaved, and the seat back 102 is developed into the vehicle interior space.
As shown in FIG. 4, the first inner portion 212 is deployed in front of the upper body of the occupant P above the second airbag 3. That is, the first airbag 201 is one airbag in the present invention.
In the occupant protection device 11, the deployed first inner portion 212 and second inner portion 32 are both substantially plate-shaped portions, and are stacked on the upper limbs of the occupant P. When deployed, the first airbag 201 and the second airbag 3 overlap each other in the vertical direction and the width direction of the seat 100.

  The occupant protection device 11 including the first airbag 201 and the second airbag 3 is similar to the occupant protection device 1 described above in that the first airbag 201 and the second airbag 3 deployed from the seat 100 are on the side of the occupant P. As a result, occupant protection in various collision modes such as a frontal collision, a side collision, a rearward collision, and an oblique collision can be realized with the configuration of the seat 100 alone.

  Subsequently, the occupant protection device 12 shown in FIG. 5 includes a first airbag 202 instead of the first airbag 2 and a second airbag 302 instead of the second airbag 3.

The first airbag 202 is deployed through the seat surface of the seat 100.
The first airbag 202 is an airbag that inflates upward from the right side of the occupant P in the embodiment shown in FIG. The first airbag 202 has a first base end portion 221 and a first inner side portion 222.
The first base end portion 221 is a portion that bulges and extends upward from the seat cushion 101 via the seat surface and is located on the side of the occupant P.
The first inner portion 222 protrudes from the upper end portion of the first base end portion 221, extends from the first base end portion 221 toward the inner side in the width direction of the seat 100, and is positioned in front of the occupant P. To do. The first inner portion 222 is a substantially plate-like portion that extends in the front-rear direction and the width direction of the seat 100.
The first base end portion 221 also functions as a gas flow path for injecting gas into the first inner portion 222 when the first airbag 202 is deployed.

The first airbag 202 is accommodated in a first accommodating portion 71 arranged in the seat cushion 101 before deployment, and the gas generated from the first inflator 81 is press-fitted to the outside of the first accommodating portion 71. Further, the seat surface of the seat cushion 101 is cleaved, and the seat cushion 101 is expanded into the vehicle interior space.
As shown in FIG. 5, the first inner portion 222 extends to the front of the occupant P above the second inner portion 322. That is, the first airbag 202 is one airbag in the present invention.

The second airbag 302 is deployed via the seat surface of the seat 100.
The second airbag 302 is an airbag that inflates upward from the left side of the occupant P in the embodiment shown in FIG. The second airbag 302 has a second base end 321 and a second inner portion 322.
The second base end portion 321 is a portion that bulges and extends upward from the seat cushion 101 via the seat surface and is located on the side of the occupant P.
The second inner portion 322 is a portion that protrudes from the upper end portion of the second base end portion 321, extends from the second base end portion 321 toward the inner side in the width direction of the seat 100, and is positioned in front of the occupant P. To do. The second inner portion 322 is a substantially plate-like portion that extends in the front-rear direction and the width direction of the seat 100.
The second base end portion 321 also functions as a gas flow path for injecting gas into the second inner portion 322 when the second airbag 302 is deployed.

The second airbag 302 is accommodated in a second accommodating portion 72 that is arranged in the seat cushion 101 before deployment, and the gas generated from the second inflator 82 is press-fitted to the outside of the second accommodating portion 72. Further, the seat surface of the seat cushion 101 is cleaved, and the seat cushion 101 is expanded into the vehicle interior space.
As shown in FIG. 5, the second inner portion 322 extends above the lower limb of the occupant P below the first inner portion 222. That is, the second airbag 302 is the other airbag in the present invention.
In the occupant protection device 13, the deployed first inner part 222 and second inner part 322 are both substantially plate-like parts and are stacked above the lower limbs of the occupant P. When deployed, the first airbag 202 and the second airbag 302 overlap in the vertical direction and the width direction of the seat 100.

  The occupant protection device 12 including the first airbag 202 and the second airbag 302 is similar to the occupant protection device 1 described above in that the first airbag 202 and the second airbag 302 deployed from the seat 100 are on the side of the occupant P. As a result, occupant protection in various collision modes such as a frontal collision, a side collision, a rearward collision, and an oblique collision can be realized with the configuration of the seat 100 alone.

  The occupant protection device 12 is in a state where the airbag deployed from the seat cushion surrounds the side and upper side of the lower limbs of the occupant P. Therefore, the seating posture of the occupant P is unlikely to collapse.

As shown in FIG. 2, the occupant protection device 1 first deploys the first airbag 2 and deploys the second airbag 3 after a predetermined time has elapsed.
In the present invention, the deployment order of the airbags is not particularly limited, and can be appropriately determined according to the collision mode, the time delay until the collision, the traveling environment, the traveling state of the host vehicle, and the like.
For example, when there is little time delay until the collision, it is highly necessary to quickly dispose the airbag on the side and front of the occupant, so the first airbag and the second airbag are deployed simultaneously. Is good.
When the deployment timing of the first airbag 2 and the second airbag 3 is shifted as in the occupant protection device 1, the airbags move in various directions during deployment of the airbags, so-called unfolding airbags. Since it is difficult to interfere with each other, stable airbag deployment is possible.

Here, an embodiment for realizing smoother deployment when the deployment timing of the first airbag and the second airbag is shifted will be described with reference to FIGS. 6 and 7.
FIGS. 6A to 6C are partially enlarged schematic views showing an occupant protection device 13 according to another embodiment of the present invention, and FIG. 6A is a front view showing the occupant protection device 13. FIG. 6B is a partial cross-sectional front view showing the occupant protection device 13, and FIG. 6C is a partial cross-sectional side view showing the occupant protection device 13. FIGS. 7A to 7C are schematic views showing one developed form of the second airbag 303 in the occupant protection device 13 shown in FIG.
In addition, in the occupant protection device 13 shown in FIGS. 6 and 7, the same members are used except for the differences from the occupant protection device 1, and detailed description of the same members is omitted.

  The occupant protection device 13 shown in FIG. 6 includes a second airbag 303 in place of the second airbag 3 of the occupant protection device 1.

The 2nd airbag 303 has the control part 9 inside.
The regulating unit 9 regulates the vertical deployment of the seat 100 when the second airbag 303 is deployed. The restricting unit 9 can increase the amount of expansion in the vertical direction of the seat 100 in the second airbag 303 in a stepwise manner. In particular, as shown in FIGS. 6B to 6C, the restriction portion 9 includes a partition wall portion 91 and a pressure valve 92.
The partition wall portion 91 is a flexible thin plate member formed of the same material as that of the second airbag 303 and extends along the width direction and the front-rear direction of the seat 100 when the second airbag 303 is deployed. The second airbag 303 is fixedly disposed so as to extend. Since the two partition walls 91 are disposed in the second airbag 303 at substantially equal intervals, the second inner portion 332 of the second airbag 303 has the first air chamber portion 333, the second air chamber portion 334, and the second air chamber portion 334. It is divided into three air chambers 335.
The pressure valve 92 is a valve body that is provided in the partition wall portion 91 and opens when a predetermined pressure is applied. The pressure valve 92 is closed until the second airbag 303 is deployed. In addition, as long as the pressure valve 92 is opened at a predetermined pressure, besides the valve, the through hole is closed by sewing, and the strength of the ease of tearing and breaking of the sewing site is improved. It is also possible to take a form adjusted by sewing strength or the like.

  Further, the second base end portion 331 of the second airbag 303 communicates only with the first air chamber portion 333. Therefore, when deployment of the second airbag 303 is started, the second base end portion 331 functions as a gas flow path, so that only the first air chamber portion 333 is first deployed inward in the width direction of the seat 100. It will be.

Next, a deployed form of the second airbag 303 shown in FIG. 7 will be described.
In the occupant protection device 13 shown in FIG. 7, the first airbag 2 has already been deployed. That is, the second airbag 303 is deployed in a region between the first inner portion 22 of the first airbag 2 and the lower limb of the occupant P that has been deployed.

  When gas is generated from the second inflator 82 by the drive control of the control means 6, as shown in FIG. 7A, the gas flowing through the second base end portion 331 is transferred to the front end portion of the second base end portion 331. It flows into the 1st air chamber part 333 provided in. At this time, the second air chamber portion 334 and the third air chamber portion 335 are in a contracted state with no gas flowing therein.

  Before and after the first air chamber portion 333 is substantially full of gas, the pressure valve 92 provided between the first air chamber portion 333 and the second air chamber portion 334 is opened by the gas pressure. Thereby, as shown in FIG.7 (b), gas also flows in into the 2nd air chamber part 334. FIG. At this time, the third air chamber 335 is in a contracted state with no gas flowing therein.

Before and after the first air chamber portion 333 is substantially inflated with gas and the second air chamber portion 334 is substantially inflated with gas, it is between the second air chamber portion 334 and the third air chamber portion 335. The provided pressure valve 92 is opened by gas pressure. Thereby, as shown in FIG.7 (c), gas also flows in into the 3rd air chamber part 335. FIG.
When the third air chamber 335 is full, the deployment of the second airbag 303 is completed.

When the occupant protection device 13 shown in FIGS. 6 and 7 is used, the first airbag 2 is first deployed in front of the upper body of the occupant P, so that the protection of the upper body of the occupant P needs to be given priority. It is suitable.
Further, before the second airbag 303 is deployed, there is nothing that obstructs the deployment of the first airbag 2 in front of the occupant P, so that the first airbag 2 can be deployed smoothly.

First, in the region between the lower end portion of the first inner portion 22 and the lower limbs of the occupant P, the second airbag 303 is arranged so that the amount of deployment of the seat 100 of the second inner portion 332 in the vertical direction is small. First, only the first air chamber portion 333 is deployed so that the vertical thickness of the inner side portion 332 is reduced. Further, in the second airbag 303, the second air chamber portion 334 and the third air chamber portion 335 are sequentially deployed by the restricting portion 9, so that the vertical thickness of the second inner portion 332 increases stepwise.
Accordingly, the airbag can be reliably and smoothly deployed even in a narrow region by the restriction portion 9.

The deployment timing of the second airbag 303 along the vertical direction can be adjusted when the occupant P collapses during a collision.
Specifically, by adjusting the valve opening pressure of the pressure valve 92 and the drive timing of the second inflator 82 as appropriate, the upper and lower thicknesses of the second inner portion 332 by the regulating portion 9 while the occupant P is falling. You may make it enlarge. Thereby, for example, when a forward tilt centered on the waist occurs in the upper body of the occupant P, by gradually increasing the vertical thickness of the second inner portion 332 that contacts the first inner portion 22, A support reaction force that acts upward from the second airbag 303 toward the first airbag 2 can be applied.

6 and 7 show an enlarged form of the amount of expansion along the vertical direction of the second inner portion 332 in the second airbag 303, but by providing the regulating portion 9 in the first airbag 2, It is also possible to adopt a form in which the amount of expansion is gradually increased from the upper side to the lower side of the inner side part 22.
As long as the first airbag and the second airbag can be deployed in stages toward each other, the restricting portion in the present invention is appropriately adopted in various parts, shapes, sizes, etc. can do.

As described above, the occupant protection devices 1, 11, 12, and 13 according to the embodiment shown in FIGS. 1 to 7 are provided with the first airbag and the second airbag bulging in the direction different from the occupant P from the seat. By deploying the airbag also on the inner side in the width direction of the seat, the airbag is deployed in a region close to the occupant P.
In the future, in an autonomous driving vehicle, the seat 100 is not limited to the direction in front of the vehicle, but can be directed in various directions. Further, the sheet 100 can be arranged at various positions. Accordingly, existing occupant protection devices such as airbags arranged in various interior materials cannot sufficiently exhibit conventional occupant protection performance for the occupant P seated on the movable seat 100. A possibility arises.
On the other hand, the occupant protection devices 1, 11, 12, and 13 are deployed so that the first airbag and the second airbag are deployed from the seat 100 and surround the occupant P in a region close to the occupant P. The occupant protection performance is not deteriorated or hardly deteriorated in any direction and in any position.

  As mentioned above, although embodiment which applied the invention made | formed by this inventor was described, this invention is not limited by the description and drawing which make a part of indication of this invention by this embodiment. That is, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

DESCRIPTION OF SYMBOLS 1, 11, 12 and 13: Crew protection device 2, 201 and 202: 1st airbag, 21, 211 and 221: 1st base end part, 22, 212 and 222: 1st inner part, 23: Opposite surface part 3, 301, 302 and 303: second airbag, 31, 311, 321 and 331: second base end, 32, 312, 322 and 332: second inner portion, 333: first air chamber portion, 334 : Second air chamber part, 335: third air chamber part, 4: detection means, 5: timing means, 6: control means, 71: first housing part, 72: second housing part, 81: first inflator, 82: 2nd inflator, 9: Restriction part, 91: Partition part, 92: Pressure valve, 100: Seat, 101: Seat cushion, 102: Seat back, P: Crew

Claims (5)

A first airbag that bulges forward or upward from one side of a seat on which a passenger is seated via the seat or a peripheral member of the seat, and that can be deployed inward in the width direction of the seat;
A second airbag that bulges forward or upward from the other side of the seat through the seat or the peripheral member and that can be deployed inward in the width direction of the seat;
When the first airbag and the second airbag are deployed, they overlap in the vertical direction and the width direction of the seat,
Vehicle occupant protection device. The first airbag and the second airbag bulge through the seat surface of the seat,
One of the first airbag and the second airbag is deployed in front of the upper body of the occupant, and the other airbag is deployed below the one airbag and above the lower limbs of the occupant.
The vehicle occupant protection device according to claim 1. The one airbag has a facing surface portion facing the upper body of the occupant.
The vehicle occupant protection device according to claim 2. The first airbag is deployed from one of a seat cushion and a seat back,
The second airbag is deployed from the other of the seat cushion and the seat back.
The vehicle occupant protection device according to claim 2 or 3. At least one of the first airbag and the second airbag has a regulating portion that regulates deployment along the vertical direction of the seat during deployment,
The restricting portion can increase the deployment amount along the vertical direction of the seat in an airbag provided with the restricting portion in a stepwise manner.
The vehicle occupant protection device according to any one of claims 1 to 4.