JP2010132219A - Head protective airbag device - Google Patents

Head protective airbag device Download PDF

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JP2010132219A
JP2010132219A JP2008312102A JP2008312102A JP2010132219A JP 2010132219 A JP2010132219 A JP 2010132219A JP 2008312102 A JP2008312102 A JP 2008312102A JP 2008312102 A JP2008312102 A JP 2008312102A JP 2010132219 A JP2010132219 A JP 2010132219A
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chamber
airbag
occupant
head
collision
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Hiroshi Miyazaki
浩 宮崎
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Toyota Motor Corp
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Toyota Motor Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a head protective airbag device protecting an occupant's head during a sidewise collision at an initial stage thereof while enabling a collision side to support the occupant's head to be pushed back to a side opposite to the collision side even at a later stage of the collision. <P>SOLUTION: The head protective airbag device 10 includes, under a deployed state, an airbag 12, having a first chamber 14 and a second chamber 16 set to a region corresponding to a side of the head, and having a double-chamber structure composed of the first and second chambers 14 and 16 arranged in a vehicle width direction in the region set with the second chamber 16; a communicating portion 18 providing a communication between the first and second chambers 14 and 16; and an inflator 30 communicating with the first chamber. The communicating portion 18, provided in the airbag at an area corresponding to a side of an occupant's shoulder, limits the flow of gas from the first chamber 14 to the second chamber 16 when compressed with the occupant's shoulder at the initial stage of the collision while permitting gas to flow from the first chamber 14 to the second chamber 16 when a compression load, exerted by the occupant's shoulder, decreases and a gas pressure exceeds the compression load, exerted by the occupant's shoulder, at the later stage of the collision. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、側突時に乗員の頭部を保護するカーテンエアバッグ式の頭部保護エアバッグ装置に関する。   The present invention relates to a curtain airbag head protection airbag device that protects a passenger's head in a side collision.

特許文献１は、エアバッグを、厚さＴ１の第１袋体と厚さＴ２の第２袋体を重ねて所定の厚さＴ（Ｔ１＋Ｔ２）を得る構成とし、第１袋体の、上下何れか一方の縁側にインフレータに接続するガス流入部を形成すると共に、上下他方の縁側に第１、第２袋体同士を連通する連通孔を設けたカーテンエアバッグを開示している。第１袋体が展開膨張し第２袋体が膨張していない時にドアのエアバッグ展開用開口部（幅ＷがＴより小）を通してエアバッグを頭部側方に展開膨張させ、ドア外で第２袋体を膨張させることにより、ドアのエアバッグ展開用開口部の幅Ｗを小さくすることができる。第１、第２袋体が膨張完了し、エアバッグ厚さがＴとなった後に、頭部がエアバッグに当たる。
特開２００７−１７６３５３号公報 In Patent Document 1, an airbag is configured to obtain a predetermined thickness T (T1 + T2) by stacking a first bag body having a thickness T1 and a second bag body having a thickness T2, and either the upper or lower side of the first bag body. A curtain airbag is disclosed in which a gas inflow portion connected to an inflator is formed on one edge side, and a communication hole for communicating the first and second bag bodies on the other edge side is provided. When the first bag body is inflated and the second bag body is not inflated, the airbag is deployed and inflated to the side of the head through the airbag deployment opening (width W is smaller than T), and outside the door. By inflating the second bag body, the width W of the opening for airbag deployment of the door can be reduced. After the first and second bag bodies are completely inflated and the airbag thickness reaches T, the head hits the airbag.
JP 2007-176353 A

一般的に、自動車の側突では、乗員は自身の慣性質量のために、衝突初期には、車両の横方向の移動に追従しない。また、加害車両や加害物に押されドアが車両内部に進入してくることから、体とドアが衝突する。カーテンエアバッグが取りついている場合は、体がドアに衝突する前にエアバッグが頭部とドアとの間に展開膨張し、頭部を保護する。   Generally, in a side collision of an automobile, the occupant does not follow the lateral movement of the vehicle at the beginning of the collision because of its inertial mass. Further, since the door is pushed into the inside of the vehicle by being pushed by the harming vehicle or the harming object, the body and the door collide. When the curtain airbag is attached, the airbag is deployed and inflated between the head and the door to protect the head before the body collides with the door.

一方、衝突後期には、シートベルトやサイドエアバッグなどの安全装備により、乗員の肩から下半身にかけては車両と同じ反衝突方向に移動し始める。しかしながら、頭部はカーテンエアバッグに保護されているものの、以下の自由により胸や肩より遅れて移動が始まるため、大きく横傾し、頸部に荷重がかかる。
対車両側突（ＣＴＣ側突）の場合は、加害車両は最初にドアに衝突し、次にルーフに衝突する（加害車両によっては、ルーフに衝突しない場合も有り得る）ので、ドアの進入に対してルーフの進入が遅い。カーテンエアバッグはルーフに取り付けられているので、エアバッグ展開後に乗員側に移動し始めるのはドアの進入タイミングより遅く、頭部は胸や肩と同様に反衝突側に移動させるより前にカーテンエアバッグから離れていこうとする。その結果、頭部が衝突側に大きく横倒し、頸部に荷重がかかる。 On the other hand, in the latter half of the collision, safety devices such as seat belts and side airbags start to move in the same anti-collision direction as the vehicle from the shoulder of the occupant to the lower body. However, although the head is protected by the curtain airbag, the movement starts later than the chest and shoulders due to the following freedom, so that the head tilts greatly and a load is applied to the neck.
In the case of a side-to-vehicle collision (CTC side collision), the offending vehicle will first collide with the door and then the roof (it may not collide with the roof depending on the offending vehicle). The approach of the roof is slow. Since the curtain airbag is attached to the roof, it will start moving to the occupant side after deployment of the airbag later than the entrance timing of the door, and the head will be curtained before moving to the anti-collision side like the chest and shoulder. Try to move away from the airbag. As a result, the head greatly lies on the collision side and a load is applied to the neck.

特許文献１のエアバッグは、乗員頭部がエアバッグに当たる前にエアバッグが所定厚さＴに膨張完了しているため、ＣＴＣ側突初期に発生する乗員頭部の傷害を低減するためには十分な効果を発揮する。
しかし、ＣＴＣ側突後期には、乗員がカーテンエアバッグから離れていき、カーテンエアバッグで乗員頭部を十分な力で反衝突側に押すことができず、乗員頭部が胴体に対して衝突側に大きく横傾するおそれがあり、頭部、頸部の保護の点で、改善の余地がある。
なお、ＣＴＣ側突後期の頭部の横傾を低減するために、カーテンエアバッグの厚さを厚くしておくと、ポール側突（車両のスピンを伴う立木や電柱への側突）において、カーテンエアバッグが頭部を反衝突側に押し過ぎるおそれがあり、また、カーテンエアバッグをドア側部と頭部との狭い隙間に展開させ難くなる。ポール側突の場合は、衝突後期における反衝突側への胴体の移動がＣＴＣ側突に対して少ないため、頸部にかかる荷重は相対的に低い。 In the airbag of Patent Document 1, since the airbag has been inflated to a predetermined thickness T before the passenger's head hits the airbag, in order to reduce the injury of the passenger's head that occurs at the initial stage of the CTC side collision, Demonstrate sufficient effect.
However, in the late stage of the CTC crash, the occupant moved away from the curtain airbag, and the curtain airbag could not push the occupant's head to the anti-collision side with sufficient force. There is a risk of significant lateral tilt, and there is room for improvement in terms of protecting the head and neck.
In addition, in order to reduce the lateral tilt of the head in the late stage of the CTC side collision, if the thickness of the curtain airbag is increased, in the pole side collision (side collision to a standing tree or a power pole with vehicle spin), The curtain airbag may push the head too far toward the anti-collision side, and the curtain airbag is difficult to be deployed in a narrow gap between the door side and the head. In the case of a pole-side collision, the load on the neck is relatively low because the body moves to the anti-collision side in the latter half of the collision with respect to the CTC-side collision.

本発明の目的は、ＣＴＣ側突において、衝突初期に乗員頭部を十分に保護でき、衝突後期にも乗員頭部を衝突側から支持できる、または、反衝突側に押すことができる、頭部保護エアバッグ装置を提供することにある。   The object of the present invention is to sufficiently protect the occupant's head at the initial stage of the collision in the CTC side collision, and to support the occupant's head from the collision side or to push the anti-collision side in the late stage of the collision. It is to provide a protective airbag device.

上記課題を解決する、または上記目的を達成する本発明の頭部保護エアバッグ装置はつぎのとおりである。   The head protection airbag device of the present invention that solves the above problems or achieves the above object is as follows.

（１）本発明の頭部保護エアバッグ装置は、
車両側突時に乗員の頭部と肩部の側方に展開して乗員の頭部を保護する頭部保護エアバッグ装置であって、
展開状態で、第１の室と頭部の側方に対応する領域に設定された第２の室とを有し、第２の室が設定された領域では車幅方向に第１の室と第２の室との２室構造とされたエアバッグと、
第１の室と第２の室とを連通する連通部と、
第１の室に連通されたインフレータと、
を有する。
連通部は、エアバッグ展開時に乗員肩部側方に対応するエアバッグ部分に設けられ、側突初期に乗員肩部で圧迫された時に第１の室から第２の室へのガスの流入を制限し、側突後期に乗員肩部による圧迫荷重が低減しガス圧が乗員肩部による圧迫荷重を越えた時に第１の室から第２の室へのガスの流入を許容する。 (1) The head protection airbag device of the present invention is
A head protection airbag device that deploys to the side of the occupant's head and shoulders to protect the occupant's head when the vehicle collides,
In the unfolded state, it has a first chamber and a second chamber set in a region corresponding to the side of the head, and in the region where the second chamber is set, the first chamber extends in the vehicle width direction. An airbag having a two-chamber structure with a second chamber;
A communication part for communicating the first chamber and the second chamber;
An inflator communicated with the first chamber;
Have
The communication portion is provided in an airbag portion corresponding to the side of the occupant shoulder when the airbag is deployed, and allows gas to flow from the first chamber to the second chamber when compressed by the occupant shoulder at the beginning of the side collision. Limiting the pressure load by the occupant shoulder in the late stage of the side collision and allowing the gas flow from the first chamber to the second chamber when the gas pressure exceeds the compression load by the occupant shoulder.

（２）上記（１）の頭部保護エアバッグ装置において、連通部が、エアバッグ展開時のエアバッグ下部領域に形成されている。 (2) In the head protection airbag device according to (1), the communication portion is formed in the airbag lower region when the airbag is deployed.

（３）上記（１）または（２）の頭部保護エアバッグ装置において、連通部が、エアバッグ展開時のエアバッグ下部領域に形成された車両前後方向に延びる部分を有するガス誘導路からなる。 (3) In the head protection airbag device according to (1) or (2) above, the communication portion includes a gas guide path having a portion extending in the vehicle front-rear direction formed in the airbag lower region when the airbag is deployed. .

上記（１）の頭部保護エアバッグ装置によれば、つぎの効果が得られる。
ＣＴＣ側突初期には、エアバッグが展開した際、エアバッグの下端が乗員の肩部とドアトリムとの間で圧迫されている間は、インフレータから第１の室に流入したガスは第１の室に留まっている。エアバッグの下端が展開するタイミングは、乗員の肩部がドアトリムに接触する前にガスが流れないような、適切なものとする。この時点で頭部に加わる衝撃を、第１の室が膨張完了したエアバッグで緩和することで、頭部を保護する。
ＣＴＣ側突後期に乗員の移動が車両の移動と同期し始めると、エアバッグ下端を肩部で圧迫していた荷重が低下する。これによりガスの圧力が肩部で圧迫している荷重を越え、ガスが第１の室から連通部を通って第２の室に流入する。その結果、エアバッグが車両左右方向に追加膨張し、乗員頭部を衝突側から支持できる、または、反衝突側に押すことができる。そのため、乗員の頭部が衝突側に強く横傾するのを抑制し、頸部にかかる荷重が軽減できる。この場合、ＣＴＣ側突時の乗員肩部の動きによって、自動的にかつ最適のタイミングで、連通部の圧迫と圧迫解除が行われ、特別な開閉弁やその制御が必要とされない。
なお、ＣＴＣ側突後期の頭部の横傾を低減するために、エアバッグの厚さを厚くしておく必要がないので、ポール側突において、エアバッグが頭部を反衝突側に押し過ぎるおそれもない。したがって、衝突の形態がＣＴＣ側突かポール側突かにかかわらず、適切に頭部を保護することができる。 According to the head protection airbag device of (1) above, the following effects are obtained.
In the initial stage of the CTC side collision, when the airbag is deployed, the gas flowing into the first chamber from the inflator is not compressed while the lower end of the airbag is compressed between the shoulder of the occupant and the door trim. Stay in the room. The timing at which the lower end of the airbag is deployed is appropriate so that gas does not flow before the passenger's shoulders contact the door trim. The head is protected by mitigating the impact applied to the head at this time with the airbag in which the first chamber has been inflated.
When the movement of the occupant begins to synchronize with the movement of the vehicle in the latter half of the CTC side collision, the load that presses the lower end of the airbag with the shoulder portion decreases. As a result, the pressure of the gas exceeds the load compressed by the shoulder, and the gas flows from the first chamber through the communicating portion into the second chamber. As a result, the airbag is additionally inflated in the left-right direction of the vehicle, and the occupant's head can be supported from the collision side or pushed to the anti-collision side. Therefore, it is possible to suppress the occupant's head from tilting strongly to the collision side and reduce the load on the neck. In this case, the communication portion is automatically compressed and released by the movement of the occupant shoulder at the time of the CTC side collision, and no special on-off valve or its control is required.
In addition, since it is not necessary to increase the thickness of the airbag in order to reduce the lateral tilt of the head in the later stage of the CTC side collision, the airbag pushes the head too far to the anti-collision side in the pole-side collision. There is no fear. Therefore, the head can be properly protected regardless of whether the collision is a CTC side collision or a pole side collision.

上記（２）の頭部保護エアバッグ装置によれば、連通部がエアバッグの下部領域に形成されているので、側突時に乗員肩部がドアトリムに相対的に接近した時に、乗員肩部とドアトリムで連通部を容易に圧迫することができる。乗員が相対的に衝突側に移動している間は、肩がエアバッグ下端とドアトリムを押すことで、第２の室へのガスの流れを制限（阻止）する。   According to the head protection airbag device of (2) above, since the communicating portion is formed in the lower region of the airbag, when the occupant shoulder relatively approaches the door trim during a side collision, The door trim can easily press the communication part. While the occupant moves relatively to the collision side, the shoulder pushes the lower end of the airbag and the door trim, thereby restricting (blocking) the gas flow to the second chamber.

上記（３）の頭部保護エアバッグ装置によれば、連通部が、エアバッグ展開時のエアバッグ下部領域に形成された車両前後方向に延びる部分を有するガス誘導路からなるので、車両前後方向における乗員の肩部位置が体格やシートの前後方向位置によって変化しても、ガス誘導路の一部を圧迫するだけで連通を拘束でき、肩部の位置の変化に対応することができる。   According to the head protection airbag device of (3) above, the communication part is composed of a gas guiding path having a portion extending in the vehicle front-rear direction formed in the airbag lower region when the airbag is deployed. Even if the shoulder position of the occupant changes depending on the physique and the position in the front-rear direction of the seat, the communication can be restricted only by pressing a part of the gas guide path, and the change in the position of the shoulder can be dealt with.

以下に、本発明の実施例の頭部保護エアバッグ装置を、図１〜図４を参照して、説明する。
図１および図２は本発明の実施例１を示し、図３および図４は本発明の実施例２を示す。本発明の全実施例に共通する構成部分には、本発明の全実施例にわたって共通の符号を付してある。 Below, the head protection airbag apparatus of the Example of this invention is demonstrated with reference to FIGS. 1-4.
1 and 2 show Embodiment 1 of the present invention, and FIGS. 3 and 4 show Embodiment 2 of the present invention. Components common to all the embodiments of the present invention are denoted by the same reference numerals throughout the embodiments of the present invention.

〔実施例１〕
まず、本発明の実施例１を図１および図２を参照して説明する。
本発明の頭部保護エアバッグ装置１０は、車両側突時（側突検知時または側突予知時、以下、同じ）に、折り畳まれて収納された車両のサイドウインドの上方から乗員の頭部Ａと肩部Ｂの側方に展開して乗員の頭部Ａを保護する、カーテンエアバッグ式の、頭部保護エアバッグ装置である。したがって、シート付けのエアバッグではない。 [Example 1]
First, Embodiment 1 of the present invention will be described with reference to FIG. 1 and FIG.
The head protection airbag device 10 according to the present invention has a passenger's head from above a side window of a vehicle that is folded and stored when a vehicle side collision occurs (when a side collision is detected or when a side collision is predicted, hereinafter the same). A curtain airbag type head protection airbag device that is deployed to the side of A and shoulder B to protect the head A of the occupant. Therefore, it is not a seated airbag.

頭部保護エアバッグ装置１０は、展開状態で、第１の室１４と、平均的体格の男性（ＡＭ５０、以下、同じ）の乗員頭部Ａの側方に対応する領域に設定された第２の室１６とを有し、第２の室１６が設定された領域では車幅方向に第１の室１４と第２の室１６との２室構造とされたエアバッグ１２と、第１の室１４と第２の室１６とを連通する連通部１８と、第１の室１４に連通されたインフレータ３０と、を有する。第１の室１４は、平均的体格の男性の乗員頭部Ａと肩部Ｂの側方に対応する領域を少なくとも含む領域に設定され、従来のカーテンエアバッグの膨張部とほぼ同じ領域に設定され、従来のカーテンエアバッグの膨張部とほぼ同じ側面視形状を有する。   In the deployed state, the head protection airbag device 10 is a second chamber set in a region corresponding to the side of the first chamber 14 and the side of the occupant head A of an average physique male (AM50, hereinafter the same). In the region where the second chamber 16 is set, the airbag 12 having a two-chamber structure of the first chamber 14 and the second chamber 16 in the vehicle width direction, The communication unit 18 communicates the chamber 14 and the second chamber 16, and the inflator 30 communicates with the first chamber 14. The first chamber 14 is set to a region including at least a region corresponding to the sides of the male occupant's head A and shoulder B of an average physique, and is set to substantially the same region as the inflating portion of the conventional curtain airbag. And has substantially the same side view shape as the inflated part of the conventional curtain airbag.

側突検知センサ（側突予知センサであってもよい）が側突を検知または予知した時に、その信号がインフレータ３０に送られ、インフレータ３０が作動して膨張用ガスを発生しエアバッグ１２に供給する。インフレータ３０から供給されるガスは、第１の室１４に供給され、ついで、連通部１８が開の時に連通部１８を通って第１の室１４から第２の室１６に流入する。したがって、インフレータ３０からのガスは、第１の室１４と連通部１８を介さずに直接、第２の室１６に流入することはない。   When a side collision detection sensor (which may be a side collision prediction sensor) detects or predicts a side collision, the signal is sent to the inflator 30, and the inflator 30 is activated to generate an inflating gas in the airbag 12. Supply. The gas supplied from the inflator 30 is supplied to the first chamber 14, and then flows from the first chamber 14 to the second chamber 16 through the communication portion 18 when the communication portion 18 is open. Therefore, the gas from the inflator 30 does not flow directly into the second chamber 16 without passing through the first chamber 14 and the communication portion 18.

エアバッグ１２は、展開状態で、車両前後方向には、前席から後席までドアガラス５０の内側に沿って延び、上下方向にはルーフから乗員の肩部Ｂ側方に対応する位置まで延びる。エアバッグ１２は、布製で、第１の室１４を含む膨張部１２ａと、非膨張部１２ｂを有し、膨張部１２ａは着座乗員の側方に対応する部位に設けられている。エアバッグ１２は、展開状態で、最前部をテザー２０によって最前部ピラー５２（Ａピラー）に連結され、最後部をテザー２２によって最後部ピラーまたはサイドレール５４に連結される。非膨張部１２ｂを設けることによって、膨張部１２ａを速やかに膨張させることができ、インフレータ３０容量を小さくできる。   In the deployed state, the airbag 12 extends along the inside of the door glass 50 from the front seat to the rear seat in the vehicle longitudinal direction, and extends from the roof to a position corresponding to the side of the shoulder B of the occupant in the vertical direction. . The airbag 12 is made of cloth and has an inflatable portion 12a including a first chamber 14 and a non-inflatable portion 12b. The inflatable portion 12a is provided at a portion corresponding to the side of the seated occupant. In the deployed state, the airbag 12 is connected to the front pillar 52 (A pillar) by the tether 20 at the foremost part and connected to the rear pillar or the side rail 54 by the tether 22 at the rear part. By providing the non-inflatable portion 12b, the inflatable portion 12a can be rapidly inflated, and the capacity of the inflator 30 can be reduced.

車両左右方向においては、第１の室１４はドアガラス５０側（ドア側）にあり、第２の室１６は第１の室１４より車室側（乗員側）にある。第１の室１４と第２の室１６とは、連通部１８を除いて、第１の室１４の第２の室側の基布で仕切られている。第１の室１４は、エアバッグ展開状態で、前席側方でドアガラス５０とＢピラーのほぼ全域を覆い、後席で、および、中間席がある場合は後席と中間席で、ドアガラス５０のうち、少なくとも乗員頭部側方に対応する領域を覆う位置に設けられる。第２の室１６は、エアバッグ展開状態で、少なくとも前席の（後席、および中間席がある場合は中間席に対しても設けられてもよい）乗員頭部Ａの側方に対応する部位に、設けられる。   In the vehicle left-right direction, the first chamber 14 is located on the door glass 50 side (door side), and the second chamber 16 is located closer to the vehicle compartment side (occupant side) than the first chamber 14. The first chamber 14 and the second chamber 16 are partitioned by a base fabric on the second chamber side of the first chamber 14 except for the communication portion 18. The first chamber 14 covers the almost entire area of the door glass 50 and the B-pillar on the side of the front seat when the airbag is deployed, the rear seat, and the rear seat and the intermediate seat if there are intermediate seats. It is provided in the position which covers the area | region corresponding to a passenger | crew's head side side at least among the glass 50. FIG. The second chamber 16 corresponds to the side of the occupant head A at least in the front seat (which may also be provided for the intermediate seat if there is a rear seat and an intermediate seat) when the airbag is deployed. It is provided at the site.

第２の室１６は、ほぼ矩形状であり、車両前後方向には第１の室１４より短く、上下方向には第１の室１４より短い。第２の室１６の展開状態で、第２の室１６の上端は乗員頭部Ａより上方にあり、第２の室１６の下端は乗員肩Ｂと同じ高さか乗員肩Ｂより下方に位置する。第２の室１６の面積は、第１の室１４の面積より小さく、第２の室１６の膨張ガス量は第１の室１４の膨張ガス量より少ない。これによって、第２の室１６の追加による、インフレータ３０容量の増大を小さくしている。展開状態での第２の室１６の厚さは、乗員頭部Ａの胴体に対する衝突側への横傾を軽減する厚さであり、乗員頭部Ａを胴体に対して反衝突側に横傾させるほど厚くはない。また、展開時における第１の室１４の厚さは、乗員頭部Ａの第１の室１４を介してのドアガラス５０への衝突を十分に緩和できる厚さとする。   The second chamber 16 has a substantially rectangular shape, and is shorter than the first chamber 14 in the longitudinal direction of the vehicle and shorter than the first chamber 14 in the vertical direction. In the deployed state of the second chamber 16, the upper end of the second chamber 16 is above the occupant head A, and the lower end of the second chamber 16 is the same height as the occupant shoulder B or below the occupant shoulder B. . The area of the second chamber 16 is smaller than the area of the first chamber 14, and the amount of expansion gas in the second chamber 16 is smaller than the amount of expansion gas in the first chamber 14. As a result, the increase in the capacity of the inflator 30 due to the addition of the second chamber 16 is reduced. The thickness of the second chamber 16 in the unfolded state is a thickness that reduces the lateral inclination of the occupant head A toward the collision side with respect to the trunk, and the occupant head A is inclined sideways toward the anti-collision side with respect to the trunk. Not thick enough to let Further, the thickness of the first chamber 14 at the time of deployment is set to a thickness that can sufficiently relieve the collision of the passenger head A with the door glass 50 through the first chamber 14.

インフレータ３０はエアバッグ１２の上部または上方のルーフサイドレールに取り付けられ、エアバッグ１２の上部にあるガス導入口２４で第１の室１４に連通している。第１の室１４と第２の室１６との連通部１８は、エアバッグ展開状態で、エアバッグ１２の下部にある。したがって、連通部１８は、上下方向に、第１の室１４を挟んでインフレータ３０からのガス導入口２４と反対側にある。   The inflator 30 is attached to an upper roof side rail or an upper roof side rail of the airbag 12, and communicates with the first chamber 14 through a gas inlet 24 at the upper portion of the airbag 12. The communication portion 18 between the first chamber 14 and the second chamber 16 is in the lower portion of the airbag 12 in the airbag deployed state. Therefore, the communication part 18 is on the opposite side to the gas inlet 24 from the inflator 30 across the first chamber 14 in the vertical direction.

連通部１８は、エアバッグ展開時に乗員肩部Ｂ側方に対応するエアバッグ部分に設けられ、ＣＴＣ側突初期に乗員肩部Ｂとドアトリム５６とで挟まれて乗員肩部Ｂで圧迫された時に第１の室１４から第２の室１６へのガスの流入を制限（阻止）し、ＣＴＣ側突後期に乗員肩部Ｂによる圧迫荷重が低減しガス圧が乗員肩部Ｂによる圧迫荷重を越えた時に第１の室１４から第２の室１６へのガスの流入を許容とする。   The communication portion 18 is provided in the airbag portion corresponding to the side of the occupant shoulder B when the airbag is deployed, and is sandwiched between the occupant shoulder B and the door trim 56 and compressed by the occupant shoulder B at the initial CTC side impact. Occasionally, the flow of gas from the first chamber 14 to the second chamber 16 is restricted (blocked), and the compression load due to the occupant shoulder B is reduced in the later stage of the CTC side collision, so that the gas pressure reduces the compression load due to the occupant shoulder B When exceeding, the inflow of gas from the first chamber 14 to the second chamber 16 is allowed.

連通部１８とインフレータ３０からのガス導入口２４との第１の室１４を挟んだ上下反対配置構造、および／または、縫い目（または、表裏の基布の結合部）１２ｃの配置構造により、側突時にガス導入口２４から流入した膨張用ガスが連通部１８を通って第１の室１４から第２の室１６に流入する前に、連通部１８が乗員肩部Ｂとドアトリム５６との間で圧迫されるタイミングとなる部位または位置に、連通部１８が設けられる。
以上の構成は、本発明の全実施例に適用可能である。 The side-by-side arrangement structure of the communication chamber 18 and the gas introduction port 24 from the inflator 30 across the first chamber 14 and / or the arrangement structure of the seam (or the joint portion of the front and back base fabric) 12c Before the inflation gas flowing in from the gas introduction port 24 at the time of the collision flows into the second chamber 16 from the first chamber 14 through the communication portion 18, the communication portion 18 is between the occupant shoulder B and the door trim 56. The communication part 18 is provided in the site | part or position used as the timing pressed by.
The above configuration can be applied to all the embodiments of the present invention.

つぎに、本発明の実施例１に特有な構成を説明する。
第２の室１６は、上下方向に、エアバッグ１２の下端部まで延び、第２の室１６の下端部で連通部１８を介して、第１の室１４の下端部に連通している。連通部１８は、第１の室１４と第２の室１６との間の基布１２ｄに設けられた連通孔からなる。連通部１８は、ＣＴＣ側突初期に乗員肩部Ｂとドアトリム５６とで圧迫される位置にあり、圧迫された時に第１の室１４のドアトリム側基布１２ｅと第２の室１６の乗員肩部側基布１２ｆとが連通部１８を通して密着して、連通部１８を閉塞する。ＣＴＣ側突後期に乗員肩部Ｂによる圧迫荷重が低減した時に連通部１８が開き、第１の室１４から第２の室１６へのガスの流入は許容される。 Next, a configuration unique to the first embodiment of the present invention will be described.
The second chamber 16 extends in the vertical direction to the lower end portion of the airbag 12, and communicates with the lower end portion of the first chamber 14 through the communication portion 18 at the lower end portion of the second chamber 16. The communication portion 18 includes a communication hole provided in the base fabric 12 d between the first chamber 14 and the second chamber 16. The communication portion 18 is in a position where it is compressed by the occupant shoulder B and the door trim 56 at the initial stage of the CTC side collision, and when compressed, the door trim side base fabric 12e of the first chamber 14 and the occupant shoulder of the second chamber 16 are compressed. The portion-side base fabric 12f is brought into close contact with the communication portion 18 to close the communication portion 18. When the compression load by the occupant shoulder B is reduced in the later stage of the CTC-side collision, the communication part 18 is opened, and the inflow of gas from the first chamber 14 to the second chamber 16 is allowed.

つぎに、本発明の実施例１の作用、効果を説明する。
ＣＴＣ側突においては、衝突初期には、車両のサイドドアは加害車両によって車両内側に進入し、シートも押されて乗員腰部とともに反衝突側に移動するが、乗員の上体と頭部Ａは自身の慣性質量により元の位置に留まろうとする。この時は、ドアトリム５６の移動の方向と乗員頭部Ａおよび上体の移動の方向は互いに反対（対向方向）である。頭部Ａがドアガラス５０に衝突する前に、エアバッグ１２の第１の室１４が展開膨張し、頭部Ａをドアガラス５０との衝突から保護する。 Next, operations and effects of the first embodiment of the present invention will be described.
In the CTC side collision, at the initial stage of the collision, the side door of the vehicle enters the inside of the vehicle by the injurious vehicle and the seat is also pushed and moves to the anti-collision side together with the occupant's waist. It tries to stay in its original position due to its inertial mass. At this time, the direction of movement of the door trim 56 and the direction of movement of the occupant head A and the upper body are opposite to each other (opposing direction). Before the head A collides with the door glass 50, the first chamber 14 of the airbag 12 is deployed and inflated to protect the head A from collision with the door glass 50.

ＣＴＣ側突初期には、エアバッグ１２が展開した際、エアバッグ１２の下端が乗員の肩部Ｂとドアトリム５６との間で圧迫されている間は、インフレータ３０から第１の室１４に流入したガスは第１の室１４に留まっている。エアバッグ１２の下端は、乗員の肩部Ｂがドアトリム５６に接触する前にガスがエアバッグ１２の下端まで流れないような、適切なタイミングの位置にある。この時点で乗員頭部Ａに加わる衝撃を、第１の室１４が膨張完了した（第２の室１６は非膨張の状態にある）エアバッグ１２で緩和することで、乗員頭部Ａを保護する。   In the initial stage of the CTC side collision, when the airbag 12 is deployed, the airbag 12 flows into the first chamber 14 from the inflator 30 while the lower end of the airbag 12 is pressed between the shoulder B of the occupant and the door trim 56. The remaining gas remains in the first chamber 14. The lower end of the airbag 12 is positioned at an appropriate timing such that gas does not flow to the lower end of the airbag 12 before the passenger's shoulder B contacts the door trim 56. The impact applied to the occupant head A at this time is mitigated by the airbag 12 in which the first chamber 14 has been inflated (the second chamber 16 is in an uninflated state), thereby protecting the occupant head A. To do.

衝突後期には、車両のドアトリム５６が加害車両によって車両内側にさらに進入し、シートも反衝突側にさらに移動するので、乗員の上体および頭部Ａも反衝突側に移動し始め、ドアトリム５６の移動と乗員頭部Ａおよび上体の移動とが同期する。この時には、エアバッグ１２の第２の室１６も展開膨張し、頭部Ａを反衝突側に押す。   In the latter half of the collision, the door trim 56 of the vehicle further enters the inside of the vehicle by the harming vehicle, and the seat further moves to the anti-collision side, so that the occupant's upper body and the head A also begin to move to the anti-collision side. And the movement of the occupant head A and the upper body are synchronized. At this time, the second chamber 16 of the airbag 12 is also deployed and inflated, and the head A is pushed to the anti-collision side.

すなわち、ＣＴＣ側突後期に乗員の移動が車両の移動と同期し始めると、エアバッグ下端を肩部Ｂで圧迫していた荷重が低下する。これによりガスの圧力が肩部Ｂで圧迫している荷重を越え、ガスが第１の室１４から連通部１８を通って第２の室１６に流入する。その結果、第２の室１６が車両左右方向に追加膨張し、乗員頭部Ａを衝突側から支持できる、または、反衝突側に押すことができる。そのため、乗員の頭部Ａが衝突側に強く横傾するのを抑制し、頸部にかかる荷重が軽減される。この場合、ＣＴＣ側突時の乗員肩部Ｂの動きによって、自動的にかつ最適のタイミングで、連通部１８の圧迫と圧迫解除が行われ、特別な開閉弁やその制御が必要とされない。また、エアバッグ１２の厚さを予め厚くしておく必要がないので、ドアトリム５６と乗員頭部Ａとの狭い隙間にエアバッグ１２を展開させることができ、介在性が向上する。   That is, when the movement of the occupant begins to synchronize with the movement of the vehicle in the late stage of the CTC side collision, the load that presses the lower end of the airbag with the shoulder B decreases. As a result, the gas pressure exceeds the load compressed by the shoulder B, and the gas flows from the first chamber 14 through the communication portion 18 into the second chamber 16. As a result, the second chamber 16 can be additionally expanded in the left-right direction of the vehicle, and the occupant head A can be supported from the collision side, or can be pushed to the anti-collision side. Therefore, it is possible to suppress the occupant's head A from tilting strongly to the collision side, and the load on the neck is reduced. In this case, the communication portion 18 is automatically compressed and released by the movement of the occupant shoulder B at the time of the CTC side collision, and no special on-off valve or its control is required. Further, since it is not necessary to increase the thickness of the airbag 12 in advance, the airbag 12 can be deployed in a narrow gap between the door trim 56 and the occupant head A, and the interposition is improved.

なお、ＣＴＣ側突後期の頭部の横傾を低減するために、エアバッグの厚さを、予め第１の室１４の膨張厚さと第２の室１６の膨張厚さの和に、厚くしておく必要がないので、ポール側突において、エアバッグ１２が乗員頭部Ａを反衝突側に押し過ぎるおそれもない。したがって、衝突の形態がＣＴＣ側突かポール側突かにかかわらず、適切に頭部Ａを保護することができる。
以上の作用、効果は、本発明の全実施例に適用可能である。 In order to reduce the lateral inclination of the head in the later stage of the CTC side collision, the thickness of the airbag is previously increased to the sum of the expansion thickness of the first chamber 14 and the expansion thickness of the second chamber 16. Therefore, there is no possibility that the airbag 12 pushes the occupant head A too far toward the anti-collision side in the pole side collision. Therefore, the head A can be appropriately protected regardless of whether the collision is a CTC side collision or a pole side collision.
The above operations and effects can be applied to all the embodiments of the present invention.

つぎに、本発明の実施例１に特有な作用、効果を説明する。
連通部１８がエアバッグ１２の下部領域に形成されているので、側突時に乗員肩部Ｂがドアトリム５６に相対的に接近した時に、乗員肩部Ｂとドアトリム５６で連通部１８を自動的に圧迫することができる。 Next, operations and effects unique to the first embodiment of the present invention will be described.
Since the communication portion 18 is formed in the lower region of the airbag 12, when the occupant shoulder B comes relatively close to the door trim 56 at the time of a side collision, the communication portion 18 is automatically connected by the occupant shoulder B and the door trim 56. Can be squeezed.

〔実施例２〕
つぎに本発明の実施例２を図３および図４を参照して説明する。
本発明の実施例１の構成中、本発明の全実施例に適用可能であるとした部分は、本発明の実施例２の構成にも適用される。以下は、本発明の実施例２に特有な部分の構成を説明する。 [Example 2]
Next, a second embodiment of the present invention will be described with reference to FIGS.
In the configuration of the first embodiment of the present invention, the portion applicable to all the embodiments of the present invention is also applied to the configuration of the second embodiment of the present invention. In the following, the configuration of a part unique to the second embodiment of the present invention will be described.

本発明の実施例２においては、連通部１８が、エアバッグ展開時のエアバッグ下部領域に形成された車両前後方向に、ほぼ水平に、かつ、直線状に延びる部分１８ａを有するガス誘導路（連通部と同じ符号１８を付す）からなる。ガス誘導路１８は、直線状に延びる部分１８ａと、部分１８ａの一端から湾曲して第２の室１６まで延びる湾曲部１８ｂと、直線状に延びる部分１８ａの他端に設けられた、部分１８ａと第１の室１４とを連通する連通孔１８ｃとを有する。エアバッグ展開状態で、直線状に延びる部分１８ａは、ドアトリムトリム５６の内側にあり、乗員肩部Ｂとドアトリムトリム５６との間で圧迫されると、第１の室１４と第２の室１６との連通を遮断する。   In the second embodiment of the present invention, the communication portion 18 includes a gas guide path (a portion 18a having a portion 18a that extends substantially horizontally and linearly in the vehicle front-rear direction formed in the airbag lower region when the airbag is deployed. The same reference numeral 18 as that of the communication portion is attached). The gas guide path 18 includes a portion 18a that extends linearly, a curved portion 18b that curves from one end of the portion 18a to the second chamber 16, and a portion 18a that is provided at the other end of the portion 18a that extends linearly. And a communication hole 18 c that communicates with the first chamber 14. When the airbag is deployed, the linearly extending portion 18 a is inside the door trim trim 56, and when compressed between the occupant shoulder B and the door trim trim 56, the first chamber 14 and the second chamber 16. Block communication with.

第１の室１４は、上下方向に、エアバッグ１２の下端部まで延びている。
第２の室１６は、上下方向に、エアバッグ１２の中央部で乗員頭部Ａの側方に位置し、第２の室１６の下端部はガス誘導路１８の直線状に延びる部分１８ａから離れている。連通部１８は、ＣＴＣ側突初期に乗員肩部Ｂとドアトリム５６とで圧迫される位置にあり、圧迫された時に、連通部１８は閉塞される。ＣＴＣ側突後期に乗員肩部Ｂによる圧迫荷重が低減した時に連通部１８が開き、第１の室１４から第２の室１６へのガスの流入は許容される。 The first chamber 14 extends to the lower end of the airbag 12 in the vertical direction.
The second chamber 16 is positioned on the side of the occupant's head A at the center of the airbag 12 in the vertical direction, and the lower end of the second chamber 16 extends from a linearly extending portion 18 a of the gas guide path 18. is seperated. The communication part 18 is in a position where it is compressed by the occupant shoulder B and the door trim 56 at the initial stage of the CTC side collision, and when it is compressed, the communication part 18 is closed. When the compression load by the occupant shoulder B is reduced in the later stage of the CTC-side collision, the communication part 18 is opened, and the inflow of gas from the first chamber 14 to the second chamber 16 is allowed.

つぎに、本発明の実施例２の作用、効果を説明する。
本発明の実施例１の作用、効果中、本発明の全実施例に適用可能であるとした部分は、本発明の実施例２の作用、効果にも適用される。以下は、本発明の実施例２に特有な部分の作用、効果を説明する。 Next, operations and effects of the second embodiment of the present invention will be described.
The portion that can be applied to all the embodiments of the present invention during the operations and effects of the first embodiment of the present invention is also applied to the operations and effects of the second embodiment of the present invention. In the following, operations and effects of portions unique to the second embodiment of the present invention will be described.

本発明の実施例２においては、連通部１８が、エアバッグ展開時のエアバッグ下部領域に形成された車両前後方向に延びる部分を有するガス誘導路１８からなるので、車両前後方向における乗員の肩部Ｂ位置が、乗員の体格や車体に対するシート５８の前後方向位置によって、変化しても、ガス誘導路１８の直線状に延びる部分１８ａの一部を肩部Ｂとドアトリム５６とで圧迫するだけで、第１の室１４と第２の室１６との連通を拘束または遮断でき、肩部Ｂの位置の変化に対応することができる。   In the second embodiment of the present invention, the communication portion 18 includes the gas guide passage 18 having a portion extending in the vehicle front-rear direction formed in the airbag lower region when the airbag is deployed. Even if the position of the portion B changes depending on the occupant's physique and the position of the seat 58 in the front-rear direction, only a portion of the linearly extending portion 18a of the gas guide path 18 is compressed by the shoulder B and the door trim 56. Thus, the communication between the first chamber 14 and the second chamber 16 can be restricted or blocked, and a change in the position of the shoulder B can be dealt with.

〔その他〕
本発明はさらにつぎの構成をとってもよい。
（イ）インフレータ３０を、第１の室１４用と、第２の室１６用に、別々に設けてもよい。その場合、連通部１８は第２の室１６用のインフレータ３０と第２の室１６との間にある。
（ロ）第１の室１４は、従来のカーテンエアバッグの膨張室と同じ構造、形状であってもよい。
（ハ）第２の室１６が、第１の室１４のドアガラス側にあってもよい。
（ニ）第２の室１６の膨張し過ぎを抑制するために、第２の室１６に、あるいは第２の室１６と第１の室１４に、エアバッグ厚さ方向に対向する基布間にわたって延びるテザーを設けてもよい。 [Others]
The present invention may further have the following configuration.
(A) The inflator 30 may be provided separately for the first chamber 14 and for the second chamber 16. In that case, the communication portion 18 is located between the inflator 30 for the second chamber 16 and the second chamber 16.
(B) The first chamber 14 may have the same structure and shape as an expansion chamber of a conventional curtain airbag.
(C) The second chamber 16 may be on the door glass side of the first chamber 14.
(D) Between the base fabrics facing the second chamber 16 or the second chamber 16 and the first chamber 14 in the airbag thickness direction in order to suppress excessive expansion of the second chamber 16 A tether extending across may be provided.

本発明の実施例１の頭部保護エアバッグ装置の、エアバッグ展開状態の車内側から見た、正面図である。It is the front view seen from the vehicle inner side of the air bag deployment state of the head protection air bag device of Example 1 of the present invention. （Ａ）は、図１の頭部保護エアバッグ装置の、第１の室が展開状態で、第２の室が非展開状態の、断面図であり、（Ｂ）は、図１の頭部保護エアバッグ装置の、第１の室と第２の室が展開状態の、断面図である。1A is a cross-sectional view of the head protection airbag device of FIG. 1 in which the first chamber is in a deployed state and the second chamber is in a non-deployed state, and FIG. It is sectional drawing of the 1st chamber and 2nd chamber of a protection airbag apparatus in a deployment state. 本発明の実施例２の頭部保護エアバッグ装置の、エアバッグ展開状態の車内側から見た、正面図である。It is the front view seen from the vehicle inner side of the air bag deployment state of the head protection air bag device of Example 2 of the present invention. 図３の頭部保護エアバッグ装置の、第１の室と第２の室が展開状態の、断面図である。FIG. 4 is a cross-sectional view of the head protection airbag device of FIG. 3 with a first chamber and a second chamber deployed.

符号の説明Explanation of symbols

１０ 頭部保護エアバッグ装置
１２ エアバッグ
１２ａ 膨張部
１２ｂ 非膨張部
１２ｃ 縫い目
１２ｄ、１２ｅ、１２ｆ エアバッグの基布
１４ 第１の室
１６ 第２の室
１８ 連通部
１８ａ 直線状に延びる部分
１８ｂ 湾曲部
１８ｃ 連通孔
２０ テザー
２２ テザー
２４ ガス導入口
３０ インフレータ
５０ ドアガラス
５２ 最前部ピラー
５４ 最後部ピラーまたはサイドレール
５６ ドアトリム
５８ シート DESCRIPTION OF SYMBOLS 10 Head protection airbag apparatus 12 Airbag 12a Expansion part 12b Non-expansion part 12c Seam 12d, 12e, 12f Airbag base fabric 14 1st chamber 16 2nd chamber 18 Communication part 18a The part 18b extended linearly Curved Portion 18c Communication hole 20 Tether 22 Tether 24 Gas inlet 30 Inflator 50 Door glass 52 Frontmost pillar 54 Rearmost pillar or side rail 56 Door trim 58 Seat

Claims (3)

車両側突時に乗員の頭部と肩部の側方に展開して乗員の頭部を保護する頭部保護エアバッグ装置であって、
展開状態で、第１の室と頭部の側方に対応する領域に設定された第２の室とを有し、前記第２の室が設定された領域では車幅方向に前記第１の室と前記第２の室との２室構造とされたエアバッグと、
前記第１の室と前記第２の室とを連通する連通部と、
前記第１の室に連通されたインフレータと、
を有し、
前記連通部は、エアバッグ展開時に乗員肩部側方に対応するエアバッグ部分に設けられ、側突初期に乗員肩部で圧迫された時に前記第１の室から前記第２の室へのガスの流入を制限し、側突後期に乗員肩部による圧迫荷重が低減してガス圧が乗員肩部による圧迫荷重を越えた時に前記第１の室から前記第２の室へのガスの流入を許容する、頭部保護エアバッグ装置。 A head protection airbag device that deploys to the side of the occupant's head and shoulders to protect the occupant's head when the vehicle collides,
In the unfolded state, it has a first chamber and a second chamber set in a region corresponding to the side of the head, and the first chamber is set in the vehicle width direction in the region where the second chamber is set. An airbag having a two-chamber structure including a chamber and the second chamber;
A communicating portion that communicates the first chamber and the second chamber;
An inflator communicated with the first chamber;
Have
The communication portion is provided in an airbag portion corresponding to the side of the occupant shoulder when the airbag is deployed, and gas from the first chamber to the second chamber when compressed by the occupant shoulder in the initial side impact Inflow of gas from the first chamber to the second chamber when the gas load exceeds the compression load due to the occupant shoulder and the pressure load due to the occupant shoulder is reduced in the late side impact. Allowed head protection airbag device. 前記連通部が、エアバッグ展開時のエアバッグ下部領域に形成されている請求項１記載の頭部保護エアバッグ装置。   The head protection airbag device according to claim 1, wherein the communication portion is formed in an airbag lower region when the airbag is deployed. 前記連通部が、エアバッグ展開時のエアバッグ下部領域に形成された車両前後方向に延びる部分を有するガス誘導路からなる請求項１または請求項２記載の頭部保護エアバッグ装置。   The head protection airbag device according to claim 1, wherein the communication portion includes a gas guide path having a portion extending in a vehicle front-rear direction formed in an airbag lower region when the airbag is deployed.
JP2008312102A 2008-12-08 2008-12-08 Head protective airbag device Pending JP2010132219A (en)

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101219697B1 (en) * 2010-10-21 2013-01-21 현대자동차주식회사 Curtain air bag device for rear passenger protection in vehicle
JP2013126827A (en) * 2011-12-19 2013-06-27 Toyota Motor Corp Occupant protection apparatus for vehicle
KR101338060B1 (en) * 2011-11-03 2013-12-06 현대자동차주식회사 Curtain air bag for vehicles
JP2014084042A (en) * 2012-10-25 2014-05-12 Autoliv Development Ab Curtain airbag device for vehicle
JP2015066997A (en) * 2013-09-26 2015-04-13 豊田合成株式会社 Head part protective air bag device
WO2015122623A1 (en) * 2014-02-12 2015-08-20 Autoliv Development Ab Side curtain airbag for vehicle
CN109987051A (en) * 2017-12-29 2019-07-09 上汽通用五菱汽车股份有限公司 A kind of safety protective air-sac device for vehicle rollover

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101219697B1 (en) * 2010-10-21 2013-01-21 현대자동차주식회사 Curtain air bag device for rear passenger protection in vehicle
KR101338060B1 (en) * 2011-11-03 2013-12-06 현대자동차주식회사 Curtain air bag for vehicles
JP2013126827A (en) * 2011-12-19 2013-06-27 Toyota Motor Corp Occupant protection apparatus for vehicle
JP2014084042A (en) * 2012-10-25 2014-05-12 Autoliv Development Ab Curtain airbag device for vehicle
JP2015066997A (en) * 2013-09-26 2015-04-13 豊田合成株式会社 Head part protective air bag device
WO2015122623A1 (en) * 2014-02-12 2015-08-20 Autoliv Development Ab Side curtain airbag for vehicle
US9919675B2 (en) 2014-02-12 2018-03-20 Autoliv Development Ab Side curtain airbag for vehicle
CN109987051A (en) * 2017-12-29 2019-07-09 上汽通用五菱汽车股份有限公司 A kind of safety protective air-sac device for vehicle rollover
CN109987051B (en) * 2017-12-29 2024-05-28 上汽通用五菱汽车股份有限公司 Safety protection airbag device for vehicle rolling

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