JP2016049882A - Assistant seat air bag device - Google Patents

Assistant seat air bag device Download PDF

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JP2016049882A
JP2016049882A JP2014176472A JP2014176472A JP2016049882A JP 2016049882 A JP2016049882 A JP 2016049882A JP 2014176472 A JP2014176472 A JP 2014176472A JP 2014176472 A JP2014176472 A JP 2014176472A JP 2016049882 A JP2016049882 A JP 2016049882A
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airbag
passenger
passenger seat
rear wall
wall
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JP6256261B2 (en
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大野　光由
Mitsuyoshi Ono
光由 大野
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Toyota Motor Corp
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Abstract

PROBLEM TO BE SOLVED: To provide an assistant seat air bag device capable of controlling rotation of a passenger head part when restraining a passenger on an assistant seat with respect to an oblique collision to the side of a driver seat or a fine lap collision.SOLUTION: An assistant seat air bag device 10 includes: an assistant seat airbag 26 which receives gas supply and is inflated and expanded on the front side of an assistant seat; a center airbag 28 which is formed integrally with the assistant seat airbag 26, receives gas supply, is protruded to the rear side rather than a rear wall 26R of the assistant seat airbag 26 on the center side in the vehicle width direction of the assistant seat airbag 26 and is inflated and expanded; and a displacement facilitating structure which contains a sliding cloth 30 expanded so as to cover the rear wall 26R in accordance with an inflated and expanded state of the assistant seat airbag 26 and the center airbag 28 and facilitates a relative displacement in the vehicle width direction with respect to the rear wall 26R of a passenger head part brought into contact with the sliding cloth 30.SELECTED DRAWING: Figure 1

Description

本発明は、助手席エアバッグ装置に関する。   The present invention relates to a passenger airbag device.

助手席用のエアバッグ装置において、一対の膨出部における乗員の頭部又は肩部に対応する高さの部位から、一対の延長部が車両後側に向けて延長されて構成された装置が知られている（例えば、特許文献１参照）。また、前席３人掛けのシートに対するエアバッグ装置が知られている（例えば、特許文献２、３参照）。   In the airbag device for the passenger seat, there is an apparatus configured such that the pair of extension portions are extended toward the rear side of the vehicle from a portion of the pair of bulging portions corresponding to the head or shoulder of the occupant. It is known (see, for example, Patent Document 1). Also, an airbag device for a seat for three seats in the front seat is known (see, for example, Patent Documents 2 and 3).

特開２０１２−５６３７１号公報JP 2012-56371 A 特開平６−７２２７６号公報JP-A-6-72276 特開平６−２４２８２号公報JP-A-6-24282

特許文献１の構成では、運転席の側への斜め衝突の際に、斜め前方の衝突側へ移動する助手席の乗員を拘束することができる。   In the configuration of Patent Document 1, in the event of an oblique collision to the driver's seat side, the passenger in the passenger seat that moves obliquely forward to the collision side can be restrained.

ところで、車両の斜め衝突時に斜め前方へ移動する乗員の頭部がエアバッグに接触すると、頭部が上下方向に沿った軸回りに回転する懸念がある。   By the way, when the head of an occupant who moves obliquely forward at the time of an oblique collision of the vehicle comes into contact with the airbag, there is a concern that the head rotates about an axis along the vertical direction.

本発明は、運転席の側への斜め衝突又は微小ラップ衝突に対して助手席の乗員を拘束する際に、乗員頭部の回転を抑制することができる助手席エアバッグ装置を得ることが目的である。   It is an object of the present invention to provide a passenger seat airbag device that can suppress the rotation of the passenger's head when restraining the passenger in the passenger seat against an oblique collision or a minute lap collision on the driver's seat side. It is.

請求項１記載の発明に係る助手席エアバッグ装置は、ガス供給を受けて、車両前後方向の後端側を成す後壁が助手席の側を向くように該助手席の車両前方で膨張展開される助手席エアバッグと、前記助手席エアバッグと一体に形成され、ガス供給を受けて前記助手席エアバッグに対する車幅方向中央側で膨張展開され、膨張展開状態で前記後壁の車両上下方向の上部に対する後方に位置する側壁が車幅方向で前記助手席の側を向くセンタエアバッグと、前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で前記後壁の少なくとも前記上部における前記側壁の側の部分を覆って展開される別布を含み、前記別布に接触した乗員頭部の前記後壁に対する車幅方向の相対変位を促進する変位促進構造と、を備えている。   The passenger airbag apparatus according to the first aspect of the invention receives the gas supply and is inflated and deployed in front of the passenger seat so that the rear wall that forms the rear end of the vehicle longitudinal direction faces the passenger seat. A passenger seat airbag that is integrally formed with the passenger seat airbag, is inflated and deployed on the center side in the vehicle width direction with respect to the passenger seat airbag upon receiving gas supply, and is A center airbag in which a side wall located rearward with respect to an upper portion in the direction faces the side of the passenger seat in the vehicle width direction, and the sidewall in at least the upper portion of the rear wall in the inflated and deployed state of the passenger seat airbag and the center airbag And a displacement promoting structure for promoting relative displacement in the vehicle width direction with respect to the rear wall of the occupant's head in contact with the separate fabric.

この助手席エアバッグ装置では、例えば斜め衝突又は微小ラップ衝突の際に助手席エアバッグ、センタエアバッグがガス供給を受けて膨張展開される。助手席エアバッグは後壁を助手席（乗員）に向けて膨張展開され、センタエアバッグは助手席エアバッグに対する車幅方向中央側（運転席の側）で膨張展開される。これにより、運転席の側への斜め衝突又は微小ラップ衝突の際には、斜め前方の衝突側へ移動する助手席の乗員が助手席エアバッグ、センタエアバッグにて拘束される。この際、上記の通り斜め前方へ移動する乗員頭部は、主に助手席エアバッグの後壁の上部、センタエアバッグの側壁に接触する。   In this passenger seat airbag device, for example, at the time of an oblique collision or a minute lap collision, the passenger seat airbag and the center airbag are inflated and deployed by receiving gas supply. The passenger seat airbag is inflated and deployed with the rear wall facing the passenger seat (occupant), and the center airbag is inflated and deployed at the vehicle width direction center side (driver seat side) with respect to the passenger seat airbag. Thereby, in the case of an oblique collision or a minute lap collision to the driver's seat side, the passenger in the passenger seat moving to the obliquely forward collision side is restrained by the passenger seat airbag and the center airbag. At this time, the occupant head moving obliquely forward as described above mainly comes into contact with the upper part of the rear wall of the passenger airbag and the side wall of the center airbag.

ところで、助手席エアバッグ及びセンタエアバッグを有するエアバッグ装置では、乗員頭部と後壁との摩擦力（衝突側への移動に対する制動力）が、乗員頭部と側壁との摩擦力（前方への移動に対する制動力）よりも大きくなりやすい。これらの摩擦力の差を小さくすることで、乗員頭部の回転抑制に寄与する。ここで、本助手席エアバッグ装置では、別布に接触した乗員頭部は、変位促進構造によって助手席エアバッグの後壁に対する変位（位置ずれ）が促進されるので、変位促進構造を備えない構成と比較して、助手席エアバッグの後壁との摩擦力が小さくなる。このため、変位促進構造を備えない構成と比較して、乗員頭部と後壁との摩擦力と、乗員頭部と側壁との摩擦力の差が小さくなる。したがって、本助手席エアバッグ装置では、乗員頭部の回転が効果的に抑制される。   By the way, in the airbag device having the passenger airbag and the center airbag, the frictional force between the passenger's head and the rear wall (braking force against movement to the collision side) is the frictional force between the passenger's head and the side wall (frontward). Tends to be greater than the braking force against the movement of By reducing the difference between these frictional forces, it contributes to restraining the rotation of the passenger's head. Here, in this passenger seat airbag device, the displacement of the occupant's head in contact with the separate cloth is promoted by the displacement promotion structure with respect to the rear wall of the passenger seat airbag. Compared with the configuration, the frictional force with the rear wall of the passenger airbag becomes small. For this reason, the difference between the frictional force between the occupant head and the rear wall and the frictional force between the occupant head and the side wall is smaller than in the configuration without the displacement promotion structure. Therefore, in the passenger seat airbag device, rotation of the passenger's head is effectively suppressed.

このように、請求項１の構成では、運転席の側への斜め衝突又は微小ラップ衝突に対して助手席の乗員を拘束する際に、乗員頭部の回転を抑制することができる。   Thus, in the structure of Claim 1, when restraining the passenger | crew of a passenger seat with respect to the diagonal collision or micro lap collision to the driver's seat side, rotation of a passenger | crew's head can be suppressed.

請求項２記載の発明に係る助手席エアバッグ装置は、請求項１の構成において、前記変位促進構造は、前記別布と、前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で、前記別布が前記後壁に対し車幅方向の少なくとも前記側壁の側へ移動可能な態様で展開されるように、該別布を少なくとも前記助手席エアバッグに接続する接続構造と、を含んで構成されている。   According to a second aspect of the present invention, in the configuration of the first aspect, the passenger-seat airbag device is configured such that the displacement accelerating structure is in the inflated and deployed state of the separate cloth, the front-passenger airbag, and the center airbag. A connection structure for connecting the separate fabric to at least the passenger seat airbag so that the fabric is deployed in a manner movable to at least the side wall in the vehicle width direction with respect to the rear wall. ing.

この助手席エアバッグ装置では、接続構造によって助手席エアバッグの後壁に接続された別布が、該後壁に対し移動可能な態様で展開される。このため、別布に接触した乗員頭部は、別布と共に助手席エアバッグの後壁に対しセンタエアバッグの側へ変位（移動）する。これにより、上記の通り乗員頭部と後壁との摩擦力と、乗員頭部と側壁との摩擦力の差が小さくなる。   In this passenger seat airbag device, the separate fabric connected to the rear wall of the passenger seat airbag by the connection structure is deployed in a manner movable relative to the rear wall. For this reason, the passenger | crew's head which contacted another cloth displaces (moves) to the center airbag side with respect to the rear wall of a passenger's seat airbag with another cloth. As a result, the difference between the frictional force between the occupant head and the rear wall and the frictional force between the occupant head and the side wall is reduced as described above.

請求項３記載の発明に係る助手席エアバッグ装置は、請求項２の構成において、前記別布は、低摩擦材にて構成されるか、又は膨張展開状態の前記助手席エアバッグの前記後壁との間に低摩擦剤が塗布されている。   According to a third aspect of the present invention, in the passenger seat airbag device according to the second aspect of the present invention, the separate cloth is made of a low friction material, or the rear of the front passenger seat airbag in an inflated and deployed state. A low friction agent is applied between the walls.

この助手席エアバッグ装置では、別布が低摩擦材にて構成されず、かつ該別布と後壁との間に低摩擦剤が塗布されていない比較構成と比較して、別布が助手席エアバッグの後壁に対し滑りやすい。このため、上記の比較構成と比較して乗員頭部と後壁との摩擦力が減じられるので、乗員頭部の回転が効果的に抑制される。   In this passenger seat airbag device, the separate fabric is not composed of a low friction material, and the separate fabric is an assistant compared to a comparative configuration in which a low friction agent is not applied between the separate fabric and the rear wall. Slippery against the rear wall of the seat airbag. For this reason, since the frictional force between the occupant head and the rear wall is reduced as compared with the above comparative configuration, the rotation of the occupant head is effectively suppressed.

請求項４記載の発明に係る助手席エアバッグ装置は、請求項２又は請求項３の構成において、前記接続構造は、前記別布における少なくとも車幅方向における前記側壁の側と反対側の部分を前記助手席エアバッグに対し非接続とするか、前記別布を、該別布が受ける車幅方向の荷重により破断される低強度の糸により縫製するか、又は、前記別布から車両上下方向の両側に延出され、前記別布が受ける車幅方向の荷重により変形又は破断する延出部を介して前記助手席エアバッグに接続することで、展開状態の前記別布を前記後壁に対し車幅方向の前記側壁の側へ移動可能としている。   According to a fourth aspect of the present invention, in the passenger seat airbag device according to the second or third aspect, the connection structure includes at least a portion of the separate fabric opposite to the side wall in the vehicle width direction. It is disconnected from the passenger airbag, or the separate cloth is sewn with a low-strength thread that is broken by a load in the vehicle width direction received by the separate cloth, or the vertical direction of the vehicle from the separate cloth The extended fabric is connected to the passenger seat airbag via an extended portion that is deformed or broken by a load in the vehicle width direction received by the separate fabric. On the other hand, it is movable to the side wall in the vehicle width direction.

この助手席エアバッグ装置では、簡単な構造で、助手席エアバッグ及びセンタエアバッグの膨張展開に伴って、別布を、後壁に対する移動可能な態様で展開させる接続構造を得ることができる。なお、上記の構成から解る通り、移動可能な態様とは、別布の一部が助手席エアバッグの後壁に対し非接続（自由）な態様だけでなく、別布が所要の荷重を受けて後壁に対する接続状態が解消されることで、該後壁に対し移動し得る態様を含むものである。   With this passenger seat airbag device, it is possible to obtain a connection structure that allows a separate fabric to be deployed in a movable manner with respect to the rear wall as the passenger seat airbag and the center airbag are inflated and deployed with a simple structure. As can be seen from the above configuration, the movable mode is not only a mode in which a part of the separate cloth is not connected (free) to the rear wall of the passenger airbag, but the separate cloth receives a required load. Thus, it is possible to include a mode in which the connection state with respect to the rear wall is eliminated, so that the rear wall can move.

請求項５記載の発明に係る助手席エアバッグ装置は、請求項２〜４の何れか１項の構成において、前記別布は、前記後壁から前記側壁にかけての範囲に沿って展開される構成であり、前記接続構造は、前記別布の前記助手席エアバッグの側からセンタエアバッグの側への前記後壁に対する移動を許容する構成であり、かつ、前記別布の前記センタエアバッグの側から助手席エアバッグの側への前記側壁に沿った移動を制限する制限構造を有する。   According to a fifth aspect of the present invention, in the passenger seat airbag device according to any one of the second to fourth aspects, the separate cloth is deployed along a range from the rear wall to the side wall. The connection structure is configured to allow movement of the separate cloth relative to the rear wall from the passenger airbag side to the center airbag side, and the center airbag of the separate cloth A restricting structure for restricting movement along the side wall from the side to the side of the passenger airbag.

この助手席エアバッグ装置では、接続構造によって助手席エアバッグ及びセンタエアバッグに接続された別布は、後壁に沿った側壁の側への移動が許容される一方、側壁に沿った後壁の側への移動が制限構造によって制限される。すなわち、上記の通り乗員頭部と後壁との摩擦力が小さくなる一方、乗員頭部と側壁との摩擦力は別布によって小さくなることが制限される。このため、本制限構造を有する接続構造にて助手席エアバッグ及びセンタエアバッグに接続された別布を備えない構成と比較して、乗員頭部と後壁との摩擦力と、乗員頭部と側壁との摩擦力の差が小さくなる。したがって、本助手席エアバッグ装置では、乗員頭部の回転が効果的に抑制される。   In this passenger seat airbag device, the separate fabric connected to the passenger seat airbag and the center airbag by the connection structure is allowed to move toward the side wall along the rear wall, while the rear wall along the side wall. The movement to the side is restricted by the restriction structure. That is, as described above, the frictional force between the occupant head and the rear wall is reduced, while the frictional force between the occupant head and the side wall is limited to be reduced by a separate cloth. For this reason, compared with the structure which does not have a separate fabric connected to the passenger airbag and the center airbag in the connection structure having the restriction structure, the frictional force between the passenger head and the rear wall, and the passenger head And the difference in frictional force between the side wall and the side wall becomes small. Therefore, in the passenger seat airbag device, rotation of the passenger's head is effectively suppressed.

請求項６記載の発明に係る助手席エアバッグ装置は、請求項４又は請求項５の構成において、膨張展開状態の前記センタエアバッグの前記側壁と、膨張展開状態の前記助手席エアバッグの前記後壁とで、後方及び車幅方向外側を共に向く頭部拘束壁が形成され、前記別布は、前記頭部拘束壁に沿って展開される構成である。   According to a sixth aspect of the present invention, there is provided a passenger seat airbag device according to the fourth or fifth aspect, wherein the side wall of the center airbag in an inflated and deployed state and the front passenger seat airbag in an inflated and deployed state. A head restraint wall that faces both the rear and the vehicle width direction outside is formed on the rear wall, and the separate cloth is configured to be deployed along the head restraint wall.

この助手席エアバッグ装置では、助手席エアバッグの後壁とセンタエアバッグの側壁とが、後方及び車幅方向外側を共に向く頭部拘束壁を成している。換言すれば、後壁（の少なくとも側壁の側の一部）は後方及び車幅方向外側を共に向き、側壁（の少なくとも後壁の側の一部）は後方及び車幅方向外側を共に向いて展開される。このため、後壁と側壁とで平面視で直角を成す構成と比較して、後壁及び側壁に作用する張力の方向が近づく。この頭部拘束壁に上記の別布が設けられているため、乗員頭部と後壁との摩擦力と、乗員頭部と側壁との摩擦力の差が一層小さくなる。   In this passenger seat airbag device, the rear wall of the passenger seat airbag and the side wall of the center airbag form a head restraint wall that faces both the rear and the vehicle width direction outside. In other words, the rear wall (at least a part on the side of the side wall) faces both rearward and in the vehicle width direction, and the side wall (at least a part on the side of the rear wall) faces both rearward and the outer side in the vehicle width direction. Be expanded. For this reason, the direction of the tension | tensile_strength which acts on a rear wall and a side wall approaches compared with the structure which comprises a right angle by planar view with a rear wall and a side wall. Since the separate cloth is provided on the head restraint wall, the difference between the frictional force between the occupant head and the rear wall and the frictional force between the occupant head and the side wall is further reduced.

請求項７記載の発明に係る助手席エアバッグ装置は、請求項１の構成において、前記変位促進構造は、前記助手席エアバッグの後壁を構成する基布よりも乗員頭部に対する摩擦係数の小さい前記別布が前記後壁に固定されて構成されている。   According to a seventh aspect of the present invention, in the passenger seat airbag device according to the first aspect, the displacement promoting structure has a coefficient of friction with respect to the occupant's head rather than a base fabric constituting a rear wall of the passenger seat airbag. The small separate cloth is fixed to the rear wall.

この助手席エアバッグ装置では、展開された別布と乗員頭部との間で滑りが生じることで、該別布に接触した乗員頭部は、助手席エアバッグの後壁に対しセンタエアバッグの側へ変位することとなる。これにより、上記の通り乗員頭部と後壁との摩擦力と、乗員頭部と側壁との摩擦力の差が小さくなる。   In this passenger seat airbag device, slippage occurs between the deployed separate fabric and the occupant's head, so that the occupant's head in contact with the separate fabric has a center airbag against the rear wall of the passenger seat airbag. It will be displaced to the side. As a result, the difference between the frictional force between the occupant head and the rear wall and the frictional force between the occupant head and the side wall is reduced as described above.

請求項８記載の発明に係る助手席エアバッグ装置は、ガス供給を受けて、車両前後方向の後端側を成す後壁が助手席の側を向くように該助手席の車両前方で膨張展開される助手席エアバッグと、前記助手席エアバッグと一体に形成され、ガス供給を受けて前記助手席エアバッグに対する車幅方向中央側で膨張展開され、膨張展開状態で前記後壁の車両上下方向の上部に対する後方に位置する側壁が車幅方向で前記助手席の側を向くセンタエアバッグと、前記後壁の少なくとも前記上部における前記側壁の側の部分の乗員頭部に対する摩擦係数を、前記側壁の乗員頭部に対する摩擦係数よりも小とする摩擦差設定構造と、を備えている。   According to the eighth aspect of the present invention, the passenger seat airbag device is inflated and deployed in front of the front passenger seat so that the rear wall forming the rear end side in the vehicle front-rear direction faces the front passenger seat when the gas is supplied. A passenger seat airbag that is integrally formed with the passenger seat airbag, is inflated and deployed on the center side in the vehicle width direction with respect to the passenger seat airbag upon receiving gas supply, and is A center airbag in which a side wall located rearward with respect to the upper part in the direction faces the passenger seat in the vehicle width direction, and a coefficient of friction with respect to the occupant's head of at least a portion of the rear wall on the side wall side, And a frictional difference setting structure that is smaller than a friction coefficient with respect to the occupant head of the side wall.

この助手席エアバッグ装置では、例えば斜め衝突又は微小ラップ衝突の際に助手席エアバッグ、センタエアバッグがガス供給を受けて膨張展開される。助手席エアバッグは後壁を助手席（乗員）に向けて膨張展開され、センタエアバッグは助手席エアバッグに対する車幅方向中央側（運転席の側）で膨張展開される。これにより、運転席の側への斜め衝突又は微小ラップ衝突の際には、斜め前方の衝突側へ移動する助手席の乗員が助手席エアバッグ、センタエアバッグにて拘束される。この際、上記の通り斜め前方へ移動する乗員頭部は、主に助手席エアバッグの後壁の上部、センタエアバッグの側壁に接触する。   In this passenger seat airbag device, for example, at the time of an oblique collision or a minute lap collision, the passenger seat airbag and the center airbag are inflated and deployed by receiving gas supply. The passenger seat airbag is inflated and deployed with the rear wall facing the passenger seat (occupant), and the center airbag is inflated and deployed at the vehicle width direction center side (driver seat side) with respect to the passenger seat airbag. Thereby, in the case of an oblique collision or a minute lap collision to the driver's seat side, the passenger in the passenger seat moving to the obliquely forward collision side is restrained by the passenger seat airbag and the center airbag. At this time, the occupant head moving obliquely forward as described above mainly comes into contact with the upper part of the rear wall of the passenger airbag and the side wall of the center airbag.

ところで、助手席エアバッグ及びセンタエアバッグを有するエアバッグ装置では、乗員頭部と後壁との摩擦力（衝突側への移動に対する制動力）が、乗員頭部と側壁との摩擦力（前方への移動に対する制動力）よりも大きくなりやすい。これらの摩擦力の差を小さくすることで、乗員頭部の回転抑制に寄与する。ここで、本助手席エアバッグ装置では、摩擦差設定構造によって後壁の乗員頭部に対する摩擦係数が側壁の乗員頭部に対する摩擦係数よりも小さくなっている。このため、後壁に接触した乗員頭部は該後壁に対し滑り易く、該後壁からの乗員頭部の摩擦力が小さくなる。このため、摩擦差設定構造を備えない構成と比較して、後壁及び側壁からの摩擦力の差が小さくなる。したがって、本助手席エアバッグ装置では、乗員頭部の回転が効果的に抑制される。   By the way, in the airbag device having the passenger airbag and the center airbag, the frictional force between the passenger's head and the rear wall (braking force against movement to the collision side) is the frictional force between the passenger's head and the side wall (frontward). Tends to be greater than the braking force against the movement of By reducing the difference between these frictional forces, it contributes to restraining the rotation of the passenger's head. Here, in the passenger seat airbag device, the friction coefficient for the passenger head on the rear wall is smaller than the friction coefficient for the passenger head on the side wall due to the friction difference setting structure. For this reason, the passenger | crew head which contacted the rear wall tends to slip with respect to this rear wall, and the frictional force of the passenger | crew head from this rear wall becomes small. For this reason, compared with the structure which is not provided with a friction difference setting structure, the difference of the frictional force from a rear wall and a side wall becomes small. Therefore, in the passenger seat airbag device, rotation of the passenger's head is effectively suppressed.

このように、請求項８の構成では、運転席の側への斜め衝突又は微小ラップ衝突に対して助手席の乗員を拘束する際に、乗員頭部の回転を抑制することができる。   As described above, in the configuration of the eighth aspect, the rotation of the passenger's head can be suppressed when the passenger in the passenger seat is restrained against an oblique collision or a minute lap collision toward the driver's seat.

請求項９記載の発明に係る助手席エアバッグ装置は、請求項８の構成において、前記摩擦差設定構造は、前記センタエアバッグの前記側壁を構成する基布よりも、前記乗員頭部に対する摩擦係数の小さい基布を、前記後壁の少なくとも前記上部における前記側壁の側の部分に用いて構成されている。   According to a ninth aspect of the present invention, in the configuration of the eighth aspect, the passenger seat airbag device is configured such that the frictional difference setting structure has a friction with respect to the occupant's head rather than a base fabric constituting the side wall of the center airbag. A base fabric having a small coefficient is used for at least a part of the rear wall on the side wall side.

この助手席エアバッグ装置では、助手席エアバッグの後壁を成す基布と、センタエアバッグの側壁を成す基布とで摩擦係数を異ならせる簡単な構成で、摩擦差設定構造が構成されている。   In this passenger airbag device, the friction difference setting structure is configured with a simple configuration in which the friction coefficient is different between the base fabric forming the rear wall of the passenger airbag and the base fabric forming the side wall of the center airbag. Yes.

請求項１０載の発明に係る助手席エアバッグ装置は、請求項８の構成において、前記摩擦差設定構造は、前記後壁を構成する基布とは別の布材より成り、前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で前記後壁の少なくとも前記上部における前記側壁の側の部分及び前記側壁の少なくとも一方に沿って展開される別布を設けて構成されている。   According to a tenth aspect of the present invention, in the passenger seat airbag device, in the configuration of the eighth aspect, the friction difference setting structure is made of a cloth material different from the base fabric constituting the rear wall, In the inflated and deployed state of the bag and the center airbag, at least the upper portion of the rear wall is provided with a side wall side portion and a separate fabric that is deployed along at least one of the side walls.

この助手席エアバッグ装置では、別布を設けることで、基布の種類（素材）や処理に依存せずに摩擦差設定構造が構成される。   In this passenger seat airbag device, by providing a separate fabric, a frictional difference setting structure is configured without depending on the type (material) and processing of the base fabric.

請求項１１記載の発明に係る助手席エアバッグ装置は、請求項８の構成において、前記摩擦差設定構造は、前記乗員頭部の一方側から他方側への移動時の摩擦係数が、前記乗員頭部の他方側から一方側への移動時の摩擦係数よりも小である特性を有する布材が、前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で、前記後壁の側を前記一方側として該後壁から前記側壁にかけての範囲に沿って展開されるように設けられて構成されている。   According to an eleventh aspect of the present invention, in the configuration of the eighth aspect, the passenger seat airbag device has a friction coefficient when the occupant head moves from one side to the other side of the occupant head. A cloth material having a characteristic that is smaller than a friction coefficient at the time of movement from the other side of the head to the one side is in the inflated and deployed state of the passenger seat airbag and the center airbag, and the rear wall side is disposed on the one side. As a side, it is provided and configured to be developed along a range from the rear wall to the side wall.

この助手席エアバッグ装置では、布材（エアバッグ基布または別布）が上記特性を有するため、乗員頭部は、後壁の側から側壁の側への移動の際の摩擦力が、側壁の側から後壁の側への移動の際の摩擦力よりも小さくなる。これにより、簡単な構造で摩擦差設定構造が構成されている。   In this passenger seat airbag device, since the fabric material (airbag base fabric or separate fabric) has the above characteristics, the occupant's head has a frictional force when moving from the rear wall side to the side wall side. It becomes smaller than the frictional force at the time of movement from the side to the rear wall side. Thus, the frictional difference setting structure is configured with a simple structure.

以上説明したように本発明に係る助手席エアバッグ装置は、運転席の側への斜め衝突又は微小ラップ衝突に対して助手席の乗員を拘束する際に、乗員頭部の回転を抑制することができるという優れた効果を有する。   As described above, the passenger airbag device according to the present invention suppresses the rotation of the passenger's head when restraining the passenger in the passenger seat against an oblique collision or a minute lap collision on the driver's seat side. It has an excellent effect of being able to.

第１の実施形態に係る助手席エアバッグ装置を構成するエアバッグ及び滑り布の概略展開状態を示す斜視図である。It is a perspective view which shows the general deployment state of the airbag and sliding fabric which comprise the passenger seat airbag apparatus which concerns on 1st Embodiment. 第１の実施形態に係る助手席エアバッグ装置の概略全体構成を示す平面図である。1 is a plan view showing a schematic overall configuration of a passenger seat airbag device according to a first embodiment. 第１の実施形態に係る助手席エアバッグ装置による乗員の頭部の回転抑制作用を説明するための図であって、（Ａ）は第１の比較形態における乗員の頭部の回転発生作用を説明する模式的な平面図、（Ｂ）は第２の比較形態における乗員の頭部の回転抑制作用を説明する模式的な平面図、（Ｃ）は第１の実施形態における乗員の頭部の回転抑制作用を説明する模式的な平断面図である。It is a figure for demonstrating the rotation suppression effect | action of the passenger | crew's head by the passenger seat airbag apparatus which concerns on 1st Embodiment, Comprising: (A) is a rotation generation | occurrence | production effect | action of the passenger | crew's head in a 1st comparison form. Schematic plan view to explain, (B) is a schematic plan view illustrating the rotation suppression action of the occupant's head in the second comparative embodiment, (C) is the occupant's head in the first embodiment. It is a typical plane sectional view explaining a rotation inhibitory action. 第１の実施形態に係る助手席エアバッグ装置を構成する助手席エアバッグ及び滑り布の変形例を示す図１に対応する斜視図である。It is a perspective view corresponding to FIG. 1 which shows the passenger seat airbag which comprises the passenger seat airbag apparatus which concerns on 1st Embodiment, and the modification of a sliding cloth. 第１の実施形態に係る助手席エアバッグ装置を構成する滑り布の助手席エアバッグへの接続構造の変形例を模式的に示す図であって、（Ａ）は一例を示す背面図、（Ｂ）は他例を示す背面図である。It is a figure which shows typically the modification of the connection structure to the passenger seat airbag of the sliding cloth which comprises the passenger seat airbag apparatus which concerns on 1st Embodiment, Comprising: (A) is a rear view which shows an example, ( B) is a rear view showing another example. 第１の実施形態に係る助手席エアバッグ装置を構成する滑り布の滑り構造の変形例を模式的に示す図であって、（Ａ）は一例を示す背面図、（Ｂ）は他例を示す背面図である。It is a figure which shows typically the modification of the sliding structure of the sliding cloth which comprises the passenger seat airbag apparatus which concerns on 1st Embodiment, (A) is a rear view which shows an example, (B) is another example. FIG. 第１の実施形態に係る助手席エアバッグ装置を構成する滑り布の滑り構造のさらなる変形例を模式的に示す図であって、（Ａ）は一例を示す背面図、（Ｂ）は他例を示す背面図である。It is a figure which shows typically the further modification of the sliding structure of the sliding cloth which comprises the passenger seat airbag apparatus which concerns on 1st Embodiment, Comprising: (A) is a rear view which shows an example, (B) is another example. FIG. 第２の実施形態に係る助手席エアバッグ装置を構成するエアバッグ及び滑り布の概略展開状態を示す図１に対応する斜視図である。It is a perspective view corresponding to FIG. 1 which shows the general deployment state of the airbag and sliding fabric which comprise the passenger seat airbag apparatus which concerns on 2nd Embodiment. 第２の実施形態に係る助手席エアバッグ装置による乗員の頭部の回転抑制作用を説明するための図であって、（Ａ）は乗員の頭部のエアバッグへの接触初期の状態を模式的にかつ拡大して示す平断面図、（Ｂ）は乗員の頭部の回転抑制状態を模式的にかつ拡大して示す平断面図である。It is a figure for demonstrating the rotation suppression effect | action of a passenger | crew's head by the passenger-seat airbag apparatus which concerns on 2nd Embodiment, Comprising: (A) is a model in the initial stage of contact to the airbag of a passenger | crew's head. FIG. 2B is a plan sectional view schematically and enlarged showing a rotation restrained state of the occupant's head. 第２の実施形態に係る助手席エアバッグ装置による乗員の頭部の回転抑制効果を比較例との比較により説明するための図であって、頭部の回転速度の時間変化を示す線図である。It is a figure for demonstrating the rotation suppression effect of the passenger | crew's head by the passenger seat airbag apparatus which concerns on 2nd Embodiment by comparison with a comparative example, Comprising: It is a diagram which shows the time change of the rotational speed of a head. is there. 第２の実施形態に係る助手席エアバッグ装置を構成する滑り布の助手席エアバッグへの接続構造の変形例を模式的に示す背面図である。It is a rear view which shows typically the modification of the connection structure to the passenger seat airbag of the sliding cloth which comprises the passenger seat airbag apparatus which concerns on 2nd Embodiment. 第２の実施形態に係る助手席エアバッグ装置を構成する滑り布の滑り構造の変形例を模式的に示す図であって、（Ａ）は滑り前の背面図、（Ｂ）は滑り状態の背面図である。It is a figure which shows typically the modification of the sliding structure of the sliding cloth which comprises the passenger seat airbag apparatus which concerns on 2nd Embodiment, (A) is a rear view before a sliding, (B) is a sliding state. It is a rear view. 第３の実施形態に係る助手席エアバッグ装置を構成するエアバッグ及び滑り布の概略展開状態を示す図１に対応する斜視図である。It is a perspective view corresponding to FIG. 1 which shows the general | schematic deployment state of the airbag which comprises the passenger seat airbag apparatus which concerns on 3rd Embodiment, and a sliding cloth. 第４の実施形態に係る助手席エアバッグ装置を構成するエアバッグ及び滑り布の概略展開状態を一部切り欠いて示す図１に対応する斜視図である。FIG. 10 is a perspective view corresponding to FIG. 1, partially showing a schematic unfolded state of an airbag and a sliding cloth constituting a passenger seat airbag device according to a fourth embodiment.

本発明の実施形態に係る助手席エアバッグ装置１０について、図１〜図３に基づいて説明する。なお、各図に適宜記す矢印ＦＲ、矢印ＵＰ、矢印ＲＨは、それぞれ助手席エアバッグ装置１０が適用された自動車Ｖ（図２参照）の前方向、上方向、車幅方向の一方側である右側を示している。以下、単に前後、上下、左右の方向を用いて説明する場合は、特に断りのない限り、車両前後方向の前後、車両上下方向の上下、車両（前方を向いた場合）の左右を示すものとする。   A passenger seat airbag device 10 according to an embodiment of the present invention will be described with reference to FIGS. In addition, arrow FR, arrow UP, and arrow RH described appropriately in each figure are one side of the front direction, the upward direction, and the vehicle width direction of the automobile V (see FIG. 2) to which the passenger airbag device 10 is applied, respectively. The right side is shown. In the following description, when using the front / rear, up / down, and left / right directions, unless otherwise indicated, the front / rear direction of the vehicle, the up / down direction of the vehicle, the left / right direction of the vehicle (when facing the front) To do.

［自動車Ｖ内部の概略構成］
図２には、助手席エアバッグ装置１０が適用された自動車ＶにおけるキャビンＣ内の前側の一部が模式的な平面図にて示されている。なお、図２には、後述する助手席エアバッグ２６、及びセンタエアバッグ２８の膨張展開状態が示されている。この図に示されるように、キャビンＣ内には、助手席である車両用シート１２が配置されている。車両用シート１２は、シートクッション１４と、該シートクッション１４の後端に下端が接続されたシートバック１６とを含んで構成されている。 [Schematic configuration inside automobile V]
FIG. 2 is a schematic plan view showing a part of the front side in the cabin C of the automobile V to which the passenger seat airbag device 10 is applied. FIG. 2 shows an inflated and deployed state of a passenger airbag 26 and a center airbag 28 described later. As shown in this figure, in the cabin C, a vehicle seat 12 as a passenger seat is arranged. The vehicle seat 12 includes a seat cushion 14 and a seat back 16 having a lower end connected to the rear end of the seat cushion 14.

この実施形態では、車両用シート１２は、自動車Ｖの車幅方向中央に対し右側に配置されている。図示は省略するが、自動車Ｖの車幅方向中央に対する左側には運転席である車両用シートが配置されており、該運転席と助手席との間にはセンタコンソールが配置されている。すなわち、本実施形態における助手席エアバッグ装置１０が適用された自動車Ｖは、運転席と助手席との間に中央座席が配置されない構成とされている。センタコンソールの前端は、車両用シート１２の前方で車幅方向に延びるインストルメントパネル１８の車幅方向中央部に繋がっている。なお、センタコンソールを備えない構成（例えば、左右の車両用シート１２間を通路とし得る構成）としても良い。   In this embodiment, the vehicle seat 12 is disposed on the right side with respect to the center of the vehicle V in the vehicle width direction. Although illustration is omitted, a vehicle seat as a driver's seat is disposed on the left side of the center of the vehicle V in the vehicle width direction, and a center console is disposed between the driver's seat and the passenger seat. That is, the vehicle V to which the passenger seat airbag device 10 according to the present embodiment is applied is configured such that the central seat is not disposed between the driver seat and the passenger seat. The front end of the center console is connected to the center in the vehicle width direction of the instrument panel 18 extending in the vehicle width direction in front of the vehicle seat 12. A configuration without a center console (for example, a configuration in which a path between the left and right vehicle seats 12 can be used) may be employed.

さらに、図示は省略するが、車両用シート１２には、乗員拘束用のシートベルト装置が設けられており、このシートベルト装置は所謂３点式シートベルト装置とされている。このため、車両用シート１２の乗員である助手席乗員Ｐ（以下、「乗員Ｐ」という）の腰部がラップベルトによって拘束され、乗員Ｐの上体がショルダベルトによって拘束されるようになっている。   Further, although not shown, the vehicle seat 12 is provided with a seat belt device for restraining an occupant, and this seat belt device is a so-called three-point seat belt device. For this reason, the waist part of the passenger seat passenger P (hereinafter referred to as “occupant P”) that is the passenger of the vehicle seat 12 is restrained by the lap belt, and the upper body of the passenger P is restrained by the shoulder belt. .

［助手席エアバッグ装置の一般構成］
図２に示されるように、助手席エアバッグ装置１０は、車両用シート１２に対する前方のインストルメントパネル１８内に設けられている。この助手席エアバッグ装置１０は、エアバッグ２０と、ガス供給手段としてのインフレータ２２と、エアバッグケース（モジュールケース）２４とを備えている。エアバッグ２０は、後述する助手席エアバッグ２６とセンタエアバッグ２８とを含んで構成されている。なお、本実施形態では、２つのインフレータ２２が備えられている。 [General configuration of passenger airbag device]
As shown in FIG. 2, the passenger seat airbag device 10 is provided in an instrument panel 18 in front of the vehicle seat 12. The passenger seat airbag device 10 includes an airbag 20, an inflator 22 as a gas supply means, and an airbag case (module case) 24. The airbag 20 includes a passenger seat airbag 26 and a center airbag 28 described later. In the present embodiment, two inflators 22 are provided.

エアバッグ２０は、その基端部（膨張展開状態の前下端部）内にインフレータ２２を内蔵した状態で折り畳まれ、該インフレータ２２と共にエアバッグケース２４に収納されている。このようにエアバッグ２０及びインフレータ２２がモジュール化されたエアバッグケース２４は、インストルメントパネル１８内で図示しないインストルメントパネルリインフォース等に支持されている。すなわち、助手席エアバッグ装置１０は、全体としてインストルメントパネル１８内に配置されている。なお、図示は省略するが、インストルメントパネル１８におけるエアバッグケース２４を覆う部分には、エアバッグドアが形成されている。   The airbag 20 is folded in a state where an inflator 22 is built in a base end portion (a front lower end portion in an inflated and deployed state), and is stored in an airbag case 24 together with the inflator 22. Thus, the airbag case 24 in which the airbag 20 and the inflator 22 are modularized is supported by an instrument panel reinforcement (not shown) or the like in the instrument panel 18. That is, the passenger seat airbag device 10 is disposed in the instrument panel 18 as a whole. In addition, although illustration is abbreviate | omitted, in the part which covers the airbag case 24 in the instrument panel 18, the airbag door is formed.

助手席エアバッグ装置１０は、後述するエアバッグＥＣＵ３２によってインフレータ２２が作動されると、該インフレータ２２が発生したガス供給を受けたエアバッグ２０が膨張展開される構成である。エアバッグ２０は、膨張展開に伴ってエアバッグドア（インストルメントパネル１８）を開裂させ、インストルメントパネル１８に対する車両用シート１２側で膨張展開されるようになっている。   The passenger seat airbag device 10 is configured such that when the inflator 22 is actuated by an airbag ECU 32 described later, the airbag 20 that receives the gas supply generated by the inflator 22 is inflated and deployed. The airbag 20 is inflated and deployed on the side of the vehicle seat 12 with respect to the instrument panel 18 by cleaving the airbag door (instrument panel 18) with the inflation and deployment.

また、助手席エアバッグ装置１０は、制御装置としてのエアバッグＥＣＵ３２を備えている。エアバッグＥＣＵ３２は、衝突センサ（又はセンサ群）３４と電気的に接続されている。また、エアバッグＥＣＵ３２は、２つのインフレータ２２のそれぞれと電気的に接続されている。このエアバッグＥＣＵ３２は、衝突センサ３４からの信号に基づいて、適用された自動車Ｖに対する各種前面衝突（の発生又は不可避であること）を区別することなく（又は衝突形態毎に）検知又は予測可能とされている。   The passenger seat airbag device 10 includes an airbag ECU 32 as a control device. The airbag ECU 32 is electrically connected to a collision sensor (or sensor group) 34. The airbag ECU 32 is electrically connected to each of the two inflators 22. The airbag ECU 32 can detect or predict various frontal collisions (occurrence or unavoidable) with respect to the applied vehicle V based on a signal from the collision sensor 34 (or for each collision mode). It is said that.

エアバッグＥＣＵ３２は、衝突センサ３４からの情報に基づいて前面衝突を検知又は予測すると、各インフレータ２２を略同時に作動させるようになっている。なお、エアバッグＥＣＵ３２がインフレータ２２を作動させる前面衝突の形態には、斜め衝突及び微小ラップ衝突等の車幅方向一方側にオフセットした位置への前面衝突が含まれる。   When the airbag ECU 32 detects or predicts a frontal collision based on information from the collision sensor 34, the airbag ECU 32 operates the inflators 22 substantially simultaneously. The form of frontal collision in which the airbag ECU 32 operates the inflator 22 includes frontal collision to a position offset to one side in the vehicle width direction such as oblique collision and minute lap collision.

ここで、斜め衝突（ＭＤＢ斜突、オブリーク衝突）とは、例えばＮＨＳＴＡにて規定される斜め前方からの衝突（一例として、衝突相手方との相対角１５°、車幅方向のラップ量３５％程度の衝突）とされる。この実施形態では、一例として相対速度９０ｋｍ／ｈｒでの斜め衝突が想定されている。また、微小ラップ衝突とは、自動車Ｖの前面衝突のうち、例えばＩＩＨＳにて規定される衝突相手方との車幅方向のラップ量が２５％以下の衝突とされる。例えば車体骨格であるフロントサイドメンバに対する車幅方向外側への衝突が微小ラップ衝突に該当する。この実施形態では、一例として相対速度６４ｋｍ／ｈｒでの微小ラップ衝突が想定されている。なお、ＩＩＨＳとは、米国道路安全保険協会（Insurance Institute for Highway Safety）の略称であり、ＮＨＳＴＡとは、米国の国家道路交通***（National Highway Traffic Safety Administration）の略称である。   Here, the oblique collision (MDB oblique collision, oblique collision) is, for example, a collision from obliquely forward defined by NHSTA (for example, a relative angle of 15 ° with the collision partner and a lap amount of about 35% in the vehicle width direction. Clash). In this embodiment, an oblique collision at a relative speed of 90 km / hr is assumed as an example. Further, the micro lap collision is a collision in which the lap amount in the vehicle width direction with the collision partner prescribed by IIHS is 25% or less among the front collision of the automobile V. For example, a collision to the outside in the vehicle width direction with respect to a front side member that is a vehicle body skeleton corresponds to a minute lap collision. In this embodiment, a minute lap collision at a relative speed of 64 km / hr is assumed as an example. IIHS is an abbreviation for the Insurance Institute for Highway Safety, and NHSTA is an abbreviation for the National Highway Traffic Safety Administration in the United States.

［助手席エアバッグ装置の要部構成］
次に、助手席エアバッグ装置を構成するエアバッグ２０の膨張展開形状について説明する。ここでは、エアバッグ２０が乗員Ｐと接触しない（乗員Ｐを拘束しない）状態である非拘束状態での膨張展開形状を説明する。エアバッグ２０について、まず助手席エアバッグ２６、センタエアバッグ２８の構成を説明し、次いで滑り布３０の構成を説明することとする。 [Main configuration of passenger airbag device]
Next, the inflated and deployed shape of the airbag 20 constituting the passenger seat airbag device will be described. Here, an inflated and deployed shape in an unconstrained state in which the airbag 20 is not in contact with the occupant P (does not restrain the occupant P) will be described. Regarding the airbag 20, first, the configuration of the passenger airbag 26 and the center airbag 28 will be described, and then the configuration of the sliding cloth 30 will be described.

（助手席エアバッグの膨張展開形状）
図２に示されるように、助手席エアバッグ２６は、インストルメントパネル１８から車両用シート１２に向けて膨張展開され、該膨張展開状態で後壁２６Ｒを助手席である車両用シート１２（の乗員Ｐ）に向ける構成とされている。具体的には、図１に示されるように、助手席エアバッグ２６は、天壁２６Ｔ、右側壁２６Ｓ、底壁２６Ｂ、及び後壁２６Ｒを有する袋状を成しており、該後壁２６Ｒが助手席エアバッグ２６の後端を成している。なお、助手席エアバッグ２６は、後述するセンタエアバッグ２８が一体化されるため、右側壁２６Ｓと車幅方向に対向する左側壁は有しない構成とされている。 (Inflated and deployed shape of passenger airbag)
As shown in FIG. 2, the passenger airbag 26 is inflated and deployed from the instrument panel 18 toward the vehicle seat 12, and the rear wall 26 </ b> R is the passenger seat 12 ( The configuration is directed toward the passenger P). Specifically, as shown in FIG. 1, the passenger airbag 26 has a bag shape having a top wall 26T, a right side wall 26S, a bottom wall 26B, and a rear wall 26R, and the rear wall 26R. Constitutes the rear end of the passenger airbag 26. The passenger airbag 26 has a configuration in which a center airbag 28 described later is integrated, and therefore does not have a left side wall that faces the right side wall 26S in the vehicle width direction.

図示は省略するが、助手席エアバッグ２６は、天壁２６Ｔがウインドシールドガラスに接触すると共に、底壁２６Ｂがインストルメントパネル１８に接触することで、乗員Ｐを拘束する際の反力が支持されるようになっている。   Although illustration is omitted, the passenger seat airbag 26 supports the reaction force when restraining the occupant P by the top wall 26T contacting the windshield glass and the bottom wall 26B contacting the instrument panel 18. It has come to be.

（センタエアバッグ）
図１及び図２に示されるように、センタエアバッグ２８は、助手席エアバッグ２６に一体に形成されており、該助手席エアバッグ２６と共に折り畳まれてエアバッグケース２４内に収納されている（図示省略）。このセンタエアバッグ２８は、助手席エアバッグ２６に対する車幅方向中央側、すなわち運転席の側で、助手席エアバッグ２６に隣接して膨張展開される構成である。この実施形態では、助手席エアバッグ２６とセンタエアバッグ２８とは、単一の袋体として構成されており、エアバッグ２０において、助手席エアバッグ２６とセンタエアバッグ２８とに明確な境界は存在しない。 (Center airbag)
As shown in FIGS. 1 and 2, the center airbag 28 is formed integrally with the passenger airbag 26 and is folded together with the passenger airbag 26 and stored in the airbag case 24. (Not shown). The center airbag 28 is inflated and deployed adjacent to the passenger seat airbag 26 on the center side in the vehicle width direction with respect to the passenger seat airbag 26, that is, on the driver seat side. In this embodiment, the passenger airbag 26 and the center airbag 28 are configured as a single bag body, and in the airbag 20, there is no clear boundary between the passenger airbag 26 and the center airbag 28. not exist.

センタエアバッグ２８は、平面視では前後に長い矩形状を成しており、その後端を成す後壁２８Ｒは助手席エアバッグ２６の後壁２６Ｒよりも後方に突出している。また、図１及び図２に示されるように、センタエアバッグ２８は、側面視で助手席エアバッグ２６と似た形状を成す本体部２８Ｍと、本体部２８Ｍの上後端から後方に突出された頭部拘束部２８Ｈとを含んで構成されている。詳細は後述するが、上記したセンタエアバッグ２８の後壁２８Ｒは、頭部拘束部２８Ｈの後端ともされている。   The center airbag 28 has a rectangular shape that is long in the front-rear direction in plan view, and the rear wall 28R that forms the rear end of the center airbag 28 protrudes rearward from the rear wall 26R of the passenger airbag 26. As shown in FIGS. 1 and 2, the center airbag 28 protrudes rearward from a main body 28M having a shape similar to that of the passenger airbag 26 in a side view, and an upper rear end of the main body 28M. And the head restraint portion 28H. Although details will be described later, the rear wall 28R of the center airbag 28 described above also serves as a rear end of the head restraint portion 28H.

本体部２８Ｍは、その後端面の前後方向の位置が助手席エアバッグ２６の後壁２６Ｒの前後方向における位置と略一致されている。頭部拘束部２８Ｈは、図１に示されるように、車幅方向における助手席エアバッグ２６側すなわち車両用シート１２の乗員Ｐを向く側壁としての内側壁２８Ｓを有する。内側壁２８Ｓは、その前端が助手席エアバッグ２６の後壁２６Ｒの車幅方向内端と繋がっている。   In the main body 28M, the position of the rear end surface in the front-rear direction is substantially coincident with the position in the front-rear direction of the rear wall 26R of the passenger seat airbag 26. As shown in FIG. 1, the head restraint portion 28 </ b> H has an inner side wall 28 </ b> S as a side wall facing the passenger seat airbag 26 side in the vehicle width direction, that is, the occupant P of the vehicle seat 12. The front end of the inner wall 28 </ b> S is connected to the inner end in the vehicle width direction of the rear wall 26 </ b> R of the passenger airbag 26.

（変位促進構造）
また、図１に示されるように、エアバッグ２０を構成する助手席エアバッグ２６の後壁２６Ｒには、別布としての滑り布３０が設けられている。滑り布３０は、助手席エアバッグ２６の後壁２６Ｒを成す基布よりも摩擦係数が低い低摩擦材としての低摩擦布にて構成されている。このような低摩擦布としては、フッ素繊維を用いて構成された布を採用することができ、このような布として例えば東レ株式会社製のトヨフロン（登録商標）等が挙げられる。 (Displacement promoting structure)
As shown in FIG. 1, a sliding cloth 30 as a separate cloth is provided on the rear wall 26 </ b> R of the passenger airbag 26 constituting the airbag 20. The sliding cloth 30 is composed of a low friction cloth as a low friction material having a lower coefficient of friction than the base cloth forming the rear wall 26R of the passenger airbag 26. As such a low-friction cloth, a cloth composed of fluorine fibers can be used. Examples of such cloth include Toyoflon (registered trademark) manufactured by Toray Industries, Inc.

この滑り布３０は、助手席エアバッグ２６の後壁２６Ｒに対し移動（相対移動）可能に接続されている。この滑り布３０は、エアバッグ２０と共に折り畳まれてエアバッグケース２４内に収納されており、エアバッグ２０の膨張展開に伴って、助手席エアバッグ２６の後壁２６Ｒに沿って展開されるようになっている。具体的には、滑り布３０は、展開状態における背面視で矩形状を成しており、接続構造３１によって助手席エアバッグ２６の後壁２６Ｒにおける上部に接続されている。以下の説明では、矩形状を成す滑り布３０の４つの縁部のうち、上側の縁部を上縁部３０Ｕ、下側の縁部を下縁部３０Ｌ、車幅方向中央（内側壁２８Ｓ）側の縁部を内縁部３０Ｃ、車幅方向外側の縁部を外縁部３０Ｅということとする。   The sliding cloth 30 is connected to the rear wall 26R of the passenger airbag 26 so as to be movable (relatively movable). The sliding cloth 30 is folded together with the airbag 20 and stored in the airbag case 24 so that the sliding cloth 30 is deployed along the rear wall 26R of the passenger seat airbag 26 as the airbag 20 is inflated and deployed. It has become. Specifically, the sliding cloth 30 has a rectangular shape in a rear view in the deployed state, and is connected to an upper portion of the rear wall 26 </ b> R of the passenger seat airbag 26 by a connection structure 31. In the following description, among the four edges of the sliding cloth 30 having a rectangular shape, the upper edge is the upper edge 30U, the lower edge is the lower edge 30L, and the vehicle width direction center (inner side wall 28S). The edge on the side is referred to as an inner edge 30C, and the outer edge in the vehicle width direction is referred to as an outer edge 30E.

この実施形態では、接続構造３１は、滑り布３０の上縁部３０Ｕを縫製部３０Ｓによって助手席エアバッグ２６の後壁２６Ｒの上部に接続している。この構成により接続構造３１は、エアバッグ２０の膨張展開に伴って滑り布３０を後壁２６Ｒの上部に沿って展開させ、かつ該後壁２６Ｒに対する滑り布３０の移動（滑り）を許容する態様で、滑り布３０を助手席エアバッグ２６に接続している。すなわち、滑り布３０は、外縁部３０Ｅが助手席エアバッグ２６の後壁２６Ｒに対し非接続とされた構成によって、少なくとも車幅方向の外縁部３０Ｅから内縁部３０Ｃ側への移動が許容される態様で、助手席エアバッグ２６に接続されている。この実施形態では、滑り布３０は、その下縁部３０Ｌ及び内縁部３０Ｃが助手席エアバッグ２６の後壁２６Ｒに対しても非接続とされることで、該後壁２６Ｒに対する移動に伴う抵抗が小さく移動可能量が大きい構成とされている。   In this embodiment, the connection structure 31 connects the upper edge portion 30U of the sliding cloth 30 to the upper portion of the rear wall 26R of the passenger seat airbag 26 by the sewing portion 30S. With this configuration, the connection structure 31 allows the sliding cloth 30 to be deployed along the upper portion of the rear wall 26R as the airbag 20 is inflated and deployed, and allows the sliding cloth 30 to move (slide) relative to the rear wall 26R. Thus, the sliding cloth 30 is connected to the passenger airbag 26. That is, the sliding cloth 30 is allowed to move from the outer edge portion 30E in the vehicle width direction to the inner edge portion 30C side at least by the configuration in which the outer edge portion 30E is not connected to the rear wall 26R of the passenger airbag 26. In an aspect, it is connected to the passenger airbag 26. In this embodiment, the sliding cloth 30 has its lower edge portion 30L and inner edge portion 30C disconnected from the rear wall 26R of the passenger airbag 26R. Is small and the movable amount is large.

そして、展開状態の滑り布３０は、助手席エアバッグ２６の後壁２６Ｒの上部、具体的には後壁２６Ｒにおける乗員Ｐの頭部Ｈ（以下、「乗員頭部Ｈ」という場合がある）を前方から拘束（支持）する部位を背面側から覆う構成である。この滑り布３０の機能は、乗員頭部Ｈを助手席エアバッグ２６の後壁２６Ｒに対し車幅方向に変位し（滑り）易くすることとされる。ここで、滑り布３０が設けられたエアバッグ２０は、乗員頭部Ｈと後壁２６Ｒとが直接接触する構成と比較して、乗員頭部Ｈと滑り布３０との摩擦係数及び滑り布３０と後壁２６Ｒとの摩擦係数が低い（摩擦力が小さい）。   The unfolded sliding cloth 30 is an upper portion of the rear wall 26R of the passenger seat airbag 26, specifically, a head H of the occupant P on the rear wall 26R (hereinafter sometimes referred to as “occupant head H”). It is the structure which covers the site | part which restrains (supports) from the front from the back side. The function of the sliding cloth 30 is to make the passenger's head H easily displace (slid) in the vehicle width direction with respect to the rear wall 26R of the passenger airbag 26. Here, the airbag 20 provided with the sliding cloth 30 has a friction coefficient between the occupant head H and the sliding cloth 30 and the sliding cloth 30 as compared with the configuration in which the occupant head H and the rear wall 26R are in direct contact. And the rear wall 26R have a low coefficient of friction (the frictional force is small).

これにより、エアバッグ２０は、後壁２６Ｒに対する乗員頭部Ｈの滑りが生じ易い構成とされている。すなわち、滑り布３０及び接続構造３１は、乗員頭部Ｈが直接的に助手席エアバッグ２６の後壁に接触する構成と比較して、滑り布３０に接触した乗員頭部Ｈの後壁２６Ｒに対する車幅方向の相対変位を促進する構成とされている。したがって、滑り布３０及び接続構造３１を含んで、本発明の変位促進構造が構成されている。   Thereby, the airbag 20 is configured to easily cause the occupant head H to slip relative to the rear wall 26R. That is, the sliding cloth 30 and the connection structure 31 are different from the configuration in which the occupant head H directly contacts the rear wall of the passenger airbag 26, and the rear wall 26R of the occupant head H that contacts the sliding cloth 30. It is set as the structure which accelerates | stimulates the relative displacement of the vehicle width direction with respect to. Accordingly, the displacement promoting structure of the present invention is configured including the sliding cloth 30 and the connection structure 31.

［作用］
次に、第１の実施形態の作用を説明する。 [Action]
Next, the operation of the first embodiment will be described.

以下、エアバッグＥＣＵ３２が、運転席の側への微小ラップ衝突又は斜め衝突を検知した場合の作用について説明することとする。   Hereinafter, an operation when the airbag ECU 32 detects a minute lap collision or an oblique collision to the driver's seat side will be described.

エアバッグＥＣＵ３２は、衝突センサ３４からの信号に基づいて微小ラップ衝突又は斜め衝突を検知すると、助手席エアバッグ装置１０のインフレータ２２を作動させる。すると、インフレータ２２からガス供給を受けた助手席エアバッグ２６、センタエアバッグ２８が、それぞれ図１及び図２に示されるように膨張展開される。また、助手席エアバッグ２６、センタエアバッグ２８の膨張展開に伴って、滑り布３０が助手席エアバッグ２６の後壁２６Ｒの上部を覆うように該後壁２６Ｒに沿って展開される。   When the airbag ECU 32 detects a minute lap collision or an oblique collision based on a signal from the collision sensor 34, the airbag ECU 32 activates the inflator 22 of the passenger airbag device 10. Then, the passenger seat airbag 26 and the center airbag 28 that receive gas supply from the inflator 22 are inflated and deployed as shown in FIGS. 1 and 2, respectively. As the passenger seat airbag 26 and the center airbag 28 are inflated and deployed, the sliding cloth 30 is deployed along the rear wall 26R so as to cover the upper portion of the rear wall 26R of the passenger seat airbag 26.

ところで、運転席の側への微小ラップ衝突や斜め衝突の場合、助手席である車両用シート１２の乗員Ｐは、車体に対して前方へ移動し、さらに車幅方向中央側すなわち衝突側にも移動する（図２の矢印Ａ参照）。   By the way, in the case of a minute lap collision or an oblique collision on the driver's seat side, the passenger P of the vehicle seat 12 that is the passenger seat moves forward with respect to the vehicle body, and further on the center side in the vehicle width direction, that is, the collision side. Move (see arrow A in FIG. 2).

（比較形態における頭部の回転）
図３（Ａ）に示される助手席エアバッグ装置１００は、センタエアバッグを備えていない。この場合、斜め前方の衝突側へ移動する乗員頭部Ｈは、助手席エアバッグ２６の後壁２６Ｒにおける衝突側（図示例では左側）の部分に接触し、後向きの反力Ｆ１を受ける。この反力方向と乗員頭部Ｈの移動方向の相違に起因して該乗員頭部Ｈには、後部を衝突側に向かわせる時計回りのモーメントＭ１が作用する。別の見方をすれば、乗員頭部Ｈは、助手席エアバッグ２６の後壁２６Ｒとの摩擦により該後壁２６Ｒに沿う車幅方向外向きの摩擦力（制動力）Ｆｒが作用し、該摩擦力Ｆｒに起因して上記のモーメントＭ１が作用する。 (Rotation of head in comparative form)
The passenger seat airbag device 100 shown in FIG. 3A does not include a center airbag. In this case, the occupant head H that moves to the collision side obliquely forward contacts the collision side (left side in the illustrated example) portion of the rear wall 26R of the passenger seat airbag 26, and receives a backward reaction force F1. Due to the difference between the reaction force direction and the movement direction of the occupant head H, the occupant head H is acted on by a clockwise moment M1 that causes the rear portion to face the collision side. From another viewpoint, the occupant head H is subjected to an outward frictional force (braking force) Fr along the rear wall 26R due to friction with the rear wall 26R of the passenger airbag 26, The moment M1 acts due to the frictional force Fr.

一方、図３（Ｂ）に示す助手席エアバッグ装置２００は、助手席エアバッグ２６及びセンタエアバッグ２８を備えている。センタエアバッグ２８の内側壁２８Ｓに接触した乗員頭部Ｈは、反衝突側への反力Ｆ２を受ける。この反力方向と乗員頭部Ｈの移動方向の相違に起因して該乗員頭部Ｈには、後部を反衝突側に向かわせる反時計回りのモーメントＭ２が作用する。別の見方をすれば、乗員頭部Ｈは、内側壁２８Ｓとの摩擦により該内側壁２８Ｓに沿う後向きの摩擦力（制動力）Ｆｓを受け、該摩擦力Ｆｓに起因して上記のモーメントＭ２が作用する。すなわち、助手席エアバッグ２６の後壁２６Ｒとの接触による生じるモーメントＭ１を打ち消す方向のモーメントＭ２が作用する。このため、センタエアバッグ２８を備えた助手席エアバッグ装置２００では、センタエアバッグ２８を備えない構成と比較して、乗員頭部Ｈの回転を抑制することができる。   On the other hand, the passenger seat airbag apparatus 200 shown in FIG. 3B includes a passenger seat airbag 26 and a center airbag 28. The occupant head H that contacts the inner wall 28S of the center airbag 28 receives a reaction force F2 toward the anti-collision side. Due to the difference between the reaction force direction and the movement direction of the occupant head H, a counterclockwise moment M2 that causes the rear portion to face the anti-collision side acts on the occupant head H. From another viewpoint, the occupant head H receives a backward frictional force (braking force) Fs along the inner wall 28S due to friction with the inner wall 28S, and the moment M2 due to the frictional force Fs. Act. That is, the moment M2 in the direction to cancel the moment M1 generated by the contact with the rear wall 26R of the passenger seat airbag 26 acts. Therefore, in the passenger seat airbag device 200 including the center airbag 28, the rotation of the occupant head H can be suppressed as compared with a configuration not including the center airbag 28.

ところで、センタエアバッグ２８を備えた助手席エアバッグ装置２００においても、乗員頭部Ｈの回転をさらに抑制する観点から改善の余地がある。この助手席エアバッグ装置２００では、上記したモーメントＭ１、Ｍ２が乗員頭部Ｈに作用するものの、該乗員頭部Ｈの時計回りの回転が生じる。すなわち、上記したモーメントＭ１がモーメントＭ２よりも大きくなる。補足すると、助手席エアバッグ２６及びセンタエアバッグ２８の膨張展開状態で、助手席エアバッグ２６の後壁２６Ｒに作用する車幅方向の張力に対して、センタエアバッグ２８の内側壁２８Ｓに作用する前後方向の張力が小さくなる。この後壁２６Ｒと内側壁２８Ｓとの張力差に起因して、摩擦力Ｆｒ（反力Ｆ１）が摩擦力Ｆｓ（反力Ｆ２）よりも大きくなるためと推定される。   By the way, the passenger seat airbag device 200 including the center airbag 28 also has room for improvement from the viewpoint of further suppressing the rotation of the passenger head H. In the passenger airbag device 200, although the moments M1 and M2 described above act on the occupant head H, the occupant head H rotates clockwise. That is, the moment M1 described above is larger than the moment M2. Supplementally, in the inflated and deployed state of the passenger airbag 26 and the center airbag 28, it acts on the inner wall 28S of the center airbag 28 against the tension in the vehicle width direction that acts on the rear wall 26R of the passenger airbag 26. The tension in the front-rear direction is reduced. It is estimated that the frictional force Fr (reaction force F1) is larger than the frictional force Fs (reaction force F2) due to the difference in tension between the rear wall 26R and the inner wall 28S.

（第１の実施形態による頭部の回転抑制作用）
上記の検討によれば、乗員頭部Ｈの回転を抑制するためには、該乗員頭部Ｈに作用するモーメントＭ１、Ｍ２の差すなわち摩擦力Ｆｒと摩擦力Ｆｓとの差を小さくすればよい。 (Head rotation suppressing action according to the first embodiment)
According to the above examination, in order to suppress the rotation of the occupant head H, the difference between the moments M1 and M2 acting on the occupant head H, that is, the difference between the frictional force Fr and the frictional force Fs may be reduced. .

ここで、助手席エアバッグ装置１０では、上記した通り、助手席エアバッグ２６及びセンタエアバッグ２８の膨張展開に伴って、滑り布３０が助手席エアバッグ２６の後壁２６Ｒに沿って展開される（図１参照）。この滑り布３０は助手席エアバッグ２６の後壁２６Ｒに対し車幅方向に移動可能とされているため、乗員頭部Ｈは、図３（Ｃ）に示されるように、助手席エアバッグ２６の後壁２６Ｒとの間に滑り布３０を挟んで助手席エアバッグ２６に拘束される（接触する）。この際、滑り布３０と助手席エアバッグ２６の後壁２６Ｒとの間で滑りが生じるため、該後壁２６Ｒと乗員頭部Ｈとの摩擦力Ｆｒが、助手席エアバッグ装置２００における後壁２６Ｒと乗員頭部Ｈとの摩擦力Ｆｒよりも小さくなる。   Here, in the passenger seat airbag device 10, as described above, the sliding cloth 30 is deployed along the rear wall 26 </ b> R of the passenger seat airbag 26 as the passenger seat airbag 26 and the center airbag 28 are inflated and deployed. (See FIG. 1). Since the sliding cloth 30 is movable in the vehicle width direction with respect to the rear wall 26R of the passenger seat airbag 26, the passenger's head H can be used as shown in FIG. The sliding cloth 30 is sandwiched between the rear wall 26R and the passenger seat airbag 26 to be restrained (contacted). At this time, since slip occurs between the sliding cloth 30 and the rear wall 26R of the passenger airbag 26, the frictional force Fr between the rear wall 26R and the passenger's head H is the rear wall of the passenger airbag device 200. It becomes smaller than the frictional force Fr between 26R and the occupant head H.

これにより、上記比較形態に係る助手席エアバッグ装置２００と比較して、摩擦力Ｆｒと摩擦力Ｆｓとの差、すなわちモーメントＭ１、Ｍ２の差が小さく抑えられ、乗員頭部Ｈの回転が効果的に抑制される。   As a result, the difference between the frictional force Fr and the frictional force Fs, that is, the difference between the moments M1 and M2, can be suppressed to a small extent, and the rotation of the occupant head H is effective as compared with the passenger airbag device 200 according to the comparative example. Is suppressed.

このように、助手席エアバッグ装置１０では、運転席の側への斜め衝突又は微小ラップ衝突に対し助手席である車両用シート１２の乗員Ｐを拘束する際に、該乗員頭部Ｈの回転を抑制することができる。   As described above, in the passenger seat airbag device 10, when the passenger P of the vehicle seat 12 that is the passenger seat is restrained against an oblique collision or a minute lap collision to the driver's seat, the rotation of the passenger's head H is restricted. Can be suppressed.

しかも、滑り布３０が低摩擦布であるため、滑り布３０と助手席エアバッグ２６の後壁２６Ｒとの間で滑りが生じ易く、乗員頭部Ｈの回転が効果的に抑制される。   Moreover, since the sliding cloth 30 is a low-friction cloth, slipping easily occurs between the sliding cloth 30 and the rear wall 26R of the passenger airbag 26, and the rotation of the occupant head H is effectively suppressed.

（助手席の側への微小ラップ衝突又は斜め衝突について補足）
助手席の側への微小ラップ衝突又は斜め衝突の場合、車両用シート１２の乗員Ｐは、車体に対して前方へ移動し、さらに車幅方向外側すなわち衝突側にも移動する。この際、乗員Ｐは、助手席エアバッグ２６及び図示しないカーテンエアバッグ装置のカーテンエアバッグにて拘束、保護される。乗員頭部Ｈが助手席エアバッグ２６にて拘束される際には、滑り布３０と助手席エアバッグ２６の後壁２６Ｒとの間で滑りが生じるため、乗員頭部Ｈを回転させる方向のモーメント（上記したモーメントＭ１とは逆向きのモーメント）が小さく抑えられる。したがって、この場合にも、上記比較形態に係る助手席エアバッグ装置２００と比較して、乗員頭部Ｈの回転が抑制される。 (Supplementary information on small lap collision or diagonal collision on the passenger side)
In the case of a minute lap collision or an oblique collision to the passenger seat side, the occupant P of the vehicle seat 12 moves forward with respect to the vehicle body and further moves to the outside in the vehicle width direction, that is, to the collision side. At this time, the passenger P is restrained and protected by the passenger airbag 26 and a curtain airbag of a curtain airbag device (not shown). When the occupant head H is restrained by the passenger seat airbag 26, slip occurs between the sliding cloth 30 and the rear wall 26 </ b> R of the passenger seat airbag 26. The moment (moment opposite to the moment M1 described above) can be kept small. Therefore, also in this case, the rotation of the passenger's head H is suppressed as compared with the passenger seat airbag device 200 according to the comparative embodiment.

［変形例］
（第１変形例）
上記した第１の実施形態では、滑り布３０がフッ素繊維を用いた低摩擦布である例を示したが、本発明はこれに限定されない。例えば、滑り布３０として、エアバッグ２０の基布と同種の布を用いても良い。この場合、滑り布３０と助手席エアバッグ２６の後壁２６Ｒとの間の滑り性を向上するために、該滑り布３０と後壁２６Ｒとの間に低摩擦剤を塗布等により介在させても良い。低摩擦剤としては、例えば滑石の粉末（タルク）等を用いることができる。 [Modification]
(First modification)
In the first embodiment described above, an example in which the sliding cloth 30 is a low friction cloth using fluorine fibers has been described, but the present invention is not limited to this. For example, as the sliding cloth 30, the same kind of cloth as the base cloth of the airbag 20 may be used. In this case, in order to improve the slipping property between the sliding cloth 30 and the rear wall 26R of the passenger airbag 26, a low friction agent is interposed between the sliding cloth 30 and the rear wall 26R by application or the like. Also good. As the low friction agent, for example, talc powder (talc) or the like can be used.

（第２変形例）
上記した第１の実施形態では、助手席エアバッグ２６が単一の膨張部（チャンバ）を有する例を示したが、本発明はこれに限定されない。例えば、図４に示されるように、所謂ツインチャンバタイプの助手席エアバッグ３６を備えた構成としても良い。具体的には、助手席エアバッグ３６は、左バッグ３６Ｌと右バッグ３６Ｒとを有して構成されており、平面視でほぼ左右対称を成す形状に膨張展開される構成とされている。左バッグ３６Ｌと右バッグ３６Ｒとの境界線は、車両用シート１２のシート幅（車幅）方向の中心線ＣＬ（図１参照）にほぼ一致する構成とされている。 (Second modification)
In the above-described first embodiment, an example in which the passenger airbag 26 has a single inflatable portion (chamber) has been described, but the present invention is not limited to this. For example, as shown in FIG. 4, a so-called twin chamber type passenger airbag 36 may be provided. Specifically, the passenger seat airbag 36 includes a left bag 36L and a right bag 36R, and is configured to be inflated and deployed in a shape that is substantially symmetric in plan view. The boundary line between the left bag 36L and the right bag 36R is configured to substantially coincide with the center line CL (see FIG. 1) in the seat width (vehicle width) direction of the vehicle seat 12.

この膨張展開状態で、左バッグ３６Ｌの後端は乗員Ｐの左肩の前方に位置し、右バッグ３６Ｒの後端は乗員Ｐの右肩の前方に位置するようになっている。また、左バッグ３６Ｌ及び右バッグ３６Ｒの後端間に形成される凹部３６Ｎは、乗員Ｐの頭部の前方に位置するようになっている。   In this inflated and deployed state, the rear end of the left bag 36L is positioned in front of the left shoulder of the occupant P, and the rear end of the right bag 36R is positioned in front of the right shoulder of the occupant P. Further, a recess 36N formed between the rear ends of the left bag 36L and the right bag 36R is positioned in front of the head of the occupant P.

そして、以上説明した助手席エアバッグ３６における左バッグ３６Ｌ、右バッグ３６Ｒの各後壁３６ＬＲ、３６ＲＲには、それぞれ滑り布３０が接続されている。運転席の側への微小ラップ衝突又は斜め衝突の際には、乗員頭部Ｈは、主に左バッグ３６Ｌの後壁３６ＬＲに接続された滑り布３０に接触する。一方、助手席の側への微小ラップ衝突又は斜め衝突の際には、乗員頭部Ｈは、主に右バッグ３６Ｒの後壁３６ＲＲに接続された滑り布３０に接触する。これにより、第２変形例に係る助手席エアバッグを備えた構成によっても、第１の実施形態と同様に、乗員頭部Ｈの回転を抑制することができる。   The sliding cloth 30 is connected to each of the rear walls 36LR and 36RR of the left bag 36L and the right bag 36R in the passenger seat airbag 36 described above. In the case of a minute lap collision or an oblique collision on the driver's seat side, the occupant head H mainly contacts the sliding cloth 30 connected to the rear wall 36LR of the left bag 36L. On the other hand, in the case of a minute lap collision or an oblique collision to the passenger seat side, the occupant head H mainly contacts the sliding cloth 30 connected to the rear wall 36RR of the right bag 36R. Thereby, also by the structure provided with the passenger seat airbag which concerns on a 2nd modification, rotation of the passenger | crew head H can be suppressed similarly to 1st Embodiment.

なお、本変形例では、左バッグ３６Ｌ、右バッグ３６Ｒの各後壁３６ＬＲ、３６ＲＲにそれぞれ滑り布３０が接続された例を示したが、例えば左バッグ３６Ｌの後壁３６ＬＲだけに滑り布３０を接続した構成としても良い。   In this modified example, the sliding cloth 30 is connected to each of the rear walls 36LR and 36RR of the left bag 36L and the right bag 36R. However, for example, the sliding cloth 30 is attached only to the rear wall 36LR of the left bag 36L. A connected configuration may be used.

（第３変形例）
上記した第１の実施形態では、滑り布３０の上縁部３０Ｕを縫製部３０Ｓによって助手席エアバッグ２６の後壁２６Ｒの上部に接続する接続構造３１を備えた例を示したが、本発明はこれに限定されない。例えば、図５（Ａ）に示されるように、滑り布３０をティアシーム３８による縫製にて助手席エアバッグ２６の後壁２６Ｒに接続する構成としても良い。ティアシーム３８は、縫製部３０Ｓで用いた糸よりも強度の低い（低荷重で切れる）糸による縫製部とされている。この実施形態では、接続構造３１は、滑り布３０の上下の縁部３０Ｕ、３０Ｌを、ティアシーム３８にて助手席エアバッグ２６の後壁２６Ｒに接続している。 (Third Modification)
In the first embodiment described above, the example in which the connection structure 31 that connects the upper edge portion 30U of the sliding cloth 30 to the upper portion of the rear wall 26R of the passenger airbag 26 by the sewing portion 30S is shown. Is not limited to this. For example, as shown in FIG. 5A, the sliding cloth 30 may be connected to the rear wall 26R of the passenger airbag 26 by sewing with a tear seam 38. The tear seam 38 is a sewn part made of a thread having a lower strength (cut with a low load) than the thread used in the sewn part 30S. In this embodiment, the connection structure 31 connects the upper and lower edges 30U, 30L of the sliding cloth 30 to the rear wall 26R of the passenger airbag 26 with a tear seam 38.

この第３変形例では、上記の通り図２の矢印Ａ方向へ移動する乗員頭部Ｈが滑り布３０に接触すると、滑り布３０は車幅方向中央に向けて荷重を受け、ティアシーム３８の糸が切れる。これにより、ティアシーム３８による助手席エアバッグ２６の後壁２６Ｒへの滑り布３０の接続状態が解消される。このため、乗員頭部Ｈの移動に伴って助手席エアバッグ２６の後壁２６Ｒに対する滑り布３０の滑り（移動）が生じる。その後の作用効果は、第１の実施形態の作用効果と同様である。   In the third modification, when the occupant head H moving in the direction of arrow A in FIG. 2 contacts the sliding cloth 30 as described above, the sliding cloth 30 receives a load toward the center in the vehicle width direction, and the yarn of the tear seam 38 Cuts out. Thereby, the connection state of the sliding cloth 30 to the rear wall 26R of the passenger airbag 26 by the tear seam 38 is eliminated. For this reason, as the passenger's head H moves, the sliding cloth 30 slides (moves) with respect to the rear wall 26R of the passenger seat airbag 26. Subsequent operational effects are the same as the operational effects of the first embodiment.

なお、滑り布３０の上下の縁部３０Ｕ、３０Ｌをティアシーム３８にて助手席エアバッグ２６の後壁２６Ｒに接続する構成に代えて、図５（Ｂ）に示される構成を採用しても良い。すなわち、滑り布３０の上縁部３０Ｕを縫製部３０Ｓにて助手席エアバッグ２６に接続すると共に、滑り布３０の下縁部３０Ｌをティアシーム３８にて助手席エアバッグ２６の後壁２６Ｒに接続する接続構造３１を採用しても良い。なお、上記した各変形例の構成から解る通り、展開された滑り布３０が助手席エアバッグ２６の後壁２６Ｒに対し移動可能な態様は、滑り布３０の一部が助手席エアバッグ２６の後壁２６Ｒに対し非接続（自由）な態様には限られない。この移動可能な態様には、滑り布３０が乗員頭部Ｈから所要の荷重を受けることで該滑り布３０の助手席エアバッグ２６の後壁２６Ｒに対する少なくとも一部の接続状態が解消され得る態様が含まれる。   Instead of the configuration in which the upper and lower edges 30U, 30L of the sliding cloth 30 are connected to the rear wall 26R of the passenger airbag 26 by the tear seam 38, the configuration shown in FIG. . That is, the upper edge 30U of the sliding cloth 30 is connected to the passenger airbag 26 at the sewing part 30S, and the lower edge 30L of the sliding cloth 30 is connected to the rear wall 26R of the passenger airbag 26 at the tear seam 38. The connecting structure 31 may be adopted. In addition, as understood from the configuration of each of the above-described modified examples, a mode in which the deployed sliding cloth 30 is movable with respect to the rear wall 26R of the passenger seat airbag 26 has a part of the sliding cloth 30 of the passenger seat airbag 26. It is not limited to a mode in which the rear wall 26R is not connected (free). In this movable aspect, when the sliding cloth 30 receives a required load from the occupant's head H, at least a part of the connection state of the sliding cloth 30 to the rear wall 26R of the passenger airbag 26 can be eliminated. Is included.

（第４変形例）
上記した第１の実施形態及び各変形例では、滑り布３０の下縁側が助手席エアバッグ２６の後壁２６Ｒに対し非接続とされるか又は乗員頭部Ｈの接触に伴い接続状態が解消される例を示したが、本発明はこれに限定されない。例えば、図６（Ａ）に示されるように、滑り布３０の上下の縁部３０Ｕ、３０Ｌをそれぞれ縫製部３０Ｓにて助手席エアバッグ２６の後壁２６Ｒに接続する接続構造３５を備えた構成としても良い。 (Fourth modification)
In the first embodiment and each modification described above, the lower edge side of the sliding cloth 30 is not connected to the rear wall 26R of the passenger airbag 26, or the connection state is canceled with the contact of the passenger head H. However, the present invention is not limited to this. For example, as shown in FIG. 6A, a configuration including a connection structure 35 that connects the upper and lower edges 30U and 30L of the sliding cloth 30 to the rear wall 26R of the passenger airbag 26 at the sewing portion 30S. It is also good.

この第４変形例では、滑り布３０の外縁部３０Ｅ及び内縁部３０Ｃが助手席エアバッグ２６の後壁２６Ｒに対し非接続とされている。このため、図２の矢印Ａ方向へ移動する乗員頭部Ｈが滑り布３０に接触すると、図６（Ａ）に想像線にて示すように、滑り布３０が変形する。すなわち、滑り布３０における助手席エアバッグ２６の後壁２６Ｒへの非接続部である上下方向中央部が車幅方向中央側に張り出すように変形し、乗員頭部Ｈの移動に伴って滑り布３０の後壁２６Ｒに対する滑り（移動）が生じる。その後の作用効果は、第１の実施形態の作用効果と同様である。   In the fourth modification, the outer edge portion 30E and the inner edge portion 30C of the sliding cloth 30 are not connected to the rear wall 26R of the passenger seat airbag 26. For this reason, when the passenger | crew's head H which moves to the arrow A direction of FIG. 2 contacts the sliding cloth 30, the sliding cloth 30 will deform | transform, as shown with an imaginary line in FIG. 6 (A). That is, the upper and lower central portion, which is a non-connecting portion of the sliding cloth 30 to the rear wall 26R of the passenger seat airbag 26, is deformed so as to protrude toward the center in the vehicle width direction and slips as the occupant head H moves. Slip (movement) with respect to the rear wall 26R of the cloth 30 occurs. Subsequent operational effects are the same as the operational effects of the first embodiment.

なお、図６（Ａ）の例では、滑り布３０が１枚の布で構成された例を示したが、これに限られず、図６（Ｂ）に示されるように、滑り布３０及び上下の縫製部３０Ｓを車幅方向に分割した構成としても良い。この構成では、滑り布３０が上下に長い短冊状の単位布３０Ｐが並列された集合体として構成されているので、図６（Ａ）の構成と比較して、乗員頭部Ｈの移動に伴う助手席エアバッグ２６の後壁２６Ｒに対する滑り（移動）が生じ易い。   In the example of FIG. 6 (A), the example in which the sliding cloth 30 is configured by one piece of cloth is shown. However, the present invention is not limited to this, and as shown in FIG. The sewing portion 30S may be divided in the vehicle width direction. In this configuration, the sliding cloth 30 is configured as an assembly in which strip-shaped unit cloths 30P that are long in the vertical direction are arranged in parallel. Therefore, as compared with the configuration of FIG. Sliding (moving) with respect to the rear wall 26R of the passenger seat airbag 26 is likely to occur.

（第５変形例）
上記した第４変形例では、滑り布３０が変形して助手席エアバッグ２６の後壁２６Ｒに対する滑りを生じるように該滑り布３０の上下の縁部３０Ｕ、３０Ｌを助手席エアバッグ２６に接続する接続構造３５を備えた例を示したが、本発明はこれに限定されない。例えば、図７（Ａ）に示されるように、矩形状に展開される滑り布３０の四隅にそれぞれタブ３０Ｔを設け、各タブ３０Ｔを縫製部３０Ｓにて助手席エアバッグ２６の後壁２６Ｒに接続する接続構造３７を備えた構成としても良い。上側のタブ３０Ｔは、例えば助手席エアバッグ２６の天壁２６Ｔに接続されても良い。 (5th modification)
In the above-described fourth modification, the upper and lower edges 30U and 30L of the sliding cloth 30 are connected to the passenger airbag 26 so that the sliding cloth 30 is deformed and slips with respect to the rear wall 26R of the passenger airbag 26R. Although the example provided with the connecting structure 35 is shown, the present invention is not limited to this. For example, as shown in FIG. 7 (A), tabs 30T are provided at the four corners of the sliding cloth 30 deployed in a rectangular shape, and each tab 30T is attached to the rear wall 26R of the passenger airbag 26 at the sewing portion 30S. It is good also as a structure provided with the connection structure 37 to connect. The upper tab 30T may be connected to the top wall 26T of the passenger airbag 26, for example.

この第５変形例では、上記の通り図２の矢印Ａ方向へ移動する乗員頭部Ｈが滑り布３０に接触すると、滑り布３０は車幅方向中央に向けて荷重を受け、図７（Ａ）に想像線にて示されるように、各タブ３０Ｔが傾くように変形する。このため、乗員頭部Ｈの移動に伴って助手席エアバッグ２６の後壁２６Ｒに対する滑り布３０の移動が生じる。その後の作用効果は、第１の実施形態の作用効果と同様である。   In the fifth modification, when the occupant head H moving in the direction of arrow A in FIG. 2 contacts the sliding cloth 30 as described above, the sliding cloth 30 receives a load toward the center in the vehicle width direction, and FIG. ), The tabs 30T are deformed so as to be inclined. For this reason, as the passenger's head H moves, the sliding cloth 30 moves relative to the rear wall 26R of the passenger airbag 26. Subsequent operational effects are the same as the operational effects of the first embodiment.

なお、図７（Ａ）の例では、タブ３０Ｔが傾くように変形する構成としたが、これに限られず、図７（Ｂ）に示されるように、タブ３０Ｔの根元部に他の部分よりも幅狭のティア部３０Ｔｔを形成した構成としても良い。この構成では、滑り布３０が乗員頭部Ｈから荷重を受けると、各タブ３０Ｔがティア部３０Ｔｔにおいて破断されることで、助手席エアバッグ２６の後壁２６Ｒへの滑り布３０の接続状態が解消される。その後の作用効果は、第１の実施形態の作用効果と同様である。   In the example of FIG. 7A, the tab 30T is deformed so as to be inclined. However, the present invention is not limited to this, and as shown in FIG. Alternatively, a narrow tier portion 30Tt may be formed. In this configuration, when the sliding cloth 30 receives a load from the occupant head H, each tab 30T is broken at the tier portion 30Tt, so that the sliding cloth 30 is connected to the rear wall 26R of the passenger airbag 26. It will be resolved. Subsequent operational effects are the same as the operational effects of the first embodiment.

＜他の実施形態＞
次に、他の実施形態について説明する。なお、第１の実施形態又は先行する実施形態と基本的に同様の構成、作用については、第１の実施形態又は先行する実施形態と同一の符号を付与し、その説明及び図示を省略する場合がある。 <Other embodiments>
Next, another embodiment will be described. In addition, about the structure and operation | movement fundamentally similar to 1st Embodiment or preceding embodiment, the same code | symbol as 1st Embodiment or preceding embodiment is provided, and the description and illustration are abbreviate | omitted There is.

＜第２の実施形態＞
本発明の第２の実施形態に係る助手席エアバッグ装置４０について、図８に基づいて説明する。この図８に示されるように、助手席エアバッグ装置４０は、滑り布３０に代えて、滑り布４２を備える点で、助手席エアバッグ装置１０とは異なる。滑り布４２は、助手席エアバッグ２６の後壁２６Ｒからセンタエアバッグ２８の内側壁２８Ｓまで至る点で、助手席エアバッグ２６の後壁２６Ｒに沿って展開される滑り布３０とは異なる。また、助手席エアバッグ装置４０を構成するエアバッグ４４は、助手席エアバッグ２６の後壁２６Ｒとセンタエアバッグ２８の内側壁２８Ｓとで、後方及び車幅方向外側を共に向く頭部拘束壁４４Ｈが形成されている点で、エアバッグ２０とは異なる。以下、具体的に説明する。 <Second Embodiment>
A passenger seat airbag device 40 according to a second embodiment of the present invention will be described with reference to FIG. As shown in FIG. 8, the passenger seat airbag device 40 is different from the passenger seat airbag device 10 in that it includes a sliding fabric 42 instead of the sliding fabric 30. The sliding cloth 42 is different from the sliding cloth 30 deployed along the rear wall 26R of the passenger seat airbag 26 in that it extends from the rear wall 26R of the passenger seat airbag 26 to the inner wall 28S of the center airbag 28. The airbag 44 constituting the passenger seat airbag device 40 is a head restraint wall that faces the rear side and the vehicle width direction outside at the rear wall 26R of the passenger seat airbag 26 and the inner side wall 28S of the center airbag 28. It differs from the airbag 20 in that 44H is formed. This will be specifically described below.

頭部拘束壁４４Ｈは、その前端でかつ車幅方向の外側部分が助手席エアバッグ２６の後壁２６Ｒの上部（頭部拘束壁４４Ｈを構成しない部分）に連続しており、その後端はセンタエアバッグ２８の後壁２８Ｒに至っている。この頭部拘束壁４４Ｈは、平面視で後方及び車両用シート１２側（車幅方向外側）を共に向く形状とされている。ここで、図示は省略するが、平面視で後方及び車幅方向外側を共に向く壁とは、平面視における法線の方向が前後方向及び車幅方向に対し、後側が前側に対し車幅方向外側に位置するように傾斜する面である。頭部拘束壁４４Ｈが平面視で直線以外の形状を成す場合には、該頭部拘束壁４４Ｈの平面視での中央部を挟む特定の２点を結ぶ仮想直線の法線の方向が、前後方向及び車幅方向に対し、後側が前側に対し車幅方向外側に位置するように傾斜していれば良い。   The head restraint wall 44H has a front end thereof and an outer portion in the vehicle width direction that is continuous with an upper portion of the rear wall 26R of the passenger seat airbag 26 (a portion that does not constitute the head restraint wall 44H). It reaches the rear wall 28R of the airbag 28. The head restraint wall 44H is shaped to face both the rear and the vehicle seat 12 side (outside in the vehicle width direction) in plan view. Here, although illustration is omitted, the wall facing both the rear and the vehicle width direction outside in a plan view is a normal direction in the plan view with respect to the front-rear direction and the vehicle width direction, and the rear side in the vehicle width direction with respect to the front side. It is a surface which inclines so that it may be located outside. When the head restraint wall 44H has a shape other than a straight line in plan view, the direction of the normal of the virtual straight line connecting two specific points sandwiching the central portion of the head restraint wall 44H in plan view is It suffices that the rear side is inclined with respect to the direction and the vehicle width direction so that the rear side is located on the outer side in the vehicle width direction with respect to the front side.

滑り布４２は、矩形状に形成されており、助手席エアバッグ２６及びセンタエアバッグ２８の膨張展開に伴って、乗員Ｐ側から見て該頭部拘束壁４４Ｈのほぼ全面を覆うように、主に頭部拘束壁４４Ｈに沿って展開されるようになっている。この滑り布４２は、接続構造４６にてエアバッグ４４に接続されている。以下の説明では、矩形状を成す滑り布４２の４つの縁部のうち、上側の縁部を上縁部４２Ｕ、下側の縁部を下縁部４２Ｌ、後（車幅方向中央）側の縁部を後縁部４２Ｒ、前（車幅方向外）側の縁部を前縁部４２Ｆということとする。   The sliding cloth 42 is formed in a rectangular shape, and covers the substantially entire surface of the head restraint wall 44H as seen from the passenger P side as the passenger airbag 26 and the center airbag 28 are inflated and deployed. It is mainly deployed along the head restraint wall 44H. The sliding cloth 42 is connected to the airbag 44 by a connection structure 46. In the following description, among the four edges of the sliding cloth 42 having a rectangular shape, the upper edge is the upper edge 42U, the lower edge is the lower edge 42L, and the rear (center in the vehicle width direction) side. The edge is referred to as a rear edge 42R, and the front (outside in the vehicle width direction) side is referred to as a front edge 42F.

具体的には、接続構造４６は、滑り布４２の後縁部４２Ｒを縫製によって頭部拘束壁４４Ｈに接続する縫製部４６Ｓと、滑り布４２の上縁部４２Ｕ、下縁部４２Ｌ、前縁部４２Ｆを弱い縫製によって接続するティアシーム４６Ｔとを含んで構成されている。ティアシーム４６Ｔは、縫製部４６Ｓで用いる糸よりも強度の低い（低荷重で切れる）糸による縫製部である。この構成により接続構造４６は、エアバッグ４４の膨張展開に伴って滑り布４２を助手席エアバッグ２６の後壁２６Ｒの上部に沿って展開させ、かつ後壁２６Ｒに対する滑り布４２の移動を許容する態様で、滑り布３０を助手席エアバッグ２６に接続している。   Specifically, the connection structure 46 includes a sewing portion 46S that connects the rear edge portion 42R of the sliding cloth 42 to the head restraint wall 44H by sewing, an upper edge portion 42U, a lower edge portion 42L, and a front edge of the sliding fabric 42. It includes a tear seam 46T that connects the portion 42F by weak sewing. The tear seam 46T is a sewn part made of a thread having a lower strength (cut with a low load) than the thread used in the sewn part 46S. With this configuration, the connection structure 46 deploys the sliding cloth 42 along the upper portion of the rear wall 26R of the passenger airbag 26 as the airbag 44 is inflated and deployed, and allows the sliding cloth 42 to move relative to the rear wall 26R. In this manner, the sliding cloth 30 is connected to the passenger airbag 26.

具体的には、接続構造４６によってエアバッグ４４に接続された滑り布４２は、後縁部４２Ｒ側から前縁部４２Ｆ側に向かう方向の荷重に対しては、縫製部４６Ｓによる接続が維持されるので、頭部拘束壁４４Ｈに対する移動が生じ難い。すなわち、縫製部４６Ｓは、滑り布４２の頭部拘束壁４４Ｈに対する移動を制限する構成とされている。この縫製部４６Ｓは、本発明の接続構造を構成する制限構造に相当する。   Specifically, the sliding cloth 42 connected to the airbag 44 by the connection structure 46 maintains the connection by the sewing portion 46S against the load in the direction from the rear edge portion 42R toward the front edge portion 42F. Therefore, it is difficult for the head restraint wall 44H to move. That is, the sewing part 46S is configured to limit the movement of the sliding cloth 42 relative to the head restraint wall 44H. The sewing portion 46S corresponds to a restriction structure that constitutes the connection structure of the present invention.

一方、滑り布４２は、前縁部４２Ｆ側から後縁部４２Ｒ側に向かう方向の荷重を受けた場合、ティアシーム４６Ｔ（の糸）が切れることで、頭部拘束壁４４Ｈへの接続状態が解消されるようになっている。すなわち、滑り布４２は、ティアシーム４６Ｔ（接続構造４６）によって、前縁部４２Ｆ側から後縁部４２Ｒ側への移動が許容される態様で、エアバッグ４４に接続されている。   On the other hand, when the sliding cloth 42 receives a load in the direction from the front edge portion 42F toward the rear edge portion 42R, the tear seam 46T (the yarn) breaks, thereby eliminating the connection state to the head restraint wall 44H. It has come to be. That is, the sliding cloth 42 is connected to the airbag 44 in such a manner that movement from the front edge portion 42F side to the rear edge portion 42R side is allowed by the tear seam 46T (connection structure 46).

なお、滑り布４２が頭部拘束壁４４Ｈに対して前縁部４２Ｆ側から後縁部４２Ｒ側へ移動すると、図９（Ｂ）に示されるように、滑り布４２における縫製部４６Ｓにて接続された後縁部４２Ｒ側には皺Ｓが生じる。助手席エアバッグ装置４０の他の部分は、図示しない部分を含め、助手席エアバッグ装置１０の対応する部分と同様に構成されている。   When the sliding cloth 42 moves from the front edge portion 42F side to the rear edge portion 42R side with respect to the head restraint wall 44H, as shown in FIG. 9B, connection is made at the sewing portion 46S in the sliding cloth 42. A wrinkle S is generated on the rear edge portion 42R side. Other portions of the passenger seat airbag device 40 are configured in the same manner as the corresponding portions of the passenger seat airbag device 10 including portions not shown.

［作用］
次に、第２の実施形態の作用における第１の実施形態の作用とは異なる部分を主に説明する。以下の説明では、乗員頭部Ｈが、先ず頭部拘束壁４４Ｈにおける後縁部４２Ｒ側の部分（内側壁２８Ｓが構成する部分）に接触する場合について主に説明する。 [Action]
Next, portions of the operation of the second embodiment that are different from the operation of the first embodiment will be mainly described. In the following description, the case where the occupant head H first comes into contact with the portion on the rear edge portion 42R side (the portion formed by the inner wall 28S) of the head restraint wall 44H will be mainly described.

図９（Ａ）に示されるように、乗員頭部Ｈは、微小ラップ衝突又は斜め衝突の際に、エアバッグ４４における頭部拘束壁４４Ｈ（の後縁部４２Ｒ側の部分）に先ず接触する。このため、乗員頭部Ｈには、摩擦力Ｆｓに基づくモーメントＭ２が作用し、該乗員頭部Ｈは反時計回りに回転する。この際、滑り布４２は、乗員頭部Ｈから前縁部４２Ｆ側に向かう方向の荷重を受けるが、縫製部４６Ｓによる接続が維持されるので、頭部拘束壁４４Ｈに対する移動（接触位置のずれ）は殆ど生じないか、移動量がごく小さい。   As shown in FIG. 9A, the occupant head H first comes into contact with the head restraint wall 44H (the portion on the rear edge portion 42R side) of the airbag 44 in the case of a minute wrap collision or an oblique collision. . Therefore, a moment M2 based on the frictional force Fs acts on the occupant head H, and the occupant head H rotates counterclockwise. At this time, the sliding cloth 42 receives a load in a direction from the occupant head H toward the front edge portion 42F, but since the connection by the sewing portion 46S is maintained, the sliding cloth 42 moves relative to the head restraint wall 44H (displacement of the contact position). ) Hardly occurs or the amount of movement is very small.

乗員頭部Ｈが助手席エアバッグ２６の後壁２６Ｒ（頭部拘束壁４４Ｈの前縁部４２Ｆ側の部分）に至ると、乗員頭部Ｈには、摩擦力Ｆｒに基づくモーメントＭ１が作用し、該乗員頭部Ｈは時計回りに回転する。この際、滑り布４２は、乗員頭部Ｈから車幅方向の中央側すなわち後縁部４２Ｒ側に向かう方向の荷重を受け、この荷重によりティアシーム４６Ｔが破断される。すると、滑り布４２のエアバッグ４４への接続状態が解消され、該滑り布４２が頭部拘束壁４４Ｈに対し移動する。すなわち、滑り布４２は、頭部拘束壁４４Ｈへの接続状態が維持される縫製部４６Ｓ側で緩みを生じながら、滑りにより頭部拘束壁４４Ｈに対し車幅方向の中央側へ移動する。   When the occupant head H reaches the rear wall 26R of the passenger airbag 26 (the portion on the front edge 42F side of the head restraint wall 44H), a moment M1 based on the frictional force Fr acts on the occupant head H. The occupant head H rotates clockwise. At this time, the sliding cloth 42 receives a load from the occupant head H in the direction toward the center in the vehicle width direction, that is, toward the rear edge 42R, and the tear seam 46T is broken by this load. Then, the connection state of the sliding cloth 42 to the airbag 44 is canceled, and the sliding cloth 42 moves with respect to the head restraint wall 44H. That is, the sliding cloth 42 moves toward the center side in the vehicle width direction with respect to the head restraint wall 44H by sliding while being loosened on the sewing portion 46S side where the connection state to the head restraint wall 44H is maintained.

これにより、エアバッグ４４の助手席エアバッグ２６の後壁２６Ｒと乗員頭部Ｈとの摩擦力ＦｒすなわちモーメントＭ１が小さく抑えられ、乗員頭部Ｈの回転が抑制される。この点について図１０に示す線図を参照しつつ補足する。図１０は、時間に対する乗員頭部Ｈの回転速度を示しており、時計回りの回転速度を正、反時計回りの回転速度を負として示している。また、破線にて示す線図は、滑り布４２を備えない第１比較例の線図であり、一点鎖線にて示す線図は、滑り布４２の上縁部４２Ｕだけを縫製部４６Ｓにて頭部拘束壁４４Ｈに接合した第２比較例の線図である。そして、実線にて示す線図は、第２の実施形態の線図である。   Thereby, the frictional force Fr between the rear wall 26R of the passenger airbag 26 of the airbag 44 and the occupant head H, that is, the moment M1, is suppressed to be small, and the rotation of the occupant head H is suppressed. This point will be supplemented with reference to the diagram shown in FIG. FIG. 10 shows the rotation speed of the occupant head H with respect to time, with the clockwise rotation speed being positive and the counterclockwise rotation speed being negative. Moreover, the diagram shown with a broken line is a diagram of the 1st comparative example which is not provided with the sliding cloth 42, and the diagram shown with a dashed-dotted line is only the upper edge part 42U of the sliding cloth 42 in the sewing part 46S. It is a diagram of the 2nd comparative example joined to head restraint wall 44H. A diagram indicated by a solid line is a diagram of the second embodiment.

第１比較例では、先ず頭部拘束壁４４Ｈに接触した乗員頭部Ｈが反時計回りに回転する（この点は上記した実施形態と同様である）。そして、乗員頭部Ｈが助手席エアバッグ２６の後壁２６Ｒに至ると、乗員頭部Ｈは、モーメントＭ１によって時計回りに回転する。この際、滑り布４２を備えない第１比較例では、摩擦力Ｆｒが抑制されず、乗員頭部Ｈが高速で時計回りに回転する。   In the first comparative example, first, the occupant head H that contacts the head restraint wall 44H rotates counterclockwise (this is the same as the above-described embodiment). When the occupant head H reaches the rear wall 26R of the passenger airbag 26, the occupant head H rotates clockwise by the moment M1. At this time, in the first comparative example that does not include the sliding cloth 42, the frictional force Fr is not suppressed, and the occupant head H rotates clockwise at high speed.

一方、第２比較例では、滑り布４２は前縁部４２Ｆ側、後縁部４２Ｒ側の何れの荷重によっても頭部拘束壁４４Ｈに対し滑りにより移動することとなる。このため、滑り布４２に接触した乗員頭部Ｈは、第１比較例と比較して、頭部拘束壁４４Ｈへの接触初期のモーメントＭ２による反時計回りの回転速度、及びその後のモーメントＭ１による時計回りの回転速度の何れも抑制される。図１０の例では、反時計回りの回転が生じていない。この第２比較例においては、モーメントＭ１が小さくなるものの、該モーメントＭ１を打ち消すべきモーメントＭ２も小さくなるため、乗員頭部Ｈの回転をさらに抑制する観点から改善の余地がある。   On the other hand, in the second comparative example, the sliding cloth 42 moves by sliding with respect to the head restraint wall 44H by any load on the front edge portion 42F side and the rear edge portion 42R side. For this reason, the passenger | crew head H which contacted the sliding cloth 42 compared with the 1st comparative example by the counterclockwise rotational speed by the moment M2 of the contact initial stage to the head restraint wall 44H, and the subsequent moment M1. Any clockwise rotational speed is suppressed. In the example of FIG. 10, no counterclockwise rotation has occurred. In the second comparative example, although the moment M1 is reduced, the moment M2 that should be canceled out is also reduced, so there is room for improvement from the viewpoint of further suppressing the rotation of the occupant head H.

これに対して第２の実施形態では、乗員頭部Ｈは、頭部拘束壁４４Ｈへの接触初期のモーメントＭ２による反時計回りの回転速度は第１比較例と同等とされる一方、その後のモーメントＭ１による時計回りの回転速度は第１比較例と比較して減じられる。また、第２の実施形態では、反時計回りの回転速度の最大値（絶対値）と時計回りの回転速度の最大値との差は、第２比較例における時計回りの回転速度の絶対値と同等であるものの、時計回りの回転速度の絶対値は、第２比較例よりも小さい。   On the other hand, in the second embodiment, the occupant head H has the counterclockwise rotational speed due to the moment M2 in the initial contact with the head restraint wall 44H equal to that in the first comparative example, but thereafter The clockwise rotational speed due to the moment M1 is reduced as compared with the first comparative example. In the second embodiment, the difference between the maximum value (absolute value) of the counterclockwise rotation speed and the maximum value of the clockwise rotation speed is the absolute value of the clockwise rotation speed in the second comparative example. Although equivalent, the absolute value of the clockwise rotation speed is smaller than that of the second comparative example.

すなわち、本実施形態では、第２比較例と比較して、乗員頭部Ｈの時計回りの回転を打ち消すモーメントＭ２の大きさがモーメントＭ１の大きさに近づくため、乗員頭部Ｈの回転速度が低減される。このため、第２の実施形態では、第１比較例、第２比較例の何れに対しても、乗員頭部Ｈの回転が効果的に抑制される。このように、第２の実施形態では、モーメントＭ１、Ｍ２の差が小さくなることで乗員頭部Ｈの回転が効果的に抑制されるものである。したがって、第２の実施形態では、乗員頭部Ｈが頭部拘束壁４４Ｈにおける後縁部４２Ｒ側に先ず接触する形態だけでなく、乗員頭部Ｈが頭部拘束壁４４Ｈにおける前縁部４２Ｆ側に先ず接触する形態においても、該乗員頭部Ｈの回転を抑制することができる。   That is, in the present embodiment, the magnitude of the moment M2 that cancels the clockwise rotation of the occupant head H approaches the magnitude of the moment M1, as compared with the second comparative example. Reduced. For this reason, in 2nd Embodiment, rotation of the passenger | crew head H is effectively suppressed with respect to any of a 1st comparative example and a 2nd comparative example. Thus, in 2nd Embodiment, rotation of the passenger | crew head H is effectively suppressed because the difference of the moments M1 and M2 becomes small. Therefore, in the second embodiment, the occupant head H not only contacts the rear edge 42R side of the head restraint wall 44H first, but also the occupant head H side of the head restraint wall 44H. Even in the first contact form, the occupant head H can be prevented from rotating.

ここで、乗員頭部Ｈの回転抑制効果を乗員頭部Ｈの回転速度（の絶対値）に基づいて評価する理由について補足する。例えば、乗員頭部Ｈの直線移動では、乗員頭部Ｈに作用する荷重は、主に加速度と乗員頭部Ｈの質量とに依存する。一方、乗員頭部Ｈの回転運動では、該乗員頭部Ｈに遠心力すなわち回転速度と乗員頭部Ｈの質量とに依存する荷重が作用する。この荷重を小さく抑えるためには回転速度の絶対値を小さく抑えることが有効である。したがって、上記した図１０に示されるように、時計回りの回転速度の絶対値を第１、第２比較例に対し低く抑えることができる第２の実施形態では、乗員頭部Ｈの回転が効果的に抑制されることとなる。   Here, it supplements about the reason for evaluating the rotation inhibitory effect of the passenger | crew head H based on the rotation speed (absolute value) of the passenger | crew head H. FIG. For example, in the linear movement of the occupant head H, the load acting on the occupant head H mainly depends on the acceleration and the mass of the occupant head H. On the other hand, in the rotational movement of the occupant head H, a load that depends on the centrifugal force, that is, the rotational speed and the mass of the occupant head H acts on the occupant head H. In order to keep this load small, it is effective to keep the absolute value of the rotational speed small. Therefore, as shown in FIG. 10 described above, in the second embodiment in which the absolute value of the clockwise rotational speed can be kept lower than in the first and second comparative examples, the rotation of the occupant head H is effective. Will be suppressed.

また、助手席エアバッグ装置４０では、助手席エアバッグ２６の後壁２６Ｒとセンタエアバッグ２８の内側壁２８Ｓとが、後方及び車幅方向外側を共に向く頭部拘束壁４４Ｈを成している。換言すれば、後壁２６Ｒ（の少なくとも内側壁２８Ｓ側の一部）は後方及び車幅方向外側を共に向き、内側壁２８Ｓ（の少なくとも後壁２６Ｒ側の一部）は後方及び車幅方向外側を共に向いて展開される。このため、例えば後壁２６Ｒと内側壁２８Ｓとで平面視で直角を成す構成と比較して、後壁２６Ｒ及び内側壁２８Ｓの張力方向が近づき、該後壁２６Ｒと内側壁２８Ｓとの張力差すなわち摩擦力Ｆｒ、Ｆｓの差が小さくなる。この後壁２６Ｒと内側壁２８Ｓとで形成される頭部拘束壁４４Ｈに上記滑り布４２が接続されているため、乗員頭部Ｈと後壁２６Ｒとの摩擦力Ｆｒと、乗員頭部Ｈと内側壁２８Ｓとの摩擦力の差が一層小さくなる。   Further, in the passenger seat airbag device 40, the rear wall 26R of the passenger seat airbag 26 and the inner wall 28S of the center airbag 28 form a head restraint wall 44H that faces both rearward and in the vehicle width direction. . In other words, the rear wall 26R (at least a part on the inner wall 28S side) faces the rear and the vehicle width direction outside, and the inner wall 28S (at least a part on the rear wall 26R side) faces the rear and the vehicle width direction outside. It is developed with both facing. For this reason, for example, compared with the configuration in which the rear wall 26R and the inner wall 28S form a right angle in a plan view, the tension directions of the rear wall 26R and the inner wall 28S approach each other, and the tension difference between the rear wall 26R and the inner wall 28S. That is, the difference between the frictional forces Fr and Fs is reduced. Since the sliding cloth 42 is connected to the head restraint wall 44H formed by the rear wall 26R and the inner wall 28S, the frictional force Fr between the occupant head H and the rear wall 26R, the occupant head H, The difference in frictional force with the inner wall 28S is further reduced.

また、微小ラップ衝突又は斜め衝突の衝突形態に応じて、乗員頭部Ｈが移動する方向が異なり、該乗員頭部は所要の角度範囲で斜め前方の衝突側に移動し得る。ここで、頭部拘束壁４４Ｈが後方及び車幅方向外側を共に向くため、頭部拘束壁４４Ｈは、乗員頭部Ｈの接触から短時間で、該乗員頭部Ｈの重心を通る移動軌跡を挟む両側から該乗員頭部Ｈに対し接触しやすい。すなわち、後壁２６Ｒ及び内側壁２８Ｓの何れか一方だけが乗員頭部Ｈに接触して該頭部Ｈが回転する空転時間が短くなり、これによっても乗員頭部Ｈの回転抑制に寄与する。   Further, the direction in which the occupant head H moves differs depending on the collision mode of the minute lap collision or the oblique collision, and the occupant head can move to the collision side obliquely forward in a required angle range. Here, since the head restraint wall 44H faces both the rear side and the vehicle width direction outside, the head restraint wall 44H has a trajectory passing through the center of gravity of the passenger head H in a short time from the contact of the passenger head H. It is easy to come into contact with the passenger's head H from both sides. That is, only one of the rear wall 26R and the inner wall 28S comes into contact with the occupant head H, and the idling time for the head H to rotate is shortened. This also contributes to the suppression of the rotation of the occupant head H.

［変形例］
（第１変形例）
上記した第２の実施形態では、縫製部４６Ｓとティアシーム４６Ｔとで滑り布４２を頭部拘束壁４４Ｈに接続する接続構造４６を備えた例を示したが、本発明はこれに限定されない。例えば、図１１に示されるように、滑り布４２の上縁部４２Ｕ、下縁部４２Ｌ、前縁部４２Ｆを助手席エアバッグ２６の後壁２６Ｒに接続するティアシーム４６Ｔに代えて、上縁部４２Ｕを後壁２６Ｒに接続する縫製部４８Ｓを備えた接続構造４８を採用しても良い。すなわち、第１変形例では、滑り布４２の後縁部４２Ｒ及び上縁部４２Ｕが縫製部４６Ｓ、４８Ｓにて頭部拘束壁４４Ｈ及び助手席エアバッグ２６の後壁２６Ｒに接続され、前縁部４２Ｆ及び下縁部４２Ｌは後壁２６Ｒに対し非接続とされている。なお、縫製部４８Ｓで用いる糸は、縫製部４６Ｓで用いる糸と同種の糸とされる。 [Modification]
(First modification)
In the above-described second embodiment, the example in which the connection structure 46 is provided to connect the sliding cloth 42 to the head restraint wall 44H by the sewing portion 46S and the tear seam 46T is shown, but the present invention is not limited to this. For example, as shown in FIG. 11, instead of a tear seam 46T that connects the upper edge portion 42U, the lower edge portion 42L, and the front edge portion 42F of the sliding cloth 42 to the rear wall 26R of the passenger airbag 26, the upper edge portion You may employ | adopt the connection structure 48 provided with the sewing part 48S which connects 42U to the rear wall 26R. That is, in the first modified example, the rear edge portion 42R and the upper edge portion 42U of the sliding cloth 42 are connected to the head restraint wall 44H and the rear wall 26R of the passenger airbag 26 at the sewing portions 46S and 48S, and the front edge The portion 42F and the lower edge portion 42L are not connected to the rear wall 26R. The thread used in the sewing unit 48S is the same type of thread as that used in the sewing unit 46S.

以上説明した第１変形例では、後縁部４２Ｒ側から前縁部４２Ｆ側に向かう方向の荷重による頭部拘束壁４４Ｈに対する滑り布４２の移動は、後縁部４２Ｒの縫製部４６Ｓによって制限される。一方、前縁部４２Ｆ側から後縁部４２Ｒ側に向かう方向の荷重による頭部拘束壁４４Ｈに対する滑り布４２の移動は、第１の実施形態の滑り布３０と同様に許容される。   In the first modification described above, the movement of the sliding cloth 42 with respect to the head restraint wall 44H due to the load in the direction from the rear edge portion 42R toward the front edge portion 42F is limited by the sewing portion 46S of the rear edge portion 42R. The On the other hand, the movement of the sliding cloth 42 with respect to the head restraint wall 44H due to the load in the direction from the front edge portion 42F toward the rear edge portion 42R is allowed as in the sliding cloth 30 of the first embodiment.

したがって、第１変形例における接続構造４８は、接続構造の主機能を果たす縫製部４８Ｓと、制限構造としての縫製部４６Ｓとを含んで構成されている。滑り布４２は、前縁部４２Ｆ及び下縁部４２Ｌが助手席エアバッグ２６の後壁２６Ｒに対し非接続とされた構成によって、前縁部４２Ｆ側から後縁部４２Ｒ側への移動が許容される態様で、エアバッグ４４に接続されている。   Therefore, the connection structure 48 in the first modification includes a sewing part 48S that performs the main function of the connection structure and a sewing part 46S as a restricting structure. The sliding cloth 42 is allowed to move from the front edge portion 42F side to the rear edge portion 42R side because the front edge portion 42F and the lower edge portion 42L are not connected to the rear wall 26R of the passenger airbag 26R. In this manner, the air bag 44 is connected.

（第２変形例）
上記した第２の実施形態では、ティアシーム４６Ｔによって滑り布４２の頭部拘束壁４４Ｈに対する移動が許容される例を示したが、本発明はこれに限定されない。例えば、図１２（Ａ）に示されるように、滑り布４２における上下の縁部４２Ｕ、４２Ｌから延出された複数の延出部としてのタブ４２Ｔを設け、該タブ４２Ｔを縫製部４６Ｓで用いる糸と同種の糸を用いた縫製部５０Ｓにて助手席エアバッグ２６の後壁２６Ｒに接続する接続構造５０を採用しても良い。 (Second modification)
In the above-described second embodiment, an example in which the sliding cloth 42 is allowed to move with respect to the head restraint wall 44H by the tear seam 46T is shown, but the present invention is not limited to this. For example, as shown in FIG. 12A, tabs 42T are provided as a plurality of extending portions extending from the upper and lower edge portions 42U and 42L of the sliding cloth 42, and the tabs 42T are used in the sewing portion 46S. A connection structure 50 that connects to the rear wall 26R of the passenger airbag 26 at the sewing portion 50S using a thread of the same type as the thread may be employed.

この変形例では、図２の矢印Ａ方向へ移動する乗員頭部Ｈが滑り布４２に接触すると、図１２（Ｂ）に示されるように、各タブ４２Ｔが変形することで、滑り布４２が頭部拘束壁４４Ｈに対して前縁部４２Ｆ側から後縁部４２Ｒ側へ移動する。その後の作用効果は、第２の実施形態の作用効果と同様である。   In this modification, when the occupant head H that moves in the direction of arrow A in FIG. 2 contacts the sliding cloth 42, as shown in FIG. The head restraint wall 44H moves from the front edge portion 42F side to the rear edge portion 42R side. Subsequent operational effects are the same as the operational effects of the second embodiment.

したがって、第２変形例における接続構造５０は、接続構造の主機能を果たすタブ４２Ｔ及び縫製部５０Ｓと、制限構造としての縫製部４６Ｓとを含んで構成されている。なお、上側のタブ４２Ｔは、助手席エアバッグ２６の天壁２６Ｔ（一部はセンタエアバッグの天壁とも捉えられる部分）に接続されても良い。   Therefore, the connection structure 50 according to the second modification is configured to include the tab 42T and the sewing part 50S that perform the main function of the connection structure, and the sewing part 46S as a limiting structure. Note that the upper tab 42T may be connected to the ceiling wall 26T of the passenger seat airbag 26 (part of which is also regarded as the ceiling wall of the center airbag).

なお、第２変形例では、接続構造５０が延出部としてのタブ４２Ｔを有する例を示したが、これに限られず、例えば、上記した第１の実施形態の第５変形例（図７（Ｂ）の構成）のように、タブ４２Ｔの根元にティア部を設けた構成を採用しても良い（図示省略）。   In the second modification, the example in which the connection structure 50 has the tab 42T as the extending portion is shown. However, the present invention is not limited to this. For example, the fifth modification of the first embodiment described above (FIG. 7 ( As in (B), a configuration in which a tier portion is provided at the base of the tab 42T may be employed (not shown).

＜第３の実施形態＞
本発明の第３の実施形態に係る助手席エアバッグ装置５５について、図１３に基づいて説明する。この図１３に示されるように、助手席エアバッグ装置５５は、助手席エアバッグ２６の後壁２６Ｒに対し移動可能な態様で展開される滑り布３０、４２に代えて、後壁２６Ｒに固定された変位促進構造の別布５６を備える点で、第１、第２の実施形態とは異なる。 <Third Embodiment>
A passenger seat airbag device 55 according to a third embodiment of the present invention will be described with reference to FIG. As shown in FIG. 13, the passenger seat airbag device 55 is fixed to the rear wall 26 </ b> R instead of the sliding cloths 30 and 42 deployed in a manner movable with respect to the rear wall 26 </ b> R of the passenger seat airbag 26. The second embodiment differs from the first and second embodiments in that a separate cloth 56 having a displacement promoting structure is provided.

別布５６は、例えば滑り布３０と同様の低摩擦布にて構成されており、乗員頭部Ｈに対する摩擦係数が、助手席エアバッグ２６の後壁２６Ｒを構成する基布の乗員頭部Ｈに対する摩擦係数よりも小さい。なお、別布５６、助手席エアバッグ２６を構成する基布の乗員頭部Ｈに対する摩擦係数の大小は、各布と衝突ダミー人形の頭部（を構成する材料）との摩擦係数の大小として設定（特定）することができる。衝突ダミー人形としては、例えばＷｏｒｌｄＳＩＤ（国際統一側面衝突ダミー：Ｗｏｒｌｄ Ｓｉｄｅ Ｉｍｐａｃｔ Ｄｕｍｍｙ）のダミー人形を採用することができる。   The separate cloth 56 is made of, for example, a low friction cloth similar to the sliding cloth 30, and the coefficient of friction with respect to the occupant head H is the occupant head H of the base cloth constituting the rear wall 26 </ b> R of the passenger airbag 26. Is smaller than the coefficient of friction. The size of the coefficient of friction with respect to the occupant's head H of the base fabric constituting the separate cloth 56 and the passenger seat airbag 26 is the magnitude of the coefficient of friction between each cloth and the head of the collision dummy doll. Can be set (specific). For example, a WorldSID (World Side Impact Dummy) dummy doll can be used as the collision dummy doll.

この別布５６は、滑り布３０と同様の矩形状に形成されており、その周縁部が縫製部３０Ｓと同等の糸による縫製部５８にて助手席エアバッグ２６の後壁２６Ｒに接続されている。別布５６の上縁部は、例えば助手席エアバッグ２６の天壁２６Ｔに接続されても良い。   The separate cloth 56 is formed in the same rectangular shape as the sliding cloth 30, and the peripheral edge thereof is connected to the rear wall 26 </ b> R of the passenger airbag 26 at the sewing portion 58 using the same thread as the sewing portion 30 </ b> S. Yes. The upper edge portion of the separate cloth 56 may be connected to the top wall 26T of the passenger seat airbag 26, for example.

この別布５６及び縫製部５８は、乗員頭部Ｈが直接的に助手席エアバッグ２６の後壁に接触する構成と比較して、別布５６に接触した乗員頭部Ｈの後壁２６Ｒに対する車幅方向の相対変位を促進する構成とされている。したがって、別布５６及び縫製部５８を含んで、本発明の変位促進構造が構成されている。助手席エアバッグ装置５５の他の部分は、図示しない部分を含め、助手席エアバッグ装置１０の対応する部分と同様に構成されている。   The separate cloth 56 and the sewing portion 58 are provided on the rear wall 26R of the occupant head H that is in contact with the separate cloth 56, as compared with the configuration in which the occupant head H is in direct contact with the rear wall of the passenger airbag 26. It is configured to promote relative displacement in the vehicle width direction. Therefore, the displacement promoting structure of the present invention is configured including the separate cloth 56 and the sewing portion 58. Other portions of the passenger seat airbag device 55 are configured in the same manner as the corresponding portions of the passenger seat airbag device 10 including portions not shown.

［作用］
次に、第３の実施形態の作用における第１の実施形態の作用とは異なる部分を主に説明する。 [Action]
Next, portions of the operation of the third embodiment that are different from the operation of the first embodiment will be mainly described.

助手席エアバッグ装置５５では、微小ラップ衝突又は斜め衝突の際に、乗員頭部Ｈが別布５６に接触すると、該乗員頭部Ｈが別布５６に対し滑りつつ、助手席エアバッグ２６の後壁２６Ｒに対し車幅方向の衝突側に変位される。これにより、第１の実施形態と同様に、後壁２６Ｒと乗員頭部Ｈとの摩擦力Ｆｒが小さくなり、乗員頭部Ｈの回転が抑制される。また、助手席エアバッグ装置５５では、低摩擦材より成る別布５６によって助手席エアバッグ２６の後壁２６Ｒと乗員頭部Ｈとの摩擦力Ｆｒが低減される。このため、助手席エアバッグ２６の後壁２６Ｒを構成する基布の一部に部分的に低摩擦処理を施した比較例と比較して、エアバッグ２０の製造が簡単である。   In the passenger seat airbag device 55, when the occupant head H comes into contact with the separate cloth 56 in the case of a minute lap collision or oblique collision, the occupant head H slides with respect to the separate cloth 56 and the passenger seat airbag 26 The rear wall 26R is displaced toward the collision side in the vehicle width direction. As a result, like the first embodiment, the frictional force Fr between the rear wall 26R and the occupant head H is reduced, and the rotation of the occupant head H is suppressed. Further, in the passenger seat airbag device 55, the frictional force Fr between the rear wall 26R of the passenger seat airbag 26 and the occupant head H is reduced by the separate cloth 56 made of a low friction material. For this reason, the airbag 20 is easier to manufacture than the comparative example in which a part of the base fabric constituting the rear wall 26R of the passenger airbag 26 is partially subjected to low friction treatment.

＜第４の実施形態＞
本発明の第４の実施形態に係る助手席エアバッグ装置６０について、図１４に基づいて説明する。この図１４に示されるように、助手席エアバッグ装置６０は、別布としての滑り布３０、４２、又は別布５６を備えない点で、第１、第２の実施形態とは異なる。 <Fourth Embodiment>
A passenger seat airbag device 60 according to a fourth embodiment of the present invention will be described with reference to FIG. As shown in FIG. 14, the passenger seat airbag device 60 is different from the first and second embodiments in that it does not include the sliding cloths 30 and 42 or the separate cloths 56 as separate cloths.

助手席エアバッグ装置６０を構成するエアバッグ６２は、助手席エアバッグ２６の後壁２６Ｒと、センタエアバッグ２８の内側壁２８Ｓとで、乗員頭部Ｈに対する摩擦係数が異なっている。具体的には、助手席エアバッグ２６の後壁２６Ｒは、摩擦差設定構造によって、内側壁２８Ｓよりも乗員頭部Ｈに対する摩擦係数が小さい構成とされている。   The airbag 62 constituting the passenger seat airbag device 60 has a different coefficient of friction with respect to the passenger's head H between the rear wall 26R of the passenger seat airbag 26 and the inner wall 28S of the center airbag 28. Specifically, the rear wall 26R of the passenger seat airbag 26 is configured to have a smaller friction coefficient with respect to the occupant head H than the inner wall 28S due to the friction difference setting structure.

この実施形態では、助手席エアバッグ２６の後壁２６Ｒを構成する基布６４がシリコンコートを施さないノンコート布とされ、内側壁２８Ｓを構成する基布６６としてシリコンコートを施したコート布とされている。これにより、上記の通り後壁２６Ｒと内側壁２８Ｓとに摩擦係数の差が設定される。すなわち、この実施形態では、摩擦差設定構造は、センタエアバッグ２８の内側壁２８Ｓを構成する基布６６よりも、乗員頭部Ｈに対する摩擦係数の小さい基布６４を、助手席エアバッグ２６の後壁２６Ｒに用いることで構成されている。   In this embodiment, the base cloth 64 constituting the rear wall 26R of the passenger airbag 26 is a non-coated cloth without a silicon coat, and the base cloth 66 constituting the inner wall 28S is a coated cloth with a silicon coat. ing. Thereby, as described above, a difference in friction coefficient is set between the rear wall 26R and the inner wall 28S. That is, in this embodiment, the friction difference setting structure is such that the base fabric 64 having a smaller coefficient of friction with respect to the passenger head H than the base fabric 66 constituting the inner wall 28S of the center airbag 28 is used. It is comprised by using for the rear wall 26R.

なお、各基布６４、６６の乗員頭部Ｈに対する摩擦係数の大小は、各基布６４、６６と上記した衝突ダミー人形の頭部（を構成する材料）との摩擦係数の大小として設定（特定）することができる。助手席エアバッグ装置６０の他の部分は、図示しない部分を含め、助手席エアバッグ装置１０の対応する部分と同様に構成されている。   In addition, the magnitude of the friction coefficient with respect to the occupant head H of each base cloth 64, 66 is set as the magnitude of the friction coefficient between each base cloth 64, 66 and the head of the collision dummy doll described above (the material constituting the head). Specific). Other portions of the passenger seat airbag device 60 are configured in the same manner as the corresponding portions of the passenger seat airbag device 10 including portions not shown.

［作用］
次に、第４の実施形態の作用における第１の実施形態の作用とは異なる部分を主に説明する。 [Action]
Next, portions of the operation of the fourth embodiment that are different from the operation of the first embodiment will be mainly described.

第１の実施形態の説明において述べた通り、乗員頭部Ｈの回転を抑制するためには、乗員頭部Ｈに作用するモーメントＭ１、Ｍ２の差すなわち摩擦力Ｆｒと摩擦力Ｆｓとの差を小さくすればよい。   As described in the description of the first embodiment, in order to suppress the rotation of the occupant head H, the difference between the moments M1 and M2 acting on the occupant head H, that is, the difference between the friction force Fr and the friction force Fs is determined. Just make it smaller.

ここで、助手席エアバッグ装置６０では、助手席エアバッグ２６の後壁２６Ｒの乗員頭部Ｈに対する摩擦係数が、センタエアバッグ２８における内側壁２８Ｓの乗員頭部Ｈに対する摩擦係数が小さい。このため、助手席エアバッグ装置６０では、例えば助手席エアバッグ２６の後壁２６Ｒの乗員頭部Ｈに対する摩擦係数が内側壁２８Ｓの乗員頭部Ｈに対する摩擦係数と同等である構成と比較して、摩擦力Ｆｒと摩擦力Ｆｓとの差が小さくなる。   Here, in the passenger seat airbag device 60, the friction coefficient of the rear wall 26R of the passenger seat airbag 26 with respect to the occupant head H is small, and the friction coefficient of the inner wall 28S of the center airbag 28 with respect to the occupant head H is small. For this reason, in the passenger seat airbag device 60, for example, the friction coefficient of the rear wall 26R of the passenger seat airbag 26 with respect to the passenger head H is equivalent to the friction coefficient of the inner wall 28S with respect to the passenger head H. The difference between the frictional force Fr and the frictional force Fs becomes small.

これにより、第４の実施形態に係る助手席エアバッグ装置６０によっても、運転席の側への斜め衝突又は微小ラップ衝突に対し助手席である車両用シート１２の乗員Ｐを拘束する際に、該乗員頭部Ｈの回転を抑制することができる。   Thereby, also when restraining the passenger | crew P of the vehicle seat 12 which is a passenger seat with respect to the diagonal collision or micro lap collision to the driver's seat side also by the passenger airbag apparatus 60 which concerns on 4th Embodiment, The rotation of the occupant head H can be suppressed.

（第１変形例）
上記した第４の実施形態では、助手席エアバッグ２６の後壁２６Ｒを構成する基布６４と内側壁２８Ｓを構成する基布６６とで、乗員頭部Ｈに対する摩擦係数を異ならせることで摩擦差設定構造が構成された例を示したが、本発明はこれに限定されない。例えば、助手席エアバッグ２６の後壁２６Ｒ及び内側壁２８Ｓの少なくとも一方に接続した別布によって、摩擦差設定構造が構成されても良い。 (First modification)
In the fourth embodiment described above, the base cloth 64 constituting the rear wall 26R of the passenger seat airbag 26 and the base cloth 66 constituting the inner wall 28S have different friction coefficients with respect to the occupant head H, thereby causing friction. Although an example in which the difference setting structure is configured is shown, the present invention is not limited to this. For example, the frictional difference setting structure may be configured by a separate cloth connected to at least one of the rear wall 26R and the inner side wall 28S of the passenger seat airbag 26.

このような構成の第１例として、例えば、助手席エアバッグ２６の後壁２６Ｒを構成する基布及び内側壁２８Ｓを構成する基布としてノンコート布を用い、内側壁２８Ｓにノンコート布よりも乗員頭部Ｈに対する摩擦係数の高い別布を接続する構成を採り得る。また第２例として、例えば、助手席エアバッグ２６の後壁２６Ｒを構成する基布及び内側壁２８Ｓを構成する基布としてコート布を用い、該後壁２６Ｒにコート布よりも乗員頭部Ｈに対する摩擦係数の低い別布を接続する構成を採り得る。さらに第３例として、例えば、相対的に乗員頭部Ｈに対する摩擦係数の低い別布を助手席エアバッグ２６の後壁２６Ｒに接続すると共に、相対的に乗員頭部Ｈに対する摩擦係数の高い別布を内側壁２８Ｓに接続する構成を採り得る。   As a first example of such a configuration, for example, a non-coated cloth is used as a base cloth constituting the rear wall 26R of the passenger airbag 26 and an inner side wall 28S, and the inner side wall 28S is more occupant than a non-coated cloth. The structure which connects the separate cloth with a high friction coefficient with respect to the head H can be taken. As a second example, for example, a coat cloth is used as a base cloth constituting the rear wall 26R of the passenger airbag 26 and an inner wall 28S, and the occupant's head H is formed on the rear wall 26R rather than the coat cloth. The structure which connects the separate cloth with a low friction coefficient with respect to can be taken. Further, as a third example, for example, another cloth having a relatively low friction coefficient with respect to the occupant head H is connected to the rear wall 26R of the passenger seat airbag 26, and The structure which connects cloth to the inner side wall 28S can be taken.

なお、上記のような別布は、基本的に周縁部（矩形状であれば４辺）をすべて縫製にて助手席エアバッグ２６の後壁２６Ｒ、センタエアバッグ２８の内側壁２８Ｓに接続されることが望ましい。このような構成では、後壁２６Ｒを構成する基布及び内側壁２８Ｓを構成する基布の乗員頭部Ｈに対する摩擦係数を同等とすることが可能である。すなわち、別布を設けることで、助手席エアバッグ２６、センタエアバッグ２８の各部の基布の種類（素材）や処理等に依存することなく、上記機能を果たす摩擦差設定構造が構成される。また、後壁２６Ｒにおける乗員頭部Ｈが接触する範囲（上部）だけを内側壁２８Ｓよりも乗員頭部Ｈに対し低い摩擦係数とすることができる。   The separate fabric as described above is basically connected to the rear wall 26R of the passenger airbag 26 and the inner wall 28S of the center airbag 28 by sewing all the peripheral portions (four sides if rectangular). It is desirable. In such a configuration, the coefficient of friction with respect to the occupant head H of the base fabric constituting the rear wall 26R and the base fabric constituting the inner wall 28S can be made equal. That is, by providing a separate fabric, a frictional difference setting structure that achieves the above functions is configured without depending on the type (material) or processing of the base fabric of each part of the passenger airbag 26 and the center airbag 28. . Further, only the range (upper part) of the rear wall 26R where the occupant head H comes into contact can be set to have a lower coefficient of friction with respect to the occupant head H than the inner wall 28S.

（第２変形例）
上記した第４の実施形態及びその第１変形例では、基布又は別布の乗員頭部Ｈに対する摩擦係数を部位毎に異ならせることで摩擦差設定構造が構成された例を示したが、本発明はこれに限定されない。例えば、助手席エアバッグ２６の後壁２６Ｒの上部から内側壁２８Ｓにかけての部分にサメ肌特性を有する別布を接続した構成としても良い。 (Second modification)
In the above-described fourth embodiment and the first modification thereof, the example in which the frictional difference setting structure is configured by changing the friction coefficient with respect to the occupant head H of the base fabric or the separate fabric for each part is shown. The present invention is not limited to this. For example, another fabric having shark skin characteristics may be connected to a portion from the upper portion of the rear wall 26R of the passenger airbag 26 to the inner wall 28S.

ここで、サメ肌特性を有する別布とは、乗員頭部Ｈの一方側から他方側への移動（摺動）に伴う摩擦係数が、乗員頭部Ｈの他方側から一方側への移動に伴う摩擦係数よりも小さい特性を有する布材とされる。この別布を、一方側が助手席エアバッグ２６の後壁２６Ｒ側で他方側がセンタエアバッグの内側壁２８Ｓ側となるように、後壁２６Ｒから内側壁２８Ｓにかけての範囲に接続すれば良い。なお、このような特性を有する別布として、例えば、表面に設けた起毛や凹凸の配向等により摺動方向によって摩擦係数が異なる布材を用いることができる。また、このようなサメ肌特性を有する別布に代えて、エアバッグ６２における少なくとも助手席エアバッグ２６の後壁２６Ｒの上部から内側壁２８Ｓにかけての部分を、サメ肌特性を有する基布にて構成しても良い。このように、本変形例は、簡単な構造で摩擦差設定構造を構成することができる。   Here, the separate cloth having shark skin characteristics means that the coefficient of friction accompanying the movement (sliding) of the occupant head H from one side to the other side is the movement of the occupant head H from the other side to the one side. The cloth material has characteristics smaller than the accompanying friction coefficient. This separate fabric may be connected to a range from the rear wall 26R to the inner wall 28S so that one side is the rear wall 26R side of the passenger airbag 26 and the other side is the inner wall 28S side of the center airbag. In addition, as another cloth which has such a characteristic, the cloth material from which a friction coefficient changes with sliding directions by the raising | fluff provided on the surface, the orientation of an unevenness, etc. can be used, for example. Further, instead of a separate cloth having such shark skin characteristics, at least a portion of the airbag 62 extending from the upper portion of the rear wall 26R of the passenger airbag 26 to the inner side wall 28S is replaced with a base cloth having shark skin characteristics. It may be configured. Thus, this modification can constitute a friction difference setting structure with a simple structure.

このように、本発明の摩擦差設定構造は、乗員頭部Ｈの移動方向によらず摩擦差が設定される構成には限られない。本変形例のように、摩擦差を生じさせる部位（後壁２６Ｒ、内側壁２８Ｓ）毎の、運転席側への微小ラップ衝突又は斜め衝突時の乗員頭部Ｈの移動方向を考慮して決められても良い。   Thus, the friction difference setting structure of the present invention is not limited to the configuration in which the friction difference is set regardless of the moving direction of the occupant head H. As in this modified example, it is determined in consideration of the moving direction of the occupant's head H at the time of a minute lap collision or an oblique collision to the driver's seat side for each part (rear wall 26R, inner wall 28S) that causes a frictional difference. May be.

以上説明した第２変形例に係る構成は、サメ肌特性を有する別布又は基布が摩擦差設定構造を構成する点で、第４の実施形態の変形例として説明したが、機能的には第２の実施形態の変形例として捉えることも可能である。すなわち、頭部拘束壁４４Ｈに接触した乗員頭部Ｈの内側壁２８Ｓ側から後壁２６Ｒ側への移動を制限し、該乗員頭部Ｈの内側壁２８Ｓ側から後壁２６Ｒ側への移動を許容する構成と捉えることも可能である。したがって、サメ肌特性の別布又は基布は、エアバッグ４４の頭部拘束壁４４Ｈに設けることが好ましい。   The configuration according to the second modification described above has been described as a modification of the fourth embodiment in that another fabric or base fabric having a shark skin characteristic constitutes the frictional difference setting structure, but functionally It can also be understood as a modification of the second embodiment. That is, the movement of the occupant head H in contact with the head restraint wall 44H from the inner wall 28S side to the rear wall 26R side is restricted, and the movement of the occupant head H from the inner wall 28S side to the rear wall 26R side is restricted. It can also be regarded as an acceptable configuration. Therefore, it is preferable to provide another fabric or base fabric having shark skin characteristics on the head restraint wall 44 </ b> H of the airbag 44.

＜その他の変形例＞
なお、上記した第２の実施形態では、助手席エアバッグ２６の後壁２６Ｒとセンタエアバッグ２８の内側壁２８Ｓとが頭部拘束壁４４Ｈを形成する例を示したが、本発明はこれに限定されない。例えば、第１の実施形態に係るエアバッグ２０に第２の実施形態に係る滑り布４２を適用しても良い。また逆に、第２の実施形態に係るエアバッグ４４に第１の実施形態に係る滑り布３０等を適用しても良く、さらに例えば、第２の実施形態に係るエアバッグ４４に第４の実施形態又は各変形例に係る各種の摩擦差設定構造を適用しても良い。 <Other variations>
In the above-described second embodiment, the example in which the rear wall 26R of the passenger airbag 26 and the inner wall 28S of the center airbag 28 form the head restraint wall 44H has been described. It is not limited. For example, the sliding cloth 42 according to the second embodiment may be applied to the airbag 20 according to the first embodiment. Conversely, the sliding cloth 30 or the like according to the first embodiment may be applied to the airbag 44 according to the second embodiment. Further, for example, the fourth airbag may be applied to the airbag 44 according to the second embodiment. You may apply the various friction difference setting structure which concerns on embodiment or each modification.

さらに、上記した実施形態では、接続構造３１、３５、３７、４６、４８、５０が主に縫製部３０Ｓ、４６Ｓ、４８Ｓ、５０Ｓ、及びティアシーム３８、４６Ｔにより構成された例を示したが、本発明はこれに限定されない。例えば、接続構造３１等の一部として、接着や、助手席エアバッグ２６やセンタエアバッグ２８の基布との一体化等を採用しても良い。すなわち、本発明の別布は、助手席エアバッグ２６やセンタエアバッグ２８の膨張展開部（袋部）を構成する部分とは別の部分であれば足り、基布と一体に形成されても良く、基布とは別の布材とされても良い。   Further, in the above-described embodiment, an example in which the connection structures 31, 35, 37, 46, 48, and 50 are mainly configured by the sewing portions 30S, 46S, 48S, and 50S and the tear seams 38 and 46T is shown. The invention is not limited to this. For example, as a part of the connection structure 31 or the like, adhesion, integration with the base fabric of the passenger airbag 26 or the center airbag 28, or the like may be employed. That is, the separate fabric of the present invention may be a portion different from the portion constituting the inflated and deployed portion (bag portion) of the passenger airbag 26 and the center airbag 28, and may be formed integrally with the base fabric. The cloth material may be different from the base cloth.

さらに、上記した実施形態では、助手席エアバッグ２６及びセンタエアバッグ２８がエアバッグ２０、４４、５２として一体の袋状に形成されている例を示したが、本発明はこれに限定されない。例えば、助手席エアバッグ２６とセンタエアバッグ２８とを別体の袋状に形成して、両者を縫製等によって一体化してもよい。この場合には、助手席エアバッグ２６とセンタエアバッグ２８とが、少なくとも前端側において連通する構成にされる。   Furthermore, although the passenger seat airbag 26 and the center airbag 28 are formed as an integral bag shape as the airbags 20, 44, 52 in the above-described embodiment, the present invention is not limited to this. For example, the passenger's seat airbag 26 and the center airbag 28 may be formed as separate bags and integrated by sewing or the like. In this case, the passenger airbag 26 and the center airbag 28 are configured to communicate with each other at least on the front end side.

またさらに、上記した実施形態では、２つのインフレータ２２が略同時に作動される例を示したが、本発明はこれに限定されない。例えば、単一のインフレータを備えた構成としても良く、エアバッグＥＣＵ３２が複数のインフレータを所定の時間差で作動させる構成としても良い。   Furthermore, in the above-described embodiment, the example in which the two inflators 22 are operated substantially simultaneously is shown, but the present invention is not limited to this. For example, it is good also as a structure provided with the single inflator, and it is good also as a structure which airbag ECU32 operates a several inflator by predetermined time difference.

その他、本発明は、その要旨を逸脱しない範囲で各種変形して実施可能であることは言うまでもない。   In addition, it goes without saying that the present invention can be variously modified and implemented without departing from the scope of the invention.

１０ 助手席エアバッグ装置
１２ 車両用シート（助手席）
２６ 助手席エアバッグ
２６Ｒ 後壁
２８ センタエアバッグ
２８Ｓ 内側壁（側壁）
３０ 滑り布（別布、変位促進構造）
３１・３５・３７ 接続構造（変位促進構造）
３６ 助手席エアバッグ
３６ＲＲ、３６ＬＲ 後壁
４０・５５・６０ 助手席エアバッグ装置
４２ 滑り布（別布）
４４Ｈ 頭部拘束壁
４６・４８・５０ 接続構造（変位促進構造）
４６Ｓ 縫製部（制限構造）
５６ 別布（変位促進構造）
５８ 縫製部（変位促進構造）
６４ 基布（乗員頭部に対する摩擦係数の小さい基布、摩擦差設定構造）
６６ 基布（センタエアバッグの側壁を構成する基布、摩擦差設定構造）
Ｈ 乗員頭部 10 Passenger seat airbag device 12 Vehicle seat (passenger seat)
26 Front passenger airbag 26R Rear wall 28 Center airbag 28S Inner side wall (side wall)
30 Sliding cloth (separate cloth, displacement promotion structure)
31, 35, 37 Connection structure (displacement promoting structure)
36 Passenger seat airbag 36RR, 36LR Rear wall 40/55/60 Passenger seat airbag device 42 Sliding cloth (separate cloth)
44H Head restraint wall 46/48/50 Connection structure (displacement promoting structure)
46S Sewing part (restricted structure)
56 Separate fabric (displacement promoting structure)
58 Sewing part (displacement promoting structure)
64 base fabric (base fabric with a small coefficient of friction against the passenger's head, friction difference setting structure)
66 Base fabric (base fabric constituting the side wall of the center airbag, friction difference setting structure)
H Crew head

Claims (11)

ガス供給を受けて、車両前後方向の後端側を成す後壁が助手席の側を向くように該助手席の車両前方で膨張展開される助手席エアバッグと、
前記助手席エアバッグと一体に形成され、ガス供給を受けて前記助手席エアバッグに対する車幅方向中央側で膨張展開され、膨張展開状態で前記後壁の車両上下方向の上部に対する後方に位置する側壁が車幅方向で前記助手席の側を向くセンタエアバッグと、
前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で前記後壁の少なくとも前記上部における前記側壁の側の部分を覆って展開される別布を含み、前記別布に接触した乗員頭部の前記後壁に対する車幅方向の相対変位を促進する変位促進構造と、
を備えた助手席エアバッグ装置。 A passenger seat airbag that is inflated and deployed in front of the passenger seat so that the rear wall that forms the rear end side of the vehicle longitudinal direction faces the passenger seat side when receiving gas supply;
It is formed integrally with the passenger seat airbag, is inflated and deployed on the center side in the vehicle width direction with respect to the passenger seat airbag upon receiving gas supply, and is located behind the upper portion of the rear wall in the vehicle vertical direction in the inflated and deployed state. A center airbag whose side wall faces the passenger seat in the vehicle width direction;
The occupant's head in contact with the separate fabric includes a separate fabric that is deployed to cover at least a portion of the rear wall on the side wall side in an inflated and deployed state of the passenger airbag and the center airbag. A displacement promoting structure that promotes relative displacement in the vehicle width direction with respect to the rear wall;
Passenger seat airbag device. 前記変位促進構造は、
前記別布と、
前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で、前記別布が前記後壁に対し車幅方向の少なくとも前記側壁の側へ移動可能な態様で展開されるように、該別布を少なくとも前記助手席エアバッグに接続する接続構造と、
を含んで構成されている請求項１記載の助手席エアバッグ装置。 The displacement promoting structure is
The separate cloth;
In a state where the passenger airbag and the center airbag are inflated and deployed, at least the separate fabric is deployed in such a manner that the separate fabric can be deployed with respect to the rear wall at least toward the side wall in the vehicle width direction. A connection structure for connecting to the passenger airbag;
The passenger seat airbag device according to claim 1, comprising: 前記別布は、低摩擦材にて構成されるか、又は膨張展開状態の前記助手席エアバッグの前記後壁との間に低摩擦剤が塗布されている請求項２記載の助手席エアバッグ装置。   The passenger seat airbag according to claim 2, wherein the separate fabric is made of a low friction material, or a low friction agent is applied between the rear wall of the passenger seat airbag in an inflated and deployed state. apparatus. 前記接続構造は、
前記別布における少なくとも車幅方向における前記側壁の側と反対側の部分を前記助手席エアバッグに対し非接続とするか、
前記別布を、該別布が受ける車幅方向の荷重により破断される低強度の糸により縫製するか、
又は、前記別布から車両上下方向の両側に延出され、前記別布が受ける車幅方向の荷重により変形又は破断する延出部を介して前記助手席エアバッグに接続することで、
展開状態の前記別布を前記後壁に対し車幅方向の前記側壁の側へ移動可能としている請求項２又は請求項３記載の助手席エアバッグ装置。 The connection structure is
The portion on the opposite side of the side wall side in the vehicle width direction in the separate cloth is not connected to the passenger seat airbag,
The separate cloth is sewn with a low-strength thread that is broken by a load in the vehicle width direction that the separate cloth receives.
Alternatively, by connecting to the passenger airbag through an extended portion that extends from the separate fabric to both sides in the vehicle vertical direction and is deformed or broken by a load in the vehicle width direction received by the separate fabric.
The passenger seat airbag device according to claim 2 or 3, wherein the separate cloth in the deployed state is movable toward the side wall in the vehicle width direction with respect to the rear wall. 前記別布は、前記後壁から前記側壁にかけての範囲に沿って展開される構成であり、
前記接続構造は、前記別布の前記助手席エアバッグの側からセンタエアバッグの側への前記後壁に対する移動を許容する構成であり、かつ、前記別布の前記センタエアバッグの側から助手席エアバッグの側への前記側壁に沿った移動を制限する制限構造を有する請求項２〜請求項４の何れか１項記載の助手席エアバッグ装置。 The separate cloth is configured to be developed along a range from the rear wall to the side wall,
The connection structure is configured to allow movement of the separate cloth relative to the rear wall from the passenger airbag side to the center airbag side, and from the center airbag side of the separate cloth to the assistant. The front passenger seat airbag apparatus according to any one of claims 2 to 4, further comprising a restricting structure that restricts movement along the side wall toward the seat airbag. 膨張展開状態の前記センタエアバッグの前記側壁と、膨張展開状態の前記助手席エアバッグの前記後壁とで、後方及び車幅方向外側を共に向く頭部拘束壁が形成され、
前記別布は、前記頭部拘束壁に沿って展開される構成である請求項５記載の助手席エアバッグ装置。 A head restraint wall facing both rearward and vehicle width direction outside is formed by the side wall of the center airbag in the inflated and deployed state and the rear wall of the passenger seat airbag in the inflated and deployed state,
The passenger seat airbag apparatus according to claim 5, wherein the separate cloth is configured to be deployed along the head restraint wall. 前記変位促進構造は、前記助手席エアバッグの後壁を構成する基布よりも乗員頭部に対する摩擦係数の小さい前記別布が前記後壁に固定されて構成されている請求項１記載の助手席エアバッグ装置。   2. The assistant according to claim 1, wherein the displacement promoting structure is configured such that the separate cloth having a smaller coefficient of friction with respect to a passenger's head than the base cloth constituting the rear wall of the passenger seat airbag is fixed to the rear wall. Seat airbag device. ガス供給を受けて、車両前後方向の後端側を成す後壁が助手席の側を向くように該助手席の車両前方で膨張展開される助手席エアバッグと、
前記助手席エアバッグと一体に形成され、ガス供給を受けて前記助手席エアバッグに対する車幅方向中央側で膨張展開され、膨張展開状態で前記後壁の車両上下方向の上部に対する後方に位置する側壁が車幅方向で前記助手席の側を向くセンタエアバッグと、
前記後壁の少なくとも前記上部における前記側壁の側の部分の乗員頭部に対する摩擦係数を、前記側壁の乗員頭部に対する摩擦係数よりも小とする摩擦差設定構造と、
を備えた助手席エアバッグ装置。 A passenger seat airbag that is inflated and deployed in front of the passenger seat so that the rear wall that forms the rear end side of the vehicle longitudinal direction faces the passenger seat side when receiving gas supply;
It is formed integrally with the passenger seat airbag, is inflated and deployed on the center side in the vehicle width direction with respect to the passenger seat airbag upon receiving gas supply, and is located behind the upper portion of the rear wall in the vehicle vertical direction in the inflated and deployed state. A center airbag whose side wall faces the passenger seat in the vehicle width direction;
Friction difference setting structure that makes the friction coefficient with respect to the occupant head of the portion on the side wall side at least at the upper part of the rear wall smaller than the friction coefficient with respect to the occupant head of the side wall
Passenger seat airbag device. 前記摩擦差設定構造は、前記センタエアバッグの前記側壁を構成する基布よりも、前記乗員頭部に対する摩擦係数の小さい基布を、前記後壁の少なくとも前記上部における前記側壁の側の部分に用いて構成されている請求項８記載の助手席エアバッグ装置。   In the friction difference setting structure, a base cloth having a smaller coefficient of friction with respect to the occupant's head than a base cloth constituting the side wall of the center airbag is provided at a portion on the side of the side wall at least in the upper part of the rear wall. The passenger seat airbag device according to claim 8, wherein the passenger seat airbag device is configured to be used. 前記摩擦差設定構造は、前記後壁を構成する基布とは別の布材より成り、前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で前記後壁の少なくとも前記上部における前記側壁の側の部分及び前記側壁の少なくとも一方に沿って展開される別布を設けて構成されている請求項８記載の助手席エアバッグ装置。   The frictional difference setting structure is made of a cloth material different from the base fabric constituting the rear wall, and the side wall side at least at the upper part of the rear wall in the inflated and deployed state of the passenger seat airbag and the center airbag. The passenger seat airbag apparatus according to claim 8, further comprising a separate cloth that is deployed along at least one of the portion and the side wall. 前記摩擦差設定構造は、前記乗員頭部の一方側から他方側への移動時の摩擦係数が、前記乗員頭部の他方側から一方側への移動時の摩擦係数よりも小である特性を有する布材が、前記助手席エアバッグ及びセンタエアバッグの膨張展開状態で、前記後壁の側を前記一方側として該後壁から前記側壁にかけての範囲に沿って展開されるように設けられて構成されている請求項８記載の助手席エアバッグ装置。   The friction difference setting structure has a characteristic that a friction coefficient when the occupant head moves from one side to the other side is smaller than a friction coefficient when the occupant head moves from the other side to the one side. The cloth material is provided so as to be deployed along the range from the rear wall to the side wall with the rear wall side as the one side in the inflated and deployed state of the passenger airbag and the center airbag. The passenger seat airbag device according to claim 8, which is configured.
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