JPH03276844A - Energy absorbing structure for body side - Google Patents
Energy absorbing structure for body sideInfo
- Publication number
- JPH03276844A JPH03276844A JP2077488A JP7748890A JPH03276844A JP H03276844 A JPH03276844 A JP H03276844A JP 2077488 A JP2077488 A JP 2077488A JP 7748890 A JP7748890 A JP 7748890A JP H03276844 A JPH03276844 A JP H03276844A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- collision
- airbag
- pillar
- occupant
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000010521 absorption reaction Methods 0.000 claims description 19
- 230000001681 protective effect Effects 0.000 abstract description 3
- 238000004826 seaming Methods 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 34
- 238000010586 diagram Methods 0.000 description 10
- 230000000694 effects Effects 0.000 description 10
- 238000005259 measurement Methods 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 238000007664 blowing Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 229940102016 monocal Drugs 0.000 description 2
- 230000000452 restraining effect Effects 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 1
- 208000024780 Urticaria Diseases 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 229910001873 dinitrogen Inorganic materials 0.000 description 1
- 230000036541 health Effects 0.000 description 1
- 239000007779 soft material Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
- B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
- B60R2021/21525—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member the lid being fixed on the bag, or forming part of the bag wall, or the bag itself being used as wall liner
Landscapes
- Passenger Equipment (AREA)
- Air Bags (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本願発明は、エアバッグを用いた車体側部のエネルギ吸
収構造に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to an energy absorption structure for a side portion of a vehicle body using an airbag.
（従来の技術）
近年、車両においては、その側面衝突時における乗員保
護の観点から、ドアのベルトライン部とかドアのアーム
レスト部分にエアバッグを設けて車両の側面衝突時には
このエアバッグを車室内に展開させて乗員を拘束し、乗
員がドア内面等に直接衝突するのを防止することが試み
られており（例えば、実開平１−１１７９５７号公報参
照）、多大の効果を挙げている。(Prior art) In recent years, in order to protect occupants in the event of a side collision, airbags have been installed in the belt line of the door or the armrest of the door, and these airbags are placed inside the vehicle in the event of a side collision. Attempts have been made to expand and restrain the occupant to prevent the occupant from directly colliding with the inner surface of the door, etc. (see, for example, Japanese Utility Model Publication No. 1-117957), and this has been very effective.
（発明が解決しようとする課題）
ところで、上掲公知例のようにドア部分にエアバッグを
配置することによって車両の側面衝突時における乗員保
護の向上が図れる訳であるか、本願発明者らは乗員保護
性能のより一層の向トを図るべく側面衝突時における乗
員の挙動を具に検討した結果、以下に述へる如く考えら
れる。(Problem to be Solved by the Invention) By the way, the inventors of the present invention have wondered whether it is possible to improve occupant protection in the event of a side collision of a vehicle by arranging an airbag in the door portion as in the above-mentioned known example. As a result of studying the behavior of occupants during side collisions in order to further improve occupant protection performance, we have come up with the following ideas.
即ち、例えば第１９図に示すように、車両１の運転席２
に乗員Ｍが着座している状態において運転席側の外方か
ら他の車両Ｘが衝突してきた場合における乗員Ｍの挙動
を考えると、他の車両Ｘか乗用車タイプの車両である場
合には一般にそのバンパーは車両ｌの乗員Ｍの腰部付近
の高さに位置するため、他の車両Ｘの衝突によって乗員
Ｍは先ずその腰部付近に横荷重Ｆ１を受ける。このため
、乗員Ｍは、慣性力によってその上体が一旦衝突側、即
ち、車両Ｉの左側ｍ ｌ ａ側に振られ、ここでこの左
側部１ａの内壁部材に衝突することになる。That is, for example, as shown in FIG. 19, the driver's seat 2 of the vehicle 1
Considering the behavior of occupant M in the case where another vehicle Since the bumper is located at a height near the waist of the occupant M of the vehicle 1, when a collision with another vehicle X occurs, the occupant M first receives a lateral load F1 near the waist. Therefore, the upper body of the occupant M is once swung toward the collision side, that is, toward the left m 1 a side of the vehicle I, due to inertia, and collides with the inner wall member of the left side portion 1a.
さらに、乗員Ｍは、このように−旦左側部ｌａ側へ振ら
れた後は、その反動によって今度は第２０図に示すよう
に、運転席２側から助手席３側に大きく投げ出されるが
、この場合、上述のように乗員Ｍに対する衝撃力は乗員
Ｍの腰部付近に入るため、ｆことえ乗員〜１は運転席２
に対して前方に向って着座していたとしても、乗員Ｍは
体全体か横にねし向けられ且つその要部を右側部ｌｂ側
に突き出した軟性でしから斜め上方に向って投げ出され
ることになる。この結果、乗員Ｍは、車両１の右側＋１
１ｂの上部からルーフサイドレールｌｄにかけての内壁
部分に衝突することが予想される。Furthermore, after being swung toward the left side la in this way, the reaction causes the occupant M to be thrown largely from the driver's seat 2 side to the passenger seat 3 side, as shown in Fig. 20. In this case, as mentioned above, the impact force on the occupant M enters the vicinity of the waist of the occupant M, so the occupant
Even if occupant M is seated facing forward, the entire body of the occupant M is turned sideways, and the main part of the occupant M is thrown diagonally upward from the flexible seat that protrudes toward the right side lb. become. As a result, occupant M is on the right side of vehicle 1 +1
It is expected that the vehicle will collide with the inner wall portion from the top of 1b to the roof side rail ld.
また、この場合、乗員Ｍはその腰部を前方に突き出した
状態で投げ出されるために、該腰部はこれより上側の肩
部あるいは頭部よりも早いタイミングで内壁部材に衝突
すると考えられる。Furthermore, in this case, since the occupant M is thrown with his or her lower back sticking out forward, it is thought that the lower back collides with the inner wall member at a earlier timing than the upper shoulders or head.
即ち、車両の側面衝突時には乗員が車室側部の比較的上
側部分に衝突する可能性のあること、及び乗員が車室内
壁部材に衝突するタイミングは衝突側と反衝突側との間
、及び車室の上下位置間ではそれぞれズレがあることが
知見されたものである。In other words, in the event of a side collision of a vehicle, there is a possibility that an occupant will collide with a relatively upper portion of the side of the vehicle interior, and the timing at which an occupant collides with a wall member of the vehicle interior varies between the collision side and the opposite side, and It was discovered that there is a misalignment between the upper and lower positions of the vehicle interior.
従って、車両の側面衝突時における乗員保護性能のより
一層の向上を図るためには、車室上部付近への曇日の衡
′２！及びその衡突のタイミング等の乗員の挙動を十分
に考慮した対策か必要であると言える。Therefore, in order to further improve occupant protection performance in the event of a vehicle side collision, it is necessary to move the area near the top of the vehicle cabin on cloudy days! It can be said that it is necessary to take measures that fully consider the behavior of the occupants, such as the timing of collisions, etc.
また一方、乗員保護性能という観点からすれば、エアバ
ッグの特性そのものし考慮する必要かある。On the other hand, from the perspective of occupant protection performance, it is necessary to consider the characteristics of the airbag itself.
即ち、エアバッグはインフレータから発生するガス（通
常は窒素ガス）によってこれを展開させる構造であるが
、該エアバッグの反発力か過大になると却って乗員に対
する拘束性能か低下するため、一般にエアバッグにはヘ
ントホールか設けられ、展開したエアバッグに乗員が当
接するとヘントホールからガスを適度に逃がしながら衝
撃荷重を吸収し、乗員拘束上最適な展開状態を確保する
ように構成されている。In other words, airbags have a structure in which they are inflated using gas (usually nitrogen gas) generated from an inflator. The airbag is equipped with a hent hole, and when an occupant comes into contact with the deployed airbag, the airbag absorbs the impact load while allowing a moderate amount of gas to escape through the hent hole, ensuring optimal deployment for occupant restraint.
しかし、このインフレータの発生ガス量は限りがあるた
め、エアバッグの最適な展開状態が得られる期間は自ず
と限定される。従って、この最適な展開状態が得られる
期間中に乗員の拘束作用が行えるようにその展開タイミ
ングを考慮することが肝要である。However, since the amount of gas generated by this inflator is limited, the period during which the optimal deployment state of the airbag can be obtained is naturally limited. Therefore, it is important to consider the deployment timing so that the occupant can be restrained during the period when this optimal deployment state is obtained.
そこで木ｍ発明は、このような乗員の挙動あるいはエア
バッグの構造等を勘案して、車両の側面衝突時における
乗員の保護性能のより一層の向上を図り得るような車体
側部のエネルギ吸収構造を提案せんとしてなされたもの
である。Therefore, the present invention took into consideration the behavior of the occupants and the structure of the airbag, and developed an energy absorption structure for the side of the vehicle body that can further improve the protection performance of the occupants in the event of a side collision of the vehicle. This was done as a suggestion.
（課題を解決するための手段）
本願発明ではかかる課題を解決するための具体的手段と
して、
（ｒ）請求項１記載の発明では、車両の側面衝突時に車
内側に展開して車室内の乗員を拘束するエアバッグを、
車室の上側側部に位置するルーフサイドレール部に配置
したことを特徴とし、（ＩＩ）請求項２記載の発明では
、車両の側面衝突時に車内側に展開して車室内の乗員を
拘束するエアバッグを、車室の上側側部に位置するルー
フサイドレール部と該ルーフサイドレールから下方に延
びるピラー部にそれぞれ配置するとともに、側面衝突時
には上記ルーフサイドレール部に配置されたエアバッグ
を上記ピラー部に配置されたエアバッグよりも所定時間
遅れて展開させるようにしたことを特徴とし、
（ＩＩＩ）請求項３記載の発明では、車両の側面衝突時
に車内側に展開して車室内の乗員を拘束するエアバッグ
を、車室の上側両側部に位置する左右一対のルーフサイ
ドレール部と該各ルーフサイドレールから下方に延びる
左右一対のピラー部とにそれぞれ配置するとともに、車
両の側面衝突時には、衝突側のピラー部に配置されたエ
アバッグと、反衝実測のルーフサイドレール部及びピラ
ー部にそれぞれ配置されたエアバッグをそれぞれ展開さ
せるようにしたことを特徴とし、
（■）請求項４記載の発明では、車両の側面衝突時に車
内側に展開して車室内の乗員を拘束するエアバッグを、
少なくとも車室の上側両側部に位置する左右一対のルー
フサイドレール部にそれぞれ配置するとともに、車両の
側面衝突時には反衝実測に位置するエアバッグを衝突側
に位置するエアバッグよりも所定時間遅れて展開させる
ようにしたことを特徴とし、
（Ｖ）請求項５記載の発明では、車両の側面衝突時に車
内側に展開して車室内の乗員を拘束するエアバッグを、
少なくとも車室の両側部の車体面後方向中間位置におい
て上下方向に延びる左右一対のピラー部にそれぞれ配置
するとともに、車両の側面衝突時には反衝実測に位置す
るエアパックを衝突側に位置するエアパックよりも所定
時間遅れて展開さけるようにしたことを特徴としている
。(Means for Solving the Problems) In the present invention, as a specific means for solving the problems, (r) In the invention described in claim 1, when a side collision of a vehicle occurs, the vehicle is deployed to the inside of the vehicle and the passenger inside the vehicle is airbag that restrains
The invention is characterized in that it is disposed on a roof side rail portion located on the upper side of the vehicle interior, and (II) in the invention according to claim 2, it is deployed to the inside of the vehicle and restrains an occupant in the vehicle interior in the event of a side collision of the vehicle. Airbags are placed on the roof side rails located on the upper side of the vehicle compartment and on the pillars extending downward from the roof side rails. In the event of a side collision, the airbags placed on the roof side rails are placed on the roof side rails. (III) In the invention set forth in claim 3, the airbag is deployed to the inside of the vehicle at the time of a side collision of the vehicle, and the airbag is deployed after a predetermined time delay than the airbag disposed in the pillar. Airbags are placed on a pair of left and right roof side rails located on both sides of the upper side of the vehicle interior, and on a pair of left and right pillars that extend downward from each roof side rail. (■) Claim 4, characterized in that the airbag disposed on the collision-side pillar part and the airbag disposed on the anti-impact roof side rail part and the pillar part are respectively deployed. The invention described above includes an airbag that deploys inside the vehicle to restrain occupants inside the vehicle during a side collision of the vehicle.
The airbags are placed at least on the pair of left and right roof side rails located on both sides of the upper side of the vehicle interior, and in the event of a side collision of the vehicle, the airbags located on the actual anti-impact side are placed a predetermined time later than the airbags located on the collision side. (V) In the invention according to claim 5, the airbag is configured to deploy to the inside of the vehicle and restrain an occupant inside the vehicle in the event of a side collision of the vehicle;
The air packs are arranged at least in a pair of left and right pillars extending vertically at intermediate positions in the rear direction of the vehicle body on both sides of the vehicle, and in the event of a side collision of the vehicle, the air packs are located in the anti-impact position and the air packs are located on the collision side. The feature is that the deployment is delayed by a predetermined period of time.
（作用）
このような構成であるから、
（１）請求項１記載の発明では、側面衝突時に車室の上
側側部において展開するエアバッグによって該上側側部
に向って投げ出される乗員は確実に拘束される、
（１１）請求項２記載の発明では、車室の上側側部の広
範囲において展開する二つのエアバッグによって乗員が
確実に拘束されるとともに、腰部を突き出した状態で投
げ出される乗員が真っ先に衝突するピラー部のエアバッ
グが該腰部よりも遅れて衝突するルーフサイドレール部
のエアバッグよりも先に展開するため、該各エアバッグ
はともに最適な展開状態下で乗員の拘束作用を行う、（
ｉｉｉ）請求項３記載の発明では、側面衝突の初期段階
においては浮き上がらずに比較的低い位置で衝突側に振
られる乗員か衝突側の低い位置に配置したピラー部のエ
アパックによって拘束され、また側面衝突の後期段階で
は反衝実測に浮き上がった状態で投げ出される乗員は衝
突側のピラー部及びルーフサイドレール部にそれぞれ設
けられたエアバッグによって拘束される、
（ｉｖ）請求項４記載の発明では、左右のルーフサイド
レール部にそれぞれ設けたエアバッグのうち、衝突側に
設けたエアバッグが反衝実測に設けたエアバッグよりも
早いタイミングで展開するため、乗員は側面衝突の初期
段階では衝突側のエアバッグによって、後期段階では反
衝実測のエアバッグによって、しかもともに最適な展開
状態の下で拘束される、
（ｖ）請求項５記載の発明では、左右のピラー部にそれ
ぞれ設けたエアバッグのうち、衝突側に設けたエアバッ
グが反衝実測に設けたエアバッグよりも早いタイミング
で展開するため、乗員は側面衝突の初期段階では衝突側
のエアバッグによって、後期段階では反衝突側のエアバ
ッグによって、しかもともに最適な展開状態の下で拘束
される、等の作用が得られるものである。(Function) With such a configuration, (1) In the invention as claimed in claim 1, the airbag deployed in the upper side part of the vehicle cabin at the time of a side collision will surely prevent the occupant who is thrown toward the upper side part. (11) In the invention set forth in claim 2, the occupant is reliably restrained by the two airbags that are deployed in a wide area on the upper side of the vehicle compartment, and the occupant who is thrown out with his or her waist sticking out can be restrained. Since the airbag in the pillar section, which is the first to collide, deploys before the airbag in the roof side rail section, which collides later than the waist region, each airbag is able to restrain the occupant under optimal deployment conditions. conduct,(
iii) In the invention set forth in claim 3, in the initial stage of a side collision, the occupant who is swung toward the collision side at a relatively low position without being lifted up is restrained by the air pack in the pillar section located at a low position on the collision side, and (iv) In the invention according to claim 4, in the later stage of a side collision, the occupant who is thrown out in a floating state due to the anti-impact measurement is restrained by airbags provided respectively in the pillar part and the roof side rail part on the collision side. Among the airbags installed on the left and right roof side rails, the airbag installed on the collision side deploys earlier than the airbag installed for the anti-impact measurement, so the occupants are not affected by the collision in the early stages of a side collision. (v) In the invention set forth in claim 5, the airbags provided in the left and right pillars are restrained by the side airbags, and by the anti-impact airbags in the later stages, both under optimal deployment conditions. Of the bags, the airbag installed on the collision side deploys at a faster timing than the airbag installed for anti-impact measurements, so the occupants are protected by the impact-side airbag in the early stages of a side collision, and by the anti-collision side airbag in the later stages. This provides effects such as being restrained by both airbags under optimal deployment conditions.
（発明の効果）
従って本願各発明の車体側部のエネルギ吸収構造によれ
ば、それぞれ次のような効果が得られることとなる。(Effects of the Invention) Therefore, according to the energy absorption structure of the vehicle body side portion of each invention of the present application, the following effects can be obtained.
■請求項１記載の発明では、側面衝突の後期段階におい
て反衝突側に上方へ浮き上がり状態で投げ出される乗員
を車室の上側側部に展開するエアバッグによって確実に
拘束することができ、乗員の挙動に対応した保護が可能
となり、その保護性能がより一層向上するという効果が
得られる。■In the invention as claimed in claim 1, it is possible to reliably restrain an occupant who is thrown upwardly toward the opposite side of the collision in the latter stage of a side collision by the airbag deployed in the upper side of the vehicle interior. Protection corresponding to behavior becomes possible, and the effect of further improving the protection performance is obtained.
■請求項２記載の発明では、各エアバッグが乗員の拘束
上最適な展開状態の下でしかも乗員の挙動に対応して作
動するため、乗員の拘束がより確実となりその保護性能
がより一層向上するという効果が得られる。■In the invention set forth in claim 2, each airbag operates under the optimal deployment state for restraining the occupant and in response to the occupant's behavior, so the occupant is more securely restrained and its protective performance is further improved. The effect of doing so can be obtained.
■請求項３記載の発明では、各エアバッグか乗員の挙動
に対応して展開し乗員を拘束するものであるところから
その保護性能の一層の向−Ｆが図れるという効果か得ら
れ、さらにこれに加えて、車室の両側にそれぞれ二つつ
つ配置された合計四つのエアバッグのうち、乗員拘束上
最も有用な三つのエアバッグのみを展開させるようにし
ているため、例えば、四つのエアバッグの全てが展開す
る場合に比して、インフレータからのカスの噴射音が低
減されるとともに、車室内へのガスの放出量が少なく乗
員に与えるガスの影響が可及的に低減される等の効果も
得られるものである。- In the invention as claimed in claim 3, since each airbag deploys in response to the occupant's behavior and restrains the occupant, it is possible to further improve the protective performance. In addition, out of a total of four airbags, two on each side of the passenger compartment, only the three most useful airbags for occupant restraint are deployed. Compared to the case where all of It is also effective.
■請求項４及び５記載の発明では、側面衝突の初期段階
及び後期段階のいずれの場合においても最適な展開状態
のエアバッグによって乗員か拘束されるため、乗員に対
する拘束がより確実となり、その保護性能のより一層の
向上か図れるという効果が得られるものである。■In the invention described in claims 4 and 5, the occupant is restrained by the optimally deployed airbag in both the initial and late stages of a side collision, so the occupant is more securely restrained and protected. This has the effect of further improving performance.
（実施例）
以下、添付図面を参照して本願各発明の好適な実施例を
説明する。(Embodiments) Hereinafter, preferred embodiments of each invention of the present application will be described with reference to the accompanying drawings.
第１実施例
第１図には、本願の請求項ｒ記載の発明の実施例にかか
る車体側部のエネルギ吸収構造を備えた車両１の助手席
３（第５図参照）側の上側側部か示されており、同図に
おいて符号１ｃはルーフ、１ｄは該ルーフ１ｃの側部を
車体前後方向に延びる閉断面状のルーフサイドレール（
第３図参照）、ｌｅは該ルーフサイドレールｌｄの前後
方向中間位置から下方に延びるピラー（いわゆるセンタ
ーピラー）であり、この実施例のものにおいては左右一
対の上記ピラー（ｅ、 Ｉ ｅに後述のピラー側エアバ
ッグモジュール４を、また左右一対のルーフサイドレー
ル１ ｄ、１ ｄに後述のルーフサイドレール側エアバ
ッグモジュール５をそれぞれ取り付けている（第５図及
び第６図参照）。First Embodiment FIG. 1 shows an upper side portion of a passenger seat 3 (see FIG. 5) side of a vehicle 1 equipped with a body side energy absorption structure according to an embodiment of the invention recited in claim r of the present application. In the figure, reference numeral 1c indicates a roof, and 1d indicates a closed-section roof side rail extending along the side of the roof 1c in the longitudinal direction of the vehicle body.
(See Fig. 3), le is a pillar (so-called center pillar) extending downward from an intermediate position in the longitudinal direction of the roof side rail ld, and in this embodiment, the pair of left and right pillars (e, I will be described later in e). A pillar-side airbag module 4 is attached to the pillar-side airbag module 4, and a roof-side rail-side airbag module 5, which will be described later, is attached to a pair of left and right roof side rails 1d and 1d, respectively (see FIGS. 5 and 6).
上記ピラー側エアバッグモジュール４は、第２図に示す
ように、ピラー１ｅのインナーパネルをの一部を凹状に
へこませて形成されたモジュール取付ブラケット１２に
対して車室側から取り付けられるものであって、上記モ
ジュール取付ブラケット１２に締着固定されるモジュー
ルケース１０の内部に、多数のガス噴出口６ ａ、 ６
ａ、・・を形成した円筒状のインフレータ６と、折り
畳まれた状態のエアバック８とを収容して構成されてし
）る３そして、この実施例のものにおいては、上記エア
バッグ８の一部を、上記ピラー１ｅの内側にノーミング
ウェルトＩ ５，１５．・・によって固定される比較的
軟質の素材からなるピラートリム１４で構成している。As shown in FIG. 2, the pillar-side airbag module 4 is mounted from the passenger compartment side to a module mounting bracket 12 formed by recessing a portion of the inner panel of the pillar 1e. Inside the module case 10, which is fastened and fixed to the module mounting bracket 12, there are a large number of gas outlets 6a, 6.
In this embodiment, a cylindrical inflator 6 having a shape of a, . part of the norming welt I5,15. on the inside of the pillar 1e. It consists of a pillar trim 14 made of a relatively soft material and fixed by...
従って、このピラー側エアバッグモノコール４は、通常
時（即ち、非側面衝突時）には、第２図に実線図示する
ように、ピラー１ｅ内に収容され且つピラートリム１４
によってその車室側から覆われた状態となっており、乗
員には同等違和感を与えることがない。Therefore, under normal conditions (i.e., in a non-side collision), the pillar-side airbag monocall 4 is accommodated within the pillar 1e and mounted on the pillar trim 14, as shown by the solid line in FIG.
The interior of the vehicle is covered from the inside, so the occupants do not feel any discomfort.
一方、車両Ｉか側面衝突しこれを車体側部に配置した衝
突センサ（図示省略）が検知し、これを受けてインフレ
ータ６が作動してその各ガス噴出口６ ａ、 ６ ａ、
・・からエアバッグ８の内部にガスが噴出されると、該
エアバッグ８はこのガス圧にょって展開されピラートリ
ム１４をその内側から押圧する。すると、該ピラートリ
ム１４を固定した上記各ノーミングウエルトＩ ５．１
５．・・が外れてピラートリム１４はピラー１０から離
脱し、上記エアバッグ８の展開を許容する。従って、エ
アバッグ８は最終的には第２図に鎖線図示（符号８′）
するようにピラートリム１４とともに車室側に大きく展
開し、乗員を拘束し得る状態とされるものである。On the other hand, a side collision occurs with the vehicle I, which is detected by a collision sensor (not shown) disposed on the side of the vehicle body, and in response to this, the inflator 6 is activated and its respective gas outlets 6 a, 6 a,
When gas is ejected into the inside of the airbag 8, the airbag 8 is expanded by the gas pressure and presses the pillar trim 14 from inside. Then, each of the above-mentioned norming welts I5.1 to which the pillar trim 14 was fixed
5. ... comes off, the pillar trim 14 separates from the pillar 10, and the airbag 8 is allowed to deploy. Therefore, the airbag 8 is finally shown by the chain line in FIG.
The pillar trim 14 and the pillar trim 14 can be extended toward the passenger compartment to restrain the occupant.
一方、上記ルーフサイドレール側エアバッグモジュール
５は、第３図及び第４図に示すように、ルーフサイドレ
ール１ｄのインナパネル側の一部を切り欠いて形成した
モジュール収容部１８内にモジュール取付ブラケット１
３を介して取り付けられるものであって、該モジュール
取付ブラケット１３に固定されるモジュールケース１１
にインフレータ７とエアバッグ９を取り付けて構成され
ている。そして、この実施例のものにおいては、上記ル
ーフサイドレールｌｄの車室側に取り付けられるレール
トリム１６のうち、上記ルーフサイドレール側エアバッ
グモジュール５に対応する部分をエアバッグリッド１６
ａとして利用するようにしている。即ち、レールトリム
１６のルーフサイドレール側エアバッグモジュール５に
対応する部分に該ルーフサイドレール側エアバッグモジ
ュール５の外形形状に沿うように外周切り欠き溝１９を
、またその中間位置には中間切り欠き溝２０をそれぞれ
内側から形成し、この外周切り欠き溝１９によって囲ま
れた部分をエアバッグリッドＩ６ａとしている。On the other hand, as shown in FIGS. 3 and 4, the roof side rail side airbag module 5 is mounted in a module accommodating portion 18 formed by cutting out a part of the inner panel side of the roof side rail 1d. Bracket 1
3, and is fixed to the module mounting bracket 13.
It is constructed by attaching an inflator 7 and an airbag 9 to the airbag. In this embodiment, a portion of the rail trim 16 attached to the vehicle interior side of the roof side rail ld, which corresponds to the roof side rail side airbag module 5, is attached to the airbag lid 16.
I am trying to use it as a. That is, an outer peripheral cutout groove 19 is formed in a portion of the rail trim 16 corresponding to the roof side rail side airbag module 5 so as to follow the outer shape of the roof siderail side airbag module 5, and an intermediate cutout is formed at an intermediate position. Notch grooves 20 are formed from the inside, and the portion surrounded by the outer peripheral notch grooves 19 is defined as an airbag lid I6a.
従って、通常時には第３図に示すように、ルーフサイド
レール側エアバッグモジュール５はレールトリム１６に
よって車室側への露出が防止されているため、乗員には
同等違和感を与えることがない。Therefore, as shown in FIG. 3, under normal conditions, the roof side rail side airbag module 5 is prevented from being exposed to the passenger compartment side by the rail trim 16, so that the occupant does not feel any discomfort.
一方、車両１の側面衝突時には、第４図に示すように、
インプレータフからの噴出ガスによってエアバッグ９が
展開される時、該エアバッグ９はその展開圧力で上記エ
アバッグリッド部１６ａをその内面側から押圧し、これ
を上記中間切り欠き溝２０部分から破断し上記外周切り
欠き溝１９部分を中心として上下方向に押し開く。従っ
て、エアバッグ９は、その展開が許容され、車室側に大
きく展開し、乗員を拘束可能な状態で待機することとな
る。On the other hand, when the vehicle 1 collides with the side, as shown in FIG.
When the airbag 9 is deployed by the gas ejected from the inflator, the airbag 9 presses the airbag lid part 16a from the inner surface side with its deployment pressure, and breaks it from the intermediate notch groove 20. Then, it is pushed open in the vertical direction centering on the outer peripheral notch groove 19 portion. Therefore, the airbag 9 is allowed to deploy, is largely deployed toward the vehicle interior, and stands by in a state in which it can restrain the occupant.
この実施例では、上述のようにピラー側エアバッグモジ
ュール４とルーフサイドレール側エアバッグモジュール
５を車両！の両側にそれぞれ配置しており、該車両ｌの
側面衝突時にこれら各エアバッグモジュール４．４．５
．５からエアバッグ８，８゜９９かそれぞれ車室側に展
開することによって乗員の保護が図られるものであるが
、その具体的な作動状態を第５図及び第６図を参照して
説明する。In this embodiment, as described above, the pillar side airbag module 4 and the roof side rail side airbag module 5 are installed in the vehicle! These airbag modules are placed on both sides of the vehicle in the event of a side collision.
．． The occupants are protected by deploying airbags 8 and 8°99 from No. .
この実施例のものにおいては、例えば、第５図に示すよ
うに、他の車両Ｘが車両ｌの左側部ｌａ側に衝突したよ
うな場合には、この衝突を衝突センサ（図示省略）が検
知すると、これを受けて車室の上側両側部にそれぞれ配
置された各ピラー側エアバッグモジュール４．４のエア
バッグ８．８と各ルーフサイドレール側エアバッグモジ
ュール５のエアバッグ９，９とか同時に展開するように
している。In this embodiment, for example, as shown in FIG. 5, when another vehicle X collides with the left side la of vehicle l, a collision sensor (not shown) detects this collision. Then, in response to this, the airbags 8.8 of each pillar-side airbag module 4.4 and the airbags 9, 9 of each roof side rail-side airbag module 5, which are arranged on both sides of the upper side of the vehicle interior, are simultaneously activated. I'm trying to expand it.
従って、側面衝突の初期段階において乗員Ｍが衝突側に
振られた場合には、第５図に示すように、左側部Ｉａ側
に配置した各エアバッグ８，９によって乗員Ｍはその肩
部及び頭部が拘束され、直接車室の内壁部材（例えば、
ピラー１ｅとかルーフサイドレールｌｄ部分に衝突する
のが防止される。Therefore, when the occupant M is swung toward the collision side in the initial stage of a side collision, as shown in FIG. The head is restrained, and the inner wall member of the vehicle interior (e.g.
Collision with pillar 1e or roof side rail ld is prevented.
また、側面衝突の後期においては、第６図に示すように
乗員Ｍは運転席２側から助手席３側に且つその腰部を突
き出した格好てしかも上方に浮き上がった状態に投げ出
されるが、この場合、乗員Ｍは反衝実測、即ち右側部１
ｂの上部において展開状態で待ち受けている各エアバッ
グ８．９によって確実に拘束され、直接ピラー１ｅある
いはルーフサイドレールｌｄに衝突するのか防止される
。In addition, in the later stages of a side collision, occupant M is thrown from the driver's seat 2 side to the passenger seat 3 side, with his waist sticking out and floating upward, as shown in Figure 6. , the occupant M is on the anti-impact measurement, that is, on the right side 1
The vehicle is securely restrained by the airbags 8.9 waiting in the deployed state at the upper part of the vehicle, and is prevented from directly colliding with the pillar 1e or the roof side rail ld.
このように、車室の上側両側部に配置した各エアバッグ
８，８，９．９によって乗員Ｍを拘束することによって
該乗員Ｍか受ける損傷を可及的に低減することができ、
それだけ側面衝突に対する乗員保護性能か向上するもの
である。In this way, by restraining the occupant M by the airbags 8, 8, 9.9 arranged on both sides of the upper side of the vehicle interior, damage to the occupant M can be reduced as much as possible.
This will improve occupant protection performance in side collisions.
尚、この実施例においては上述のように、左右の各エア
バッグ８．９を側面衝突時に同時に展開させるようにし
ているが、この他に例えば、本願の請求項４あるいは５
記載の発明を適用して、反衝突側（この実施例の場合に
は右側部ｌｂ側）の各エアバッグ８，９を衝突側（この
実施例では左側部１ ａ） （７） 各エアバッグ８．
９よりも所定時間遅らせて展開させ、衝突側と反衝突側
におけるエアバッグ８．９による乗員拘束タイミングの
ズレにかかわらず衝突側においても反衝突側においても
最適な展開状態にある各エアバッグ８．９によって乗員
Ｍを拘束するようにすることもでき、この場合には乗員
に対する保護性能がさらに向上することになる。In this embodiment, as described above, the left and right airbags 8.9 are simultaneously deployed in the event of a side collision.
By applying the described invention, each of the airbags 8 and 9 on the anti-collision side (in this example, the right side lb side) is replaced with the airbag on the collision side (in this example, the left side 1a) (7) Each airbag 8.
Each airbag 8 is deployed a predetermined time later than airbag 9, and is in an optimal deployment state on both the collision side and the non-collision side, regardless of the difference in the timing of occupant restraint by the airbag 8.9 on the collision side and anti-collision side. .9 may be used to restrain the occupant M, and in this case, the protection performance for the occupant will be further improved.
第２実施例
第２図には、上記第１実施例の変形例とも言うべき本願
の請求項Ｉ記載の発明の実施例にかかる車体側部のエネ
ルギ吸収構造を備えた車両１の要部か示されている。こ
の実施例のものは、ピラー１ｅとルーフサイドレール１
ｄの両方にそれぞれピラー側エアパックモジュール４と
ルーフサイドレール側エアパックモジュール５を配置し
たことは上記第１実施例の場合と同様であり、従って、
該第１実施例の場合と同様の作用効果か得られるもので
あるが、特にこの実施例のものにおいては、上記第１実
施例においては各エアパックモジュール４．５毎に設け
られていたエアパック８．９を、両エアパックモジュー
ル４，５に跨がる一つのエアバック８で構成したところ
か異なっている。Second Embodiment FIG. 2 shows the main parts of a vehicle 1 equipped with an energy absorption structure for the side of the vehicle body according to an embodiment of the invention as claimed in claim I of the present application, which can also be called a modification of the first embodiment. It is shown. This example has a pillar 1e and a roof side rail 1.
The pillar-side air pack module 4 and the roof side rail-side air pack module 5 are arranged in both of d, respectively, as in the case of the first embodiment, and therefore,
Although the same effects as in the first embodiment can be obtained, in particular, in this embodiment, the air pack modules 4.5, which were provided for each air pack module in the first embodiment, are The difference is that the pack 8.9 is configured with one airbag 8 spanning both airpack modules 4 and 5.
このようにした場合には、車両ｌの側面衝突時には車室
側に略し字状にエアバック８が展開するため、例えば、
相互に密接状態で展開するピラー側エアパックモジュー
ル４側のエアバック８とルーフサイドレール側エアパッ
クモジュール５側のエアバック９との接触部に投げ飛ば
された乗員Ｍの体が入り込むというようなおそれが全く
なく、上記第１実施例にも増してより高い乗員保護性能
か確保されるものである。In this case, in the event of a side collision of the vehicle 1, the airbag 8 is deployed in an abbreviated shape toward the passenger compartment, so that, for example,
In such a case, the body of the thrown occupant M may enter the contact area between the air bag 8 on the pillar side air pack module 4 side and the air bag 9 on the roof side rail side air pack module 5 side, which are deployed in close contact with each other. There is no fear at all, and a higher occupant protection performance than in the first embodiment is ensured.
策主犬監鯉
第８図及び第９図には、本願の請求項１及び２記載の発
明の実施例にかかる車体側部のエネルギ吸収構造を備え
た車両１が示されている。この実施例のものは、上記第
実施例において説明したと同様の構造をもつピラー側エ
アパックモジュール４とルーフサイドレール側エアパッ
クモジュール５を車両ｌの両側部にそれぞれ配置したも
のであり、その構成自体においては上記第１実施例のも
のと何等変わるところがない。Figures 8 and 9 show a vehicle 1 equipped with a body side energy absorption structure according to an embodiment of the invention as claimed in claims 1 and 2 of the present application. In this embodiment, a pillar side air pack module 4 and a roof side rail side air pack module 5 having the same structure as that described in the above-mentioned first embodiment are arranged on both sides of the vehicle l, respectively. There is no difference in the configuration itself from that of the first embodiment.
しかし、この実施例のものは後述のように各エアパック
モジュール４．５の作動タイミングに特徴を有するもの
であって、これによって上記第１実施例のものに比肩す
る乗員保護性能か確保されるものである。However, as will be described later, this embodiment has characteristics in the activation timing of each air pack module 4.5, which ensures occupant protection performance comparable to that of the first embodiment. It is something.
即ち、この実施例においては、第１Ｏ図のフロヂャ〜ト
にも示すように、側面衝突が発生したことを衝突センナ
が検知した場合には（ステップＳ１．２）、まずピラー
１ｅ側のエアバック８を展開さけ（ステップＳ３）、そ
の後、所定の時間遅れてルーフサイドレール１ｄ側のエ
アバンク９を展開させる（ステップＳ４．５）よ′〕に
したしのであり、このようにエアバックの展開タイミン
グをズラせることによって次のような動作が可能となる
しのである。That is, in this embodiment, as shown in the flow diagram of FIG. 1O, when the collision sensor detects that a side collision has occurred (step S1.2), the airbag on the pillar 1e side is first 8 (step S3), and then, after a predetermined delay, deploy the air bank 9 on the side of the roof side rail 1d (step S4.5). By shifting the position, the following operations become possible.
即ち、第８図に示すように、側面衝突の初期段階におい
ては、左右の各ピラー側エアバソクモノユール４．４の
エアバック８，８のみを同時に展開させる。これは、ま
ず側面衝突の初期段階におＬ）では乗員Ｍは浮き上がる
ことなくそのまま衝突側に振られるものであるため車室
の最上部に位置する各ルーフサイドレール側エアパック
モジュール５５は作動させる必要性かピラー側エアパッ
クモノニール４の場合に比して少ないこと、及び車両ｌ
の使用状態によっては運転席２側のみてなく助手席３側
にも乗員か着座していることも考えられることによるも
のである。このようにすることによって、側面衝突の初
期段階においてはピラー側エアパックモジュール４のエ
アバック８によって乗員Ｍが拘束され、その保護が図ら
れるものである。That is, as shown in FIG. 8, in the initial stage of a side collision, only the airbags 8, 8 of the left and right pillar side airbag monodules 4.4 are deployed at the same time. This is because, in the initial stage of a side collision (L), the occupant M is swung directly toward the collision side without being lifted up, so each roof side rail side air pack module 55 located at the top of the vehicle compartment is activated. The need for the pillar side air pack is less compared to the case of monoyl 4, and the vehicle l
This is because, depending on how the vehicle is being used, there may be an occupant seated not only on the driver's seat 2 side but also on the passenger seat 3 side. By doing so, the occupant M is restrained by the airbag 8 of the pillar-side airpack module 4 in the initial stage of a side collision, and the occupant M is protected.
一方、側面衝突の後期段階においては第９図に示すよう
に、乗員Ｍは衝突側の上部に向けて投げ出されるが、こ
の場合にはルーフサイドレール側エアパックモジュール
５のエアパック９が既に展開して乗員Ｍを待ち受けてい
るため、該乗員Ｍは上下に並んだ二つのエアバック８．
９によって確実に拘束され、その保護が図られる。On the other hand, in the later stages of a side collision, as shown in FIG. 9, the occupant M is thrown toward the upper part of the collision side, but in this case, the air pack 9 of the roof side rail side air pack module 5 has already been deployed. Since the passenger M is waiting for the passenger M, the passenger M has two airbags 8.
9, it is securely restrained and protected.
即ち、この実施例のものにおいては、側面衝突時の乗員
Ｍの挙動により的確に対応した乗員保護機能が確保され
るものである。That is, in this embodiment, an occupant protection function that more accurately corresponds to the behavior of the occupant M at the time of a side collision is ensured.
第４実施例
第１１図には本願の請求項１及び２記載の発明の実施例
にかかる車体側部のエネルギ吸収構造を備えた車両１の
要部が示されている。この実施例は、上記第３実施例に
おけるピラー１ｅ側のエアバック８とルーフサイドレー
ル１ｄ側のエアバック９との展開タイミングの調整の仕
方の一つの具体例を示すものであって、第１１図に示す
ように、ピラー側エアパックモジュール４はこれをイン
フレータ６とエアバック８を備えた上記第１実施例の場
合と同様の構成とするが、ルーフサイドレール側エアパ
ックモジュール５はインフレータを持たず、エアバック
９の内部に単なるガス吹出部材２２を設けた構成として
いる。そして、このガス吹出部材２２を、その通路途中
に後述のガス制御バルブ２４を備えたガス通管２３を介
してピラー側エアパックモジュール４側のインフレータ
６に接続している。即ち、この実施例のものは、ピラー
側エアパックモジュール４側のインフレーク６によって
二つのエアバック８．９をともに展開させようとするも
のであって、しかもその場合にガス制御バルブ２４によ
ってガス吹出部材２２側へ流れるガス量を制御すること
によってルーフサイドレールｌｄ側のエアバック９をピ
ラー１ｅ側のエアバック８よりも所定時間遅らせて展開
させようとするものである。Fourth Embodiment FIG. 11 shows the main parts of a vehicle 1 equipped with an energy absorbing structure on the side of the vehicle body according to an embodiment of the invention as claimed in claims 1 and 2 of the present application. This embodiment shows one specific example of how to adjust the deployment timing of the airbag 8 on the pillar 1e side and the airbag 9 on the roof side rail 1d side in the third embodiment. As shown in the figure, the pillar side air pack module 4 has the same configuration as the first embodiment described above, which includes an inflator 6 and an air bag 8, but the roof side rail side air pack module 5 has an inflator. Instead, a simple gas blowing member 22 is provided inside the airbag 9. This gas blowing member 22 is connected to the inflator 6 on the pillar side air pack module 4 side through a gas passage pipe 23 having a gas control valve 24 (described later) in the middle of its passage. That is, in this embodiment, two airbags 8.9 are to be inflated together by the inflation valve 6 on the side of the pillar-side air pack module 4, and in this case, the gas control valve 24 is used to inflate the two airbags. By controlling the amount of gas flowing toward the blowout member 22 side, the airbag 9 on the side of the roof side rail ld is deployed a predetermined time later than the airbag 8 on the side of the pillar 1e.
このようにルーフサイドレール１ｄ側のエアバック９を
ピラー１ｅ側のエアバック８よりも遅らせて展開させる
ことによって、上記第３実施例の場合と同様の作用効果
が得られるしのである。By thus deploying the airbag 9 on the side of the roof side rail 1d later than the airbag 8 on the side of the pillar 1e, the same effects as in the case of the third embodiment can be obtained.
ここで、上記ガス制御バルブ２４の具体的構成を説明す
ると、先ず第１２図に示すガス制御バルブ２４は、バル
ブケーシング２５内にスプリング２７によって常時弁座
２８に着座する如く付勢された弁体２６を収容して構成
されたものであり、上記弁座２８を上記ピラー側エアパ
ックモジュール４のインフレータ６側に向けた状態でガ
ス通管２３に取り付けられる。このような構成のガス制
御バルブ２４においては、車両１のものにおいては側面
衝突により上記ピラー側エアパックモジュール４のイン
フレータ６が作動してこれからガスが噴出された場合、
ガスは先ずピラー１ｅ側のエアバック８の展開に専用さ
れる。そして、このエアバック８かほぼ完全に展開する
と、その内部のガス圧力が上昇し、これによりガス制御
バルブ２４の弁体２６がスプリング２７のバネ力に抗し
て押し開かれ、該ガス制御バルブ２４を介してルーフサ
イドレールｌｄ側のエアバック９に上記インフレータ６
からのガスか供給され、該エアバック９が展開される。Here, to explain the specific structure of the gas control valve 24, first, the gas control valve 24 shown in FIG. 26, and is attached to the gas pipe 23 with the valve seat 28 facing the inflator 6 side of the pillar-side air pack module 4. In the gas control valve 24 having such a configuration, in the case of the vehicle 1, when the inflator 6 of the pillar-side air pack module 4 is activated due to a side collision and gas is ejected from it,
The gas is first used exclusively for deploying the airbag 8 on the pillar 1e side. When the airbag 8 is almost completely deployed, the gas pressure inside it increases, which pushes the valve element 26 of the gas control valve 24 open against the spring force of the spring 27, causing the gas control valve to open. 24 to the airbag 9 on the roof side rail ld side.
Gas is supplied from the airbag 9, and the airbag 9 is deployed.
即ち、このガス制御バルブ２４は、ピラー１ｅ側のエア
バック８の内部圧によって自動的にルーフサイドレール
１ｄ側のエアバック９の展開タイミングをピラー１ｅ側
のエアバ・ツク８の展開タイミングよりも遅らせるよう
にしたものである。従って、構造が簡単でその信頼性が
高く且つ安価であるという利点を有するものである。That is, this gas control valve 24 automatically delays the deployment timing of the airbag 9 on the roof side rail 1d side from the deployment timing of the airbag 8 on the pillar 1e side by the internal pressure of the airbag 8 on the pillar 1e side. This is how it was done. Therefore, it has the advantages of simple structure, high reliability, and low cost.
一方、第１３図に示すガス制御バルブ２４は、上記第１
２図に示すものとは異なり、弁体３０をソレノイド２９
によって駆動するようにしている。On the other hand, the gas control valve 24 shown in FIG.
Unlike the one shown in Figure 2, the valve body 30 is connected to the solenoid 29.
It is driven by
従って、このものは上記のもののようにガス圧による自
動開閉は行えないものの、ガス圧に無関係にこれを開閉
し得るところから、ピラー１ｅ側のエアバック８に対す
るルーフサイドレール１ｄ側のエアバック９の展開タイ
ミングを任意に設定可能であり、乗員の挙動により細か
く対応した制御が可能になるという利点を有するもので
ある。Therefore, although this type cannot be opened and closed automatically by gas pressure like the above-mentioned one, it can be opened and closed regardless of gas pressure, so the air bag 9 on the roof side rail 1d side is This has the advantage that the deployment timing can be set arbitrarily, and control that is more closely tailored to the occupant's behavior becomes possible.
第５実施例
第１４図及び第１５図には、本願の請求項１３、・１及
び５記載の発明の実施例にかかる車体側部のエネルギ吸
収構造を備えた車両１か示されている。Fifth Embodiment FIGS. 14 and 15 show a vehicle 1 equipped with a body side energy absorption structure according to an embodiment of the invention as set forth in claims 13, 1 and 5 of the present application.
この実施例のものは、上記第１実施例のものと同様に、
ピラー側エアバックモジュール４とルーフ廿イドレール
側エアバックモジコール５を車室の両側にそれぞれ配置
したものであり、その構造上は何等変わりない。しかし
、この実施例のものは、このような基本構造を有するも
のにおいて、側面衝突時にこれら各エアバックを選択し
て展開させること、及びその展開タイミングを衝突側と
反衝突側とで差を持たせた点に特徴を有しており、これ
により上記第１実施例の場合に加えて、後述の如き有用
な作用効果を得ることができるものである。This example is similar to the first example above,
A pillar-side airbag module 4 and a roof-side rail-side airbag module 5 are respectively arranged on both sides of the vehicle interior, and there is no difference in their structure. However, in this example, in a device having such a basic structure, each of these airbags is selectively deployed in the event of a side collision, and the deployment timing is different between the collision side and the non-collision side. The present invention is characterized by the fact that the present invention has the following characteristics, and thereby, in addition to the above-mentioned first embodiment, it is possible to obtain useful effects as described below.
即ち、この実施例のものにおいては、第１６図のフロー
チャートに示すように、車両ｌが側面衝突しこれを衝突
センサが検知した場合には（ステップＳｌ１、１２）、
先ず最初に、第１４図に示すように、衝突側の上下二つ
のエアパック８．９のうち、ピラー１ｅ側のエアバッグ
８のみを展開させる（ステップ５１３）。これは、側面
衝突の初期段階においては乗員Ｍが衝突側に振られるた
め衝突側においてはエアパックを展開させる必要かあり
、しかもその場合、乗員Ｍはほぼ着座状態の比較的低い
位置において振られるため低い位置にあるピラー１ｅ側
のエアハック８に対して高い位置にあるルーフサイドレ
ール１ｄ側のエアバック９はその展開要求が低いことに
よるものである。That is, in this embodiment, as shown in the flowchart of FIG. 16, when the vehicle l has a side collision and the collision sensor detects this (steps Sl1, 12),
First, as shown in FIG. 14, of the two upper and lower air bags 8.9 on the collision side, only the air bag 8 on the pillar 1e side is deployed (step 513). This is because at the initial stage of a side collision, the occupant M is swung toward the collision side, so it is necessary to deploy the air pack on the collision side, and in that case, the occupant M is swung from a relatively low position, almost seated. This is because the air bag 9 on the side of the roof side rail 1d, which is located at a higher position, has a lower deployment requirement than the air bag 8 on the side of the pillar 1e, which is located at a lower position.
従って、この側面衝突の初期段階においては、衝突側の
しかも比較的低い位置において展開するエアバック８に
よって乗員Ｍは確実に拘束され、その保護が図られるも
のである。Therefore, in the initial stage of this side collision, the occupant M is reliably restrained and protected by the airbag 8 that deploys at a relatively low position on the collision side.
一方、第１５図に示すように、側面衝突の後期段階ニオ
いては、反衝突側の二つのエアバック８９が同時に展開
し、乗員Ｍを拘束すべく待ち受ける。従って、要部を突
き出した状態で運転席２側から助手席３側に投げ出され
た乗員Ｍは、この反衝突側の二つのエアバック８，９に
よってその要部のみならず、肩部及び頭部までの広い範
囲に亘って確実に拘束され、その保護が図られるもので
ある。On the other hand, as shown in FIG. 15, in the latter stage of a side collision, the two airbags 89 on the anti-collision side deploy simultaneously and wait to restrain the occupant M. Therefore, the occupant M, who is thrown from the driver's seat 2 side to the passenger seat 3 side with the main part sticking out, is not only affected by the two airbags 8 and 9 on the anti-collision side, but also the shoulders and head. This system securely restrains and protects the body over a wide range of areas.
また、この場合、反衝突側の谷エアパック８゜９が衝突
側のエアバック８よりも所定時間遅れて展開４″ること
によって、該反衝突側の各エアパック８．９はそれぞれ
最適な展開状態で乗員Ｍを待ち受けることができ、それ
た（１より確実な乗員保護か期待できるものである。In this case, the valley air pack 8.9 on the anti-collision side deploys 4'' after a predetermined time delay than the air bag 8 on the collision side, so that each air pack 8. It is possible to wait for the occupant M in the deployed state, and can be expected to provide more reliable protection for the occupant than in 1.
さらに、この実施例のように、合計口つ備えられている
各エアパック８，８．９．９の全てを展開させるのでは
なく、乗員保護と必要最少限と考えられる三つのエアパ
ックのみを展開させるようにした場合は、例えば、四つ
全てを展開させる場合に比して、展開時のガス音の発生
が少なく、また車室内に放出されるガス量そのものが少
ないため、乗員に与える不快感あるいは健康上の影響を
可及的に低減させることができるという利点が得られる
ものである。Furthermore, instead of deploying all of the air packs 8, 8, 9, and 9, which are provided in total, as in this embodiment, only three air packs are deployed, which are considered to be the minimum necessary to protect the occupants. If they are deployed, for example, compared to when all four are deployed, there will be less gas noise during deployment, and the amount of gas itself released into the passenger compartment will be less, so there will be no harm to the occupants. This has the advantage that the effects on pleasure and health can be reduced as much as possible.
第６実施例
第１７図及び第１８図には上記各実施例の変形例とも言
うべきエネルギ吸収構造を備えた車両ｌか示されてし）
る。この実施例のものは、」−記３実施例と同様に、小
室の両側上部にそれぞれピラー側エアハックモノコール
４とルーフサイドレー／１側エアバックモノニール５を
配置するとともに、これに加えて、第１７図に示すよう
に、ルーフＩＣの車室側に配置されるトップノール部分
にエアバック２１を配置し、且つこのエアハック２１を
該エアバック２１の左右両側に位置する各ルーフサイド
レール側エアバックモジュール５．５の各エアパック９
．９に連通させている。6th Embodiment FIGS. 17 and 18 show a vehicle l equipped with an energy absorption structure, which can also be called a modification of each of the above embodiments.)
Ru. In this embodiment, as in the third embodiment, the pillar side air hack monocal 4 and the roof side lay/1 side air bag monocal 5 are placed on both upper sides of the small compartment, and in addition to this, As shown in FIG. 17, the airbag 21 is disposed at the top noll portion of the roof IC on the vehicle interior side, and the airbag 21 is attached to each roof side rail located on the left and right sides of the airbag 21. Each air pack 9 of the side air bag module 5.5
．． It is connected to 9.
そして、車両ｌの側面衝突時には各ピラー側エアバック
モノニール４．４のエアパック８．８と各ルーフサイド
レール側エアバックモノ、−ル５５のエアハック９．９
とを同時に展開させる。すると、この各ルーフサイドレ
ール１ｄ側のエアバック９，９の展開と同時にルーフＩ
ｃ側のエアバック２１が車室の天井側に展開し、これら
五つのエアパックによって車室上部が囲まれた状態とな
り、乗員Ｍの保護がより完全なものとなる。In the event of a side collision of the vehicle, the air pack 8.8 of each pillar airbag monocle 4.4 and the air hack 9.9 of each roof side rail side airbag monocle 55
and develop at the same time. Then, at the same time as the airbags 9, 9 on the side of each roof side rail 1d are deployed, the roof I
The c-side airbag 21 is deployed toward the ceiling of the vehicle compartment, and the upper part of the vehicle compartment is surrounded by these five airpacks, so that the occupant M is more completely protected.
第１図は本願発明の第１実施例にかかる車体側部のエネ
ルギ吸収構造を備えた車両の要部側面図、第２図は第１
図の■−■拡大縦断面図、第３図は第１図のｌｌｌ−［
［拡大縦断面図、第４図は第３図の状態変化図、第５図
及び第６図は第１図に示したものにおけるエアパックの
作動説明図、第７図は本願発明の第２実施例にかかる車
体側部のエネルギ吸収構造を備えた車両の要部側面図、
第８図及び第９図は本願発明の第３実施例にかかる車体
側部のエネルギ吸収構造を備えた車両におけるエアパッ
クの作動説明図、第１０図はその制御フロチャート図、
第１１図は本願発明の第４実施例にかかる車体側部のエ
ネルギ吸収構造を備えた車両の要部側面図、第１２図及
び第１３図は第１１図に示したガス制御バルブの構造説
明図、第１４図及び第１５図は本願発明の第５実施例に
かかる車体側部のエネルギ吸収構造を備えた車両におけ
るエアパック作動説明図、第１６図はその制御フロチャ
ート図、第１７図及び第１８図は本願発明の第６実施例
にかかる車体側部のエネルギ吸収構造を備えた車両にお
けるエアパックの作動説明図、第１９図及び第２０図は
車両の側面衝突時における乗員の挙動説明図である。
ｌ・・・・車両
２・・・・運転席
３・・・・助手席
４．５ ・・・エアパックモジュール６．７ ・・
・インフレータ
８．９．２１・・エアパック
１０．１１ ・・モジュールケース
１２．１３ ・・モジュール取付ブラケット１４・・・
ピラートリム
１５・・・シーミングウェルト
１６・・・レールトリム
２２・・・ガス吹出部材
２３・・・ガス通管
２４・・・ガス制御バルブ
２９・・・ソレノイド
旦
１１
９
第３ｍ
１
８
第４図
第１７図
′Ｗ１８図FIG. 1 is a side view of essential parts of a vehicle equipped with a body side energy absorption structure according to a first embodiment of the present invention, and FIG.
■-■ Enlarged vertical cross-sectional view of the figure, Figure 3 is lll-[ of Figure 1.
[Enlarged longitudinal sectional view, FIG. 4 is a state change diagram of FIG. 3, FIGS. 5 and 6 are explanatory diagrams of the operation of the air pack shown in FIG. 1, and FIG. 7 is a second diagram of the present invention. A side view of a main part of a vehicle equipped with a body side energy absorption structure according to an embodiment,
8 and 9 are explanatory diagrams of the operation of the air pack in a vehicle equipped with a body side energy absorption structure according to the third embodiment of the present invention, and FIG. 10 is a control flowchart diagram thereof;
FIG. 11 is a side view of a main part of a vehicle equipped with a body side energy absorption structure according to a fourth embodiment of the present invention, and FIGS. 12 and 13 are explanations of the structure of the gas control valve shown in FIG. 11. 14 and 15 are explanatory diagrams of the air pack operation in a vehicle equipped with a body side energy absorption structure according to the fifth embodiment of the present invention, FIG. 16 is a control flowchart thereof, and FIG. 17 18 is an explanatory diagram of the operation of an air pack in a vehicle equipped with a vehicle body side energy absorption structure according to a sixth embodiment of the present invention, and FIGS. 19 and 20 are diagrams illustrating the behavior of an occupant during a side collision of a vehicle. It is an explanatory diagram. l...Vehicle 2...Driver's seat 3...Passenger seat 4.5...Air pack module 6.7...
・Inflator 8.9.21 ・・Air pack 10.11 ・・Module case 12.13 ・・Module mounting bracket 14...
Pillar trim 15...Seaming welt 16...Rail trim 22...Gas blowing member 23...Gas pipe 24...Gas control valve 29...Solenoid valve 11 9 3rd m 1 8 Fig. 4 Figure 17'W18
Claims (1)
を拘束するエアバッグを、車室の上側側部に位置するル
ーフサイドレール部に配置したことを特徴とする車体側
部のエネルギ吸収構造。 ２、車両の側面衝突時に車内側に展開して車室内の乗員
を拘束するエアバッグを、車室の上側側部に位置するル
ーフサイドレール部と該ルーフサイドレールから下方に
延びるピラー部にそれぞれ配置するとともに、車両の側
面衝突時には上記ルーフサイドレール部に配置されたエ
アバッグを上記ピラー部に配置されたエアバッグよりも
所定時間遅れて展開させるようにしたことを特徴とする
車体側部のエネルギ吸収構造。 ３、車両の側面衝突時に車内側に展開して車室内の乗員
を拘束するエアバッグを、車室の上側両側部に位置する
左右一対のルーフサイドレール部と該各ルーフサイドレ
ールから下方に延びる左右一対のピラー部とにそれぞれ
配置するとともに、車両の側面衝突時には、衝突側のピ
ラー部に配置されたエアバッグと、反衝突側のルーフサ
イドレール部及びピラー部にそれぞれ配置されたエアバ
ッグをそれぞれ展開させるようにしたことを特徴とする
車体側部のエネルギ吸収構造。 ４、車両の側面衝突時に車内側に展開して車室内の乗員
を拘束するエアバッグを、少なくとも車室の上側両側部
に位置する左右一対のルーフサイドレール部にそれぞれ
配置するとともに、車両の側面衝突時には反衝突側に位
置するエアバッグを衝突側に位置するエアバッグよりも
所定時間遅れて展開させるようにしたことを特徴とする
車体側部のエネルギ吸収構造。 ５、車両の側面衝突時に車内側に展開して車室内の乗員
を拘束するエアバッグを、少なくとも車室の両側部の車
体前後方向中間位置において上下方向に延びる左右一対
のピラー部にそれぞれ配置するとともに、車両の側面衝
突時には反衝突側に位置するエアバッグを衝突側に位置
するエアバッグよりも所定時間遅れて展開させるように
したことを特徴とする車体側部のエネルギ吸収構造。[Claims] 1. An airbag that deploys to the inside of the vehicle and restrains occupants in the vehicle interior in the event of a side collision of the vehicle is disposed on the roof side rail portion located at the upper side of the vehicle interior. Energy absorption structure on the side of the car body. 2. Airbags that deploy to the inside of the vehicle to restrain occupants in the event of a side collision are installed on the roof side rails located on the upper side of the vehicle interior and on the pillars extending downward from the roof side rails. and, in the event of a side collision of the vehicle, the airbag placed on the roof side rail portion is deployed a predetermined time later than the airbag placed on the pillar portion. Energy absorption structure. 3. An airbag that deploys to the inside of the vehicle and restrains occupants in the event of a side collision of the vehicle is installed on a pair of left and right roof side rails located on both sides of the upper side of the vehicle interior and extends downward from each of the roof side rails. In addition, in the event of a side collision of a vehicle, the airbag is placed in the pillar on the collision side, and the airbag is placed in the roof side rail and pillar on the side opposite to the collision. An energy absorption structure on the side of the vehicle body that is characterized by being able to expand. 4. Airbags that deploy to the inside of the vehicle to restrain occupants in the event of a side collision of the vehicle are arranged at least on the pair of left and right roof side rails located on both sides of the upper side of the vehicle interior. An energy absorption structure for a side part of a vehicle body, characterized in that, in the event of a collision, an airbag located on the opposite side of the collision is deployed a predetermined time later than an airbag located on the collision side. 5. Airbags that deploy inward to restrain occupants in the vehicle interior in the event of a side collision of the vehicle are arranged at least in a pair of left and right pillar sections extending vertically at an intermediate position in the longitudinal direction of the vehicle on both sides of the vehicle interior. Also, an energy absorption structure for a side of a vehicle body, characterized in that, in the event of a side collision of a vehicle, an airbag located on the opposite side of the collision is deployed a predetermined time later than an airbag located on the collision side.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP02077488A JP3107383B2 (en) | 1990-03-26 | 1990-03-26 | Energy absorption structure on the side of the vehicle |
| JP2000157615A JP3392811B2 (en) | 1990-03-26 | 2000-05-29 | Energy absorption structure on the side of the vehicle |
| JP2000157614A JP3455714B2 (en) | 1990-03-26 | 2000-05-29 | Energy absorption structure on the side of the vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP02077488A JP3107383B2 (en) | 1990-03-26 | 1990-03-26 | Energy absorption structure on the side of the vehicle |
Related Child Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000157615A Division JP3392811B2 (en) | 1990-03-26 | 2000-05-29 | Energy absorption structure on the side of the vehicle |
| JP2000157614A Division JP3455714B2 (en) | 1990-03-26 | 2000-05-29 | Energy absorption structure on the side of the vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03276844A true JPH03276844A (en) | 1991-12-09 |
| JP3107383B2 JP3107383B2 (en) | 2000-11-06 |
Family
ID=13635373
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP02077488A Expired - Lifetime JP3107383B2 (en) | 1990-03-26 | 1990-03-26 | Energy absorption structure on the side of the vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3107383B2 (en) |
Cited By (48)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4304152A1 (en) * | 1992-02-25 | 1993-08-26 | Volkswagen Ag | Vehicle air-bag system protecting against side collision - has bags above and below side window inflating so as together form sidewall |
| US5265903A (en) * | 1991-11-22 | 1993-11-30 | Takata Corporation | Device for protecting a head of an occupant |
| US5322322A (en) * | 1993-02-19 | 1994-06-21 | Simula Inc. | Side impact head strike protection system |
| JPH06191365A (en) * | 1992-09-29 | 1994-07-12 | Trw Repa Gmbh | Expandable gas bag of automobile |
| WO1994019215A1 (en) * | 1993-02-19 | 1994-09-01 | Simula Inc. | Side impact head strike protection system |
| JPH07164996A (en) * | 1993-11-15 | 1995-06-27 | Trw Vehicle Safety Syst Inc | Means and method for restraining vehicle occupant for side impact |
| US5439248A (en) * | 1993-12-21 | 1995-08-08 | Trw Vehicle Safety Systems Inc. | Vehicle occupant restraint apparatus |
| US5464246A (en) * | 1993-02-19 | 1995-11-07 | Simula Inc. | Inflatable tubular cushions for crash protection of seated automobile occupants |
| DE4426848A1 (en) * | 1994-07-28 | 1996-02-01 | Hs Tech & Design | Airbag device |
| US5490691A (en) * | 1992-06-30 | 1996-02-13 | Volkswagen Ag | Vehicle safety arrangement for positioning a vehicle occupant |
| WO1996007563A1 (en) * | 1994-09-08 | 1996-03-14 | Alliedsignal Deutschland Gmbh | Inflatable safety restraint for vehicle occupant protection |
| EP0705738A1 (en) | 1994-10-05 | 1996-04-10 | Ford Motor Company Limited | Vehicle with inflatable occupant restraint |
| EP0709258A1 (en) * | 1994-10-21 | 1996-05-01 | Morton International, Inc. | Airbag cover retainer |
| US5556128A (en) * | 1994-11-24 | 1996-09-17 | Volkswagen Ag | Safety arrangement for a vehicle occupant |
| US5609358A (en) * | 1992-08-04 | 1997-03-11 | Toyota Jidosha Kabushiki Kaisha | Activation control system for vehicular air bags |
| DE19542436A1 (en) * | 1995-11-14 | 1997-05-15 | Hs Tech & Design | Airbag device for motor vehicle |
| JPH09156449A (en) * | 1995-11-15 | 1997-06-17 | Gebr Happich Gmbh | Air bag device |
| EP0791511A1 (en) * | 1996-02-23 | 1997-08-27 | TRW Occupant Restraint Systems GmbH | Side-impact protection device for vehicle passengers |
| EP0795445A1 (en) * | 1996-03-13 | 1997-09-17 | Toyoda Gosei Co., Ltd. | Garnish members having an air bag |
| US5752713A (en) * | 1995-09-25 | 1998-05-19 | Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho | Vehicle occupant crash protector |
| JPH10138857A (en) * | 1996-11-07 | 1998-05-26 | Toyota Motor Corp | Occupant protection device for automobile |
| US5755457A (en) * | 1995-11-30 | 1998-05-26 | Becker Group Europe Gmbh | Air bag device |
| US5765863A (en) * | 1996-03-27 | 1998-06-16 | Morton International, Inc. | Airbag cushion having compression-deployed section |
| EP0853027A1 (en) * | 1997-01-10 | 1998-07-15 | IBS Brocke GmbH & Co. KG | Pillar cover for pillars of motor vehicles |
| US5839753A (en) * | 1997-03-31 | 1998-11-24 | Simula Inc. | Inflatable tubular torso restraint system |
| US5845935A (en) * | 1997-03-07 | 1998-12-08 | Morton International, Inc. | Side airbag module |
| WO1999042334A1 (en) * | 1998-02-21 | 1999-08-26 | Breed Automotive Technology, Inc. | Pillar mounted side airbag |
| US6022043A (en) * | 1997-02-07 | 2000-02-08 | Harnisch; Hartmut | Integral airbag device |
| EP0943501A3 (en) * | 1998-03-18 | 2000-02-23 | Trw Vehicle Safety Systems Inc. | Vehicle occupant safety apparatus |
| US6042141A (en) * | 1997-08-26 | 2000-03-28 | General Motors Corporation | Side restraint assembly |
| US6123355A (en) * | 1998-03-18 | 2000-09-26 | Trw Vehicle Safety Systems Inc. | Vehicle occupant safety apparatus |
| US6126194A (en) * | 1997-03-31 | 2000-10-03 | Simula, Inc. | Inflatable tubular torso restraint system |
| EP1080995A2 (en) * | 1999-08-24 | 2001-03-07 | DaimlerChrysler AG | Side impact damping device for a vehicle |
| US6224087B1 (en) * | 1996-02-23 | 2001-05-01 | Trw Occupant Restraint Systems Gmbh & Co. Kg | Side impact protective device for vehicle occupants |
| US6276712B1 (en) | 1999-09-10 | 2001-08-21 | Delphi Technologies, Inc. | Side restraint assembly for an automotive vehicle |
| DE19734487C2 (en) * | 1996-08-16 | 2001-10-25 | Hs Tech & Design | Airbag device |
| US6328333B1 (en) | 1999-12-20 | 2001-12-11 | Ford Global Technologies, Inc. | Pillar trim for inflatable restraint system |
| US6333515B1 (en) | 1996-11-07 | 2001-12-25 | Toyota Jidosha Kabushiki Kaisha | Arrangement and construction of crew protective device for automobile |
| US6336653B1 (en) | 1996-05-22 | 2002-01-08 | Simula, Inc. | Inflatable tubular knee bolster |
| US6336656B1 (en) | 1997-03-31 | 2002-01-08 | Simula, Inc. | Inflatable tubular torso restraint system with pivoting upper anchor point attachment |
| DE4307175C2 (en) * | 1992-03-18 | 2002-02-28 | Volkswagen Ag | Passenger side protection for a motor vehicle |
| US6457740B1 (en) | 1998-06-19 | 2002-10-01 | Trw Vehicle Safety Systems Inc. | Vehicle occupant safety apparatus |
| US6530594B1 (en) | 1997-09-26 | 2003-03-11 | Toyota Jidosha Kabushiki Kaisha | Placement structure for head-protecting air bag body |
| US6543804B2 (en) * | 1999-12-10 | 2003-04-08 | Trw Occupant Restraint Systems Gmbh & Co. Kg | Vehicle occupant restraint system |
| DE4304919B4 (en) * | 1992-03-02 | 2004-08-26 | Volkswagen Ag | Airbag device in the area of a roof frame of a vehicle |
| US7290798B2 (en) | 2003-05-14 | 2007-11-06 | Toyoda Gosei Co., Ltd. | Folding method of airbag for rear-end collision and airbag device for rear-end collision |
| US7364185B2 (en) | 2002-07-29 | 2008-04-29 | Toyoda Gosei Co., Ltd. | Occupant protecting device and air bag device for rear-end collision mounted on vehicle |
| US9016717B1 (en) | 2014-06-19 | 2015-04-28 | Toyota Motor Engineering & Manufacturing North America, Inc. | Curtain airbag for vertical and angular motion of occupant in rollover |
-
1990
- 1990-03-26 JP JP02077488A patent/JP3107383B2/en not_active Expired - Lifetime
Cited By (69)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5265903A (en) * | 1991-11-22 | 1993-11-30 | Takata Corporation | Device for protecting a head of an occupant |
| DE4238427C2 (en) * | 1991-11-22 | 2000-07-06 | Takata Corp | Side airbag device |
| DE4304152A1 (en) * | 1992-02-25 | 1993-08-26 | Volkswagen Ag | Vehicle air-bag system protecting against side collision - has bags above and below side window inflating so as together form sidewall |
| US5333899A (en) * | 1992-02-25 | 1994-08-02 | Volkswagen Ag | Side airbag safety arrangement for vehicle occupants |
| DE4304152C2 (en) * | 1992-02-25 | 2001-02-08 | Volkswagen Ag | Side impact protection device for a vehicle occupant |
| DE4304919B4 (en) * | 1992-03-02 | 2004-08-26 | Volkswagen Ag | Airbag device in the area of a roof frame of a vehicle |
| DE4307175C2 (en) * | 1992-03-18 | 2002-02-28 | Volkswagen Ag | Passenger side protection for a motor vehicle |
| US5490691A (en) * | 1992-06-30 | 1996-02-13 | Volkswagen Ag | Vehicle safety arrangement for positioning a vehicle occupant |
| US5609358A (en) * | 1992-08-04 | 1997-03-11 | Toyota Jidosha Kabushiki Kaisha | Activation control system for vehicular air bags |
| JPH06191365A (en) * | 1992-09-29 | 1994-07-12 | Trw Repa Gmbh | Expandable gas bag of automobile |
| US5480181A (en) * | 1993-02-19 | 1996-01-02 | Simula Inc. | Side impact head strike protection system |
| US5464246A (en) * | 1993-02-19 | 1995-11-07 | Simula Inc. | Inflatable tubular cushions for crash protection of seated automobile occupants |
| WO1994019215A1 (en) * | 1993-02-19 | 1994-09-01 | Simula Inc. | Side impact head strike protection system |
| US5322322A (en) * | 1993-02-19 | 1994-06-21 | Simula Inc. | Side impact head strike protection system |
| JPH07164996A (en) * | 1993-11-15 | 1995-06-27 | Trw Vehicle Safety Syst Inc | Means and method for restraining vehicle occupant for side impact |
| EP0775616A3 (en) * | 1993-11-15 | 1998-06-03 | Trw Vehicle Safety Systems Inc. | Method and apparatus for restraining an occupant of a vehicle upon a side impact against the vehicle |
| EP0775616A2 (en) * | 1993-11-15 | 1997-05-28 | Trw Vehicle Safety Systems Inc. | Method and apparatus for restraining an occupant of a vehicle upon a side impact against the vehicle |
| US5439248A (en) * | 1993-12-21 | 1995-08-08 | Trw Vehicle Safety Systems Inc. | Vehicle occupant restraint apparatus |
| EP0694444A3 (en) * | 1994-07-28 | 1996-07-24 | Hs Tech & Design | Air bag device |
| DE4426848A1 (en) * | 1994-07-28 | 1996-02-01 | Hs Tech & Design | Airbag device |
| US5899489A (en) * | 1994-09-08 | 1999-05-04 | Breed Automotive Technology, Inc. | Inflatable safety restraint for vehicle occupant protection |
| WO1996007563A1 (en) * | 1994-09-08 | 1996-03-14 | Alliedsignal Deutschland Gmbh | Inflatable safety restraint for vehicle occupant protection |
| US5540459A (en) * | 1994-10-05 | 1996-07-30 | Ford Motor Company | Roof rail mounted airbag assembly |
| EP0705738A1 (en) | 1994-10-05 | 1996-04-10 | Ford Motor Company Limited | Vehicle with inflatable occupant restraint |
| EP0709258A1 (en) * | 1994-10-21 | 1996-05-01 | Morton International, Inc. | Airbag cover retainer |
| US5556128A (en) * | 1994-11-24 | 1996-09-17 | Volkswagen Ag | Safety arrangement for a vehicle occupant |
| US5752713A (en) * | 1995-09-25 | 1998-05-19 | Kabushiki Kaisha Tokai-Rika-Denki-Seisakusho | Vehicle occupant crash protector |
| DE19542436A1 (en) * | 1995-11-14 | 1997-05-15 | Hs Tech & Design | Airbag device for motor vehicle |
| JPH09156449A (en) * | 1995-11-15 | 1997-06-17 | Gebr Happich Gmbh | Air bag device |
| US5938233A (en) * | 1995-11-30 | 1999-08-17 | Becker Group Europe Gmbh | Air bag device |
| US5755457A (en) * | 1995-11-30 | 1998-05-26 | Becker Group Europe Gmbh | Air bag device |
| EP0791511A1 (en) * | 1996-02-23 | 1997-08-27 | TRW Occupant Restraint Systems GmbH | Side-impact protection device for vehicle passengers |
| US6224087B1 (en) * | 1996-02-23 | 2001-05-01 | Trw Occupant Restraint Systems Gmbh & Co. Kg | Side impact protective device for vehicle occupants |
| EP0957011A1 (en) * | 1996-02-23 | 1999-11-17 | TRW Occupant Restraint Systems GmbH & Co. KG | Side-impact protection device |
| EP1291249A3 (en) * | 1996-03-13 | 2003-05-21 | Toyoda Gosei Co., Ltd. | Garnish members having an air bag |
| USRE38125E1 (en) * | 1996-03-13 | 2003-05-27 | Toyoda Gosei Co., Ltd. | Garnish members having an air bag |
| US5791683A (en) * | 1996-03-13 | 1998-08-11 | Toyoda Gosei Co., Ltd. | Garnish members having an air bag |
| EP0795445A1 (en) * | 1996-03-13 | 1997-09-17 | Toyoda Gosei Co., Ltd. | Garnish members having an air bag |
| US5765863A (en) * | 1996-03-27 | 1998-06-16 | Morton International, Inc. | Airbag cushion having compression-deployed section |
| US6336653B1 (en) | 1996-05-22 | 2002-01-08 | Simula, Inc. | Inflatable tubular knee bolster |
| DE19734487C2 (en) * | 1996-08-16 | 2001-10-25 | Hs Tech & Design | Airbag device |
| US6333515B1 (en) | 1996-11-07 | 2001-12-25 | Toyota Jidosha Kabushiki Kaisha | Arrangement and construction of crew protective device for automobile |
| US6565117B2 (en) | 1996-11-07 | 2003-05-20 | Toyota Jidosha Kabushiki Kaisha | Arrangement and construction of crew protective device for automobile |
| JPH10138857A (en) * | 1996-11-07 | 1998-05-26 | Toyota Motor Corp | Occupant protection device for automobile |
| EP0853027A1 (en) * | 1997-01-10 | 1998-07-15 | IBS Brocke GmbH & Co. KG | Pillar cover for pillars of motor vehicles |
| US6022043A (en) * | 1997-02-07 | 2000-02-08 | Harnisch; Hartmut | Integral airbag device |
| US5845935A (en) * | 1997-03-07 | 1998-12-08 | Morton International, Inc. | Side airbag module |
| US5839753A (en) * | 1997-03-31 | 1998-11-24 | Simula Inc. | Inflatable tubular torso restraint system |
| US6336656B1 (en) | 1997-03-31 | 2002-01-08 | Simula, Inc. | Inflatable tubular torso restraint system with pivoting upper anchor point attachment |
| US6126194A (en) * | 1997-03-31 | 2000-10-03 | Simula, Inc. | Inflatable tubular torso restraint system |
| US6042141A (en) * | 1997-08-26 | 2000-03-28 | General Motors Corporation | Side restraint assembly |
| US6530594B1 (en) | 1997-09-26 | 2003-03-11 | Toyota Jidosha Kabushiki Kaisha | Placement structure for head-protecting air bag body |
| WO1999042334A1 (en) * | 1998-02-21 | 1999-08-26 | Breed Automotive Technology, Inc. | Pillar mounted side airbag |
| US6059311A (en) * | 1998-02-21 | 2000-05-09 | Breed Automotive Technology, Inc. | Pillar-mounted side impact and rollover air bag |
| US6123355A (en) * | 1998-03-18 | 2000-09-26 | Trw Vehicle Safety Systems Inc. | Vehicle occupant safety apparatus |
| EP0943501A3 (en) * | 1998-03-18 | 2000-02-23 | Trw Vehicle Safety Systems Inc. | Vehicle occupant safety apparatus |
| US6457740B1 (en) | 1998-06-19 | 2002-10-01 | Trw Vehicle Safety Systems Inc. | Vehicle occupant safety apparatus |
| EP1080995A2 (en) * | 1999-08-24 | 2001-03-07 | DaimlerChrysler AG | Side impact damping device for a vehicle |
| US6428038B1 (en) | 1999-08-24 | 2002-08-06 | Daimlerchrysler Ag | Side collision damping arrangement for a vehicle |
| EP1080995A3 (en) * | 1999-08-24 | 2001-03-14 | DaimlerChrysler AG | Side impact damping device for a vehicle |
| US6276712B1 (en) | 1999-09-10 | 2001-08-21 | Delphi Technologies, Inc. | Side restraint assembly for an automotive vehicle |
| US6543804B2 (en) * | 1999-12-10 | 2003-04-08 | Trw Occupant Restraint Systems Gmbh & Co. Kg | Vehicle occupant restraint system |
| US6328333B1 (en) | 1999-12-20 | 2001-12-11 | Ford Global Technologies, Inc. | Pillar trim for inflatable restraint system |
| US7364185B2 (en) | 2002-07-29 | 2008-04-29 | Toyoda Gosei Co., Ltd. | Occupant protecting device and air bag device for rear-end collision mounted on vehicle |
| US7648160B2 (en) | 2002-07-29 | 2010-01-19 | Toyoda Gosei Co., Ltd. | Air bag device for rear-end collision mounted on vehicle |
| US7290798B2 (en) | 2003-05-14 | 2007-11-06 | Toyoda Gosei Co., Ltd. | Folding method of airbag for rear-end collision and airbag device for rear-end collision |
| US7621558B2 (en) | 2003-05-14 | 2009-11-24 | Toyoda Gosei Co., Ltd. | Folding method of airbag for rear-end collision and airbag device for rear-end collision |
| US9016717B1 (en) | 2014-06-19 | 2015-04-28 | Toyota Motor Engineering & Manufacturing North America, Inc. | Curtain airbag for vertical and angular motion of occupant in rollover |
| JP2016003006A (en) * | 2014-06-19 | 2016-01-12 | トヨタ モーター エンジニアリング アンド マニュファクチャリング ノース アメリカ，インコーポレイティド | Curtain airbag for vertical and angular motion of occupant in rollover |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3107383B2 (en) | 2000-11-06 |
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