Occupant protection device for vehicle
By setting a restraint unit and an impact absorption mechanism on the periphery of the seat back, the adaptability problem of the occupant restraint device to diverse occupant postures and seat positions is solved, and effective occupant restraint and injury reduction are achieved.
Patent Information
- Application Number
- CN202380078450.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-12-02
- Filing Date
- 2023-11-02
- Publication Date
- 2025-07-11
AI Technical Summary
The existing occupant restraint devices are difficult to adapt to the diverse occupant posture and seat positions, and it is difficult to effectively suppress rebound after collision, resulting in high occupant damage value.
A vehicle occupant protection device is designed, by providing a restraining unit on the peripheral part of the seat back, which protrudes forward and bends in an emergency, and combines the impact absorption mechanism and the fragile part to absorb the kinetic energy of the occupant and prevent rebound.
Effectively restrain the occupants, suppress rebound after collision, reduce the occupants' damage value, and maintain stable restraint performance regardless of the seat position.
Smart Images
Figure CN120303150A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a vehicle occupant protection device for restraining an occupant in an emergency of the vehicle. Background Art
[0002] In the past, occupant restraint devices mounted on vehicles have been evaluated in a pre-determined occupant posture, occupant physique, and seat position during evaluations such as safety regulations and safety performance tests (NCAP: new car assessment programme). Therefore, most of the current occupant restraint devices are optimized structures according to the examples in these evaluation criteria.
[0003] For example, in the occupant restraint device 100 of the applicant according to Patent Document 1, as Figure 2 shown, assuming an occupant P sitting on a seat 110, the occupant P can be sufficiently restrained by airbags 120a and 120b supported by tension cloths 130a and 130b.
[0004] Prior Art Documents
[0005] Patent Documents
[0006] Patent Document 1: Japanese Patent No. 6892519 Summary of the Invention
[0007] Problems to be Solved by the Invention
[0008] In recent years, due to the penetration of technologies such as advanced driving assistance systems (ADAS) and highly automated driving (HAD), the postures of occupants in the vehicle interior have also become diverse. Therefore, in occupant restraint devices, it is also desired to be able to accommodate more diverse occupant postures and seat positions.
[0009] To meet the above requirements, in addition to the method of restraining an occupant by greatly expanding and deploying airbags 120a and 120b as in the occupant restraint device 100 of Patent Document 1, for example, other methods of restraining an occupant are sometimes required. Moreover, in such a case, safer occupant restraint that suppresses rebound (bouncing back phenomenon) after a collision is also required.
[0010] In view of such problems, an object of the present invention is to provide a vehicle occupant protection device that can efficiently restrain an occupant.
[0011] Means for Solving the Problems
[0012] In order to solve the above problems, a representative structure of the occupant protection device for a vehicle according to the present invention is an occupant protection device for a vehicle, which includes a seat of the vehicle and one or more restraint units for restraining an occupant sitting on the seat in an emergency of the vehicle. The seat is characterized by having a seat cushion portion for supporting the buttocks of the occupant and a seat back portion for supporting the back of the occupant. The restraint unit moves and deforms by winding from the peripheral portion of the seat back portion to the front of the occupant in an emergency of the vehicle to restrain the occupant.
[0013] According to the above structure, in an emergency, the restraint unit protrudes and bends forward of the seat back portion, so as to wind around to the front of the occupant and move and deform, and can restrain the occupant, thereby preventing the occupant from moving forward. In particular, the occupant protection device for a vehicle is configured to be added to the peripheral portion of the seat back portion and can be integrated with the seat. Therefore, the relative distance between the restraint unit and the occupant does not affect the position of the seat in the vehicle interior. Therefore, according to the above structure, stable occupant restraint performance can be achieved regardless of the position of the seat.
[0014] The above restraint unit may also move and deform by winding from the peripheral portion of the seat back portion to the front of the occupant in an emergency of the vehicle, so as to restrain the upper body or head of the occupant.
[0015] According to the above structure, by restraining the upper body and head of the occupant with the restraint unit in an emergency, the occupant can be prevented from moving forward. Therefore, according to the above structure, stable occupant restraint performance can be achieved regardless of the position of the seat.
[0016] The occupant protection device for a vehicle further includes a shock absorption mechanism, which absorbs the shock when the restraint unit restrains the upper body or head of the occupant. The shock absorption mechanism is linked to the movement and deformation of the restraint unit in an emergency of the vehicle, so that one or both of the seat cushion portion or the seat back portion move forward.
[0017] According to the above structure, when the restraint unit restrains the upper body or head of the occupant from the front, the seat moves forward through the shock absorption mechanism, which can absorb the kinetic energy when restraining the occupant and suppress the rebound phenomenon, and further suppress the injury value of the occupant.
[0018] The above shock absorption mechanism includes a vulnerable portion provided on the frame of the seat back portion. The vulnerable portion may also deform in linkage with the movement and deformation of the restraint unit in an emergency of the vehicle to move the seat back portion forward.
[0019] According to the above structure, when the restraint unit restrains the upper body and head of the occupant from the front, the backrest of the seat tilts forward and moves through the deformation of the vulnerable part, so as to absorb the kinetic energy when restraining the occupant, suppress the rebound phenomenon, and further suppress the injury value of the occupant.
[0020] The above shock absorption mechanism includes a seat slider unit disposed on the floor of the vehicle and supporting the seat cushion part, and the seat slider unit can also move the seat cushion part forward in conjunction with the movement and deformation of the restraint unit in the event of an emergency in the vehicle.
[0021] According to the above structure, when the restraint unit restrains the upper body and head of the occupant from the front, the seat cushion part also slides forward through the seat slider unit, which can absorb the kinetic energy when restraining the occupant, suppress the rebound phenomenon, and further suppress the injury value of the occupant.
[0022] The above restraint unit may have a plurality of restraint blocks connected in series in the front-back direction along the backrest of the seat in a non-moving state, and all or a part of the plurality of restraint blocks have tapered portions on the backrest side of the seat.
[0023] According to the above structure, the plurality of restraint blocks bend inward toward the backrest of the seat by using the tapered portions, and can restrain the occupant.
[0024] The occupant protection device for the vehicle may further include: a sliding shaft, which is disposed along the front-back direction of the backrest of the seat at the peripheral portion of the backrest of the seat and slidably holds the restraint unit; a first motor, which slides the restraint unit forward in an emergency.
[0025] According to the above structure, in an emergency, the restraint unit can be moved forward to the seat to restrain the occupant.
[0026] The above restraint unit may have a chain or a wire passing through and connecting a plurality of restraint blocks, the chain or the wire passes through the tapered portions of the respective restraint blocks, the chain or the wire is tightened backward in conjunction with the forward movement of the restraint unit, and the respective restraint blocks are inclined toward the tapered portion side, whereby the restraint unit moves and deforms.
[0027] According to the above structure, in an emergency, the restraint unit can be moved and deformed to restrain the occupant.
[0028] The above restraint unit further includes: a gear for winding the chain or a pulley for winding the wire; a second motor for rotating the gear or the pulley, and by rotating the gear or the pulley, the chain or the wire can be wound up to tighten the chain or the wire backward.
[0029] According to the above structure, in an emergency, by tightening the chain or the wire backward, the restraint unit can be moved and deformed to restrain the occupant.
[0030] It is also possible to provide a plurality of the above-described one or more restraint units, and a pair of the plurality of restraint units are provided and respectively disposed at peripheral portions on both sides in the width direction of the seat back portion.
[0031] According to the above structure, by using a pair of restraint units, the upper body and head of an occupant can be efficiently restrained.
[0032] The above-described restraint unit can also extend forward from the side portion of the seat cushion portion in the event of an emergency in a vehicle, and at the same time, move and deform while bending inward in the width direction of the seat cushion portion to restrain the vicinity of the knees of the occupant from the front.
[0033] According to the above structure, in the event of an emergency, by using the restraint unit, it is possible to prevent the knees of the occupant from moving forward. In particular, the occupant protection device for a vehicle is configured to be added to the side portion of the seat cushion and can be integrated with the seat. Therefore, the relative distance between the restraint unit and the knees is not affected by the position of the seat track. Therefore, according to the above structure, stable occupant restraint performance can be exhibited regardless of the position of the seat track.
[0034] The above-described restraint unit may have a plurality of restraint blocks arranged and connected in the front-rear direction of the seat cushion portion in a non-moving state, and all or a part of the plurality of restraint blocks have tapered portions on the seat cushion portion side.
[0035] According to the above structure, by tilting each restraint block toward the tapered portion side, the entire restraint unit can be bent toward the seat cushion portion side to restrain the vicinity of the knees of the occupant.
[0036] The occupant protection device for a vehicle may further include: a guide member that is provided to extend in the front-rear direction of the seat cushion portion at the side portion of the seat cushion portion and slidably holds the restraint unit; and an actuator that slides the restraint unit forward in the event of an emergency.
[0037] According to the above structure, a mechanism for moving the restraint unit in the event of an emergency can restrain the vicinity of the knees of the occupant.
[0038] The above-described restraint unit has a chain or a wire that penetrates and connects a plurality of restraint blocks, the chain or the wire penetrates the tapered portions of the respective plurality of restraint blocks, the chain or the wire is tensioned rearward in conjunction with the forward movement of the restraint unit, and each of the plurality of restraint blocks tilts toward the tapered portion side, whereby the restraint unit moves and deforms.
[0039] According to the above structure, a mechanism can be realized that tilts each restraint block toward the tapered portion side and bends the entire restraint unit toward the seat cushion portion side.
[0040] The above-mentioned restraint unit may also have a prescribed pulley and a gear that rotates in conjunction with the pulley. The chain or wire rope is a chain and is in a state of meshing with the gear. The occupant protection device for a vehicle may also have a wire rope for the pulley that connects the seat cushion part and the pulley. When the restraint unit moves forward, the pulley and the gear are tightened by the wire rope for the pulley and rotate, and the chain is wound up by the gear to tighten the chain backward.
[0041] According to the above structure, a mechanism that can bend the entire restraint unit toward the seat cushion part can be realized.
[0042] The above-mentioned chain or pulley may also be plastically deformed due to the load when restraining the occupant, making the chain unable to move. According to this structure, when restraining the occupant, the bent shape of the restraint unit is maintained, and the knees of the occupant can be appropriately restrained.
[0043] One or more of the above-mentioned restraint units may be provided in plurality, and a pair of the plurality of restraint units may be provided and respectively arranged on both side portions in the width direction of the seat cushion part.
[0044] According to the above structure, since a pair of restraint units bend forward and protrude toward the seat cushion part in an emergency, the restraint units can effectively restrain the vicinity of the knees of the occupant from the front, and the movement of the knees and the like forward can be prevented.
[0045] Advantages of the Invention
[0046] According to the present invention, an occupant protection device for a vehicle that can effectively restrain an occupant can be provided. BRIEF DESCRIPTION OF THE DRAWINGS
[0047] Figure 1 is a diagram illustrating an occupant protection device for a vehicle according to a first embodiment of the present invention.
[0048] Figure 2 is an illustration of Figure 1 a state in which the protection device in (b) further moves.
[0049] Figure 3 is Figure 1 an exploded view of the protection device in (a).
[0050] Figure 4 is an illustration of Figure 3 the process of movement of the restraint unit.
[0051] Figure 5 is an illustration of Figure 4 the process of movement and deformation of the restraint unit in (b).
[0052] Figure 6 is an illustration of Figure 5 the vicinity of the motor and the gear in (a).
[0053] Figure 7 is a diagram illustrating Figure 2 a modified example of the restraint unit of (b).
[0054] Figure 8 is a diagram illustrating Figure 2 a modified example of the shock absorption mechanism of (b).
[0055] Fig. 9 is a diagram illustrating Figure 6 a modified example of the restraint unit of
[0056] Fig.10 is a diagram illustrating the vehicle occupant protection device according to the second embodiment of the present invention.
[0057] Fig.11 is Fig.10 an exploded view of the protection device of (a).
[0058] Fig.12 is a diagram illustrating Fig.11 the guide rail and the slider of
[0059] Fig.13 is a view of observing the Fig.11 seat side panel of
[0060] Fig.14 is a diagram illustrating Fig.11 the process of movement of the restraint unit of
[0061] Fig.15 is a diagram illustrating Fig.14 the bending operation process of the restraint unit of (b).
[0062] Fig.16 is a diagram illustrating Fig.15 the characteristics of the chain of (a).
[0063] Fig.17 is a diagram illustrating Fig.14 a modified example of the pulley of (a).
[0064] Fig.18 is a diagram illustrating Fig.13 a modified example of the actuator of
[0065] Fig.19 is a diagram illustrating Fig.14 a modified example of the restraint unit of
[0066] Fig. 20 is a diagram illustrating Fig.13 a modified example of the vehicle occupant protection device of
[0067] Fig.21 is a diagram illustrating a modified example of the restraint unit Fig.15 . Detailed Description of the Invention
[0068] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In addition, in this specification and the drawings, elements having substantially the same functions and structures are denoted by the same reference numerals, and redundant descriptions are omitted. Further, elements not directly related to the present invention are not shown in the drawings.
[0069] Figure 1 is a diagram illustrating an occupant protection device for a vehicle (hereinafter referred to as protection device 100) according to the first embodiment of the present invention. Figure 1 (a) is a diagram illustrating the state of the protection device 100 before movement.
[0070] In the present embodiment, when the occupant 104 is seated in a regular posture relative to the seat 102, the direction in which the occupant 104 faces is defined as the front, the opposite direction of the back is defined as the rear, the right side of the occupant 104 is defined as the right direction, and the left side of the occupant 104 is defined as the left direction. Further, when the occupant 104 is seated in a regular posture, the head direction of the occupant 104 is defined as the upper direction, and the foot direction of the occupant 104 is defined as the lower direction. In the accompanying drawings used in the following description, as needed, arrows F (Forward), B (Back), L (Left), R (Right), U (Up), and D (Down) are used to represent the front, rear, left, right, upper, and lower directions based on the occupant 104 in the regular seating position.
[0071] The seat 102 includes a seat cushion portion 106 that supports the buttocks of the occupant 104 and a seat back portion 107 that supports the back of the occupant 104. Among them, the protection device 100 of the present embodiment is mounted near the shoulders of the occupant 104 in the peripheral portion 109 of the seat back portion 107 of the seat 102. The protection device 100 can be provided on any seat in the front row, rear row, or even on either the left or right side of the vehicle.
[0072] Figure 1 (b) is a diagram illustrating Figure 1A diagram showing the state of the protection device 100 in (a) when it is moving. The protection device 100 has a plurality of restraint units 108a, 108b. In the present embodiment, a pair of restraint units 108a, 108b are symmetrically arranged on the peripheral portions 109 on both sides in the width direction of the seat backrest 107. The restraint unit 108a is arranged at the left part of the peripheral portion 109 of the seat backrest 107, and the restraint unit 108b is arranged at the right part of the peripheral portion 109 of the seat backrest 107.
[0073] In an emergency of the vehicle, the restraint units 108a, 108b project forward from the left and right peripheral portions of the seat backrest 107, and bend and extend around the front of the occupant 104 to restrain the vicinity of the shoulders in the upper body of the occupant 104 from the front. Thereby, the protection device 100 prevents the occupant 104 from moving forward from the seat 102.
[0074] Figure 2 Illustrates Figure 1 A diagram showing the state of further movement of the protection device 100 in (b). Figure 2 (a) Illustrates Figure 1 (b) The state of movement of the seat 102.
[0075] In addition to the restraint units 108a, 108b, the protection device 100 further includes a shock absorption mechanism ( Figure 2 the vulnerable parts 110a, 110b in (b)). The shock absorption mechanism absorbs the shock when the restraint units 108a, 108b perform restraint, and prevents the rebound phenomenon of the occupant 104 from rebounding when being restrained.
[0076] Figure 2 (b) Illustrates Figure 1 (b) A diagram of the seat 102. In Figure 2 (b), the skin or seat cushion (e.g., polyurethane material) of the seat 102 is omitted, and only the seat frame 103 is illustrated. The seat frame 103 is a component that forms the skeleton and is built into the seat backrest 107.
[0077] In the present embodiment, vulnerable parts 110a, 110b are provided on the left and right side frames 105a, 105b of the seat frame 103. The side frames 105a, 105b are parts of the seat frame 103 along the left and right sides of the seat backrest 107. The vulnerable parts 110a, 110b can be realized by providing a thin-walled part on the side frames 105a, 105b, or providing a bead that induces deformation, and further providing a notch or a thinning part on the side frames 105a, 105b.
[0078] Figure 2 (c) Illustrates Figure 2(a) Seat 102 diagram. The vulnerable parts 110a, 110b deform in conjunction with the movement and deformation of the restraint units 108a, 108b (refer to Figure 2 (a)) during a vehicle emergency, causing the seat backrest 107 to move forward and tilt. Thus, the impact when the restraint units 108a, 108b restrain the upper body of the occupant 104 from the front is absorbed, and the rebound phenomenon of the occupant 104 is suppressed.
[0079] Figure 3 Is Figure 1 (a) Exploded view of the protection device 100. The protection device 100 is configured to include a sliding unit 112 and a restraint unit 108a between the side frame 105a and the cover portion 114.
[0080] The sliding unit 112 is mainly composed of a sliding base 116, a sliding shaft 120, a sliding table 126, and a first motor 128.
[0081] The sliding base 116 is the base of the sliding unit 112 and is assembled to the side frame 105a using bolts 124a - 124d. At this time, support brackets 111 for assisting the installation of the sliding base 116 are provided on the side frame 105a.
[0082] The sliding shaft 120 is provided extending in the front - rear direction of the seat backrest 107 (refer to Figure 2 (b)). The sliding shaft 120 has an external thread on its outer circumference and can be rotated by the motor 128. On the sliding base 116, a shaft 130 without a screw is also provided in parallel with the sliding shaft 120.
[0083] The sliding table 126 is slidably held on the sliding shaft 120 and the shaft 130, and the restraint unit 108a is installed. The sliding table 126 has through - holes 141a, 141b through which the sliding shaft 120 and the shaft 130 pass. Among them, an internal thread meshing with the external thread of the sliding shaft 120 is provided on the inner circumference of the through - hole 141a.
[0084] The motor 128 is provided on the rear end side of the sliding base 116 and receives a signal from the vehicle side to rotate the sliding shaft 120.
[0085] Since the internal thread of the through - hole 141a meshes with the external thread of the sliding shaft 120, when the sliding shaft 120 rotates by the drive of the motor 128, the sliding table 126 is conveyed forward along the external thread of the sliding shaft 120. According to these structures, in an emergency, the sliding unit 112 moves the restraint unit 108a forward toward the seat backrest 107 (refer to Figure 1 (b)) through the drive of the motor 128, thereby being able to restrain the occupant 104.
[0086] The restraint unit 108a is in a state where a plurality of restraint blocks 172 are connected in the front-rear direction. The restraint unit 108a is connected to the bolt holes 142a, 142b of the sliding table 126 via bolts 138a, 138b and spacers 140a, 140b in the bolt holes 136a, 136b of the restraint block 174 on the rear end side.
[0087] A second motor 152 is provided on the rear end side of the restraint unit 108a. The drive of the second motor 152 is transmitted to a pair of gears 150a, 150b described later via a shaft 146.
[0088] In addition, in order to be able to adjust the relative positional relationship between the restraint unit 108a and the occupant 104, a spacer or an adjustment mechanism can also be provided between the sliding base 116 and the side frame 105a.
[0089] The cover portion 114 is a resin-made component, for example, and covers the restraint unit 108a and is mounted on the side frame by inserting claws 115 provided on the edge into insertion holes 118 of the side frame 105a and the like.
[0090] Figure 4 It is a diagram illustrating Figure 3 the moving process of the restraint unit 108a. Figure 4 (a) is a diagram illustrating Figure 3 the state of the restraint unit 108a before moving.
[0091] As Figure 4 (a) illustrates, in the non-moving state, the restraint unit 108a is in a state where a plurality of restraint blocks 172 are arranged and connected in the front-rear direction along the seat back portion 107 (refer to Figure 2 (b)). The restraint block 172 is formed of a material having a certain degree of flexibility and can restrain the vicinity of the shoulder of the occupant 104 (refer to Figure 1 (b)) without burden.
[0092] The restraint unit 108a is held in the sliding unit 112. In addition, a motor 152, a gear box 153, and a pair of gears 150a, 150b are provided on the restraint block 174 at the rear end of the restraint unit 108a.
[0093] Figure 4 (b) is a diagram illustrating Figure 4 (a) the moving state of the restraint unit 108a. When a vehicle collision or the like occurs, movement signals are respectively sent to the motor 128 of the sliding unit 112 and the motor 152 of the restraint unit through various sensors and the control unit.
[0094] As referred to Figure 3As described, when the motor 128 rotates, the restraint unit 108a moves forward via the slide table 126. Further, when the motor 152 rotates, the gears 150a and 150b rotate, each restraint block 172 moves and deforms, and the entire restraint unit 108a moves and deforms in a bent shape.
[0095] Figure 5 illustrates Figure 4 a diagram showing the movement and deformation process of the restraint unit 108a in (b). Figure 5 (a) illustrates Figure 4 a diagram showing the internal structure of the restraint unit 108a corresponding to (a). Since the gears 150a and 150b have the same structure, the following description will be made taking the gear 150a as an example.
[0096] Inside the restraint unit 108a, a chain 176 is provided which passes through and connects the respective restraint blocks 172. One end 176a of the chain 176 is fixed to the front restraint block 178, and the middle portion 176b protrudes from the rear restraint block 174 and is wound around the gear 150a and then folded back, passing through the respective restraint blocks 172 again, and the other end 176c is fixed to the front restraint block 178.
[0097] On each restraint block 172, two rows of through holes 180a and 180b through which the chain 176 passes are provided. Further, each restraint block 172 is provided with a tapered portion 182 at a position on the seat backrest 107 side ( Figure 5 the right side in (a)). At this time, the through hole 180a passes through the tapered portion 182 of each restraint block 172, and the through hole 180b passes through the opposite side of the tapered portion 182 of each restraint block 172.
[0098] The gear 150a is in a state where the chain 176 is engaged. This gear 150a is connected to the motor 152 (refer to Figure 6 (a)) via a shaft 146 and rotates in conjunction with the motor 152. Therefore, when the motor 152 is driven, the gear 150a rotates, and the chain 176 is wound from the through hole 180a and sent out to the through hole 180b side.
[0099] Figure 5 (b) illustrates Figure 5 a diagram showing the state of the restraint unit 108a in (a) after movement and deformation. As described above, the through hole 180a passes through the tapered portion 182 of the restraint block 172. Therefore, when the gear 150a rotates and winds up the chain 176 in the through hole 180a and pulls it rearward, the plurality of restraint blocks 172 tilt toward the tapered portion 182 side respectively. As a result, the entire restraint unit 108a becomes a state of being bent toward the seat backrest 107 side ( Figure 5 the right side in (b)).
[0100] Figure 6 illustrates Figure 5 a view near the electric motor 152 and the gears 150a, 150b of (a). Figure 6 (a) is an enlarged view illustrating Figure 5 the electric motor 152 and the gears 150a, 150b of (a).
[0101] The electric motor 152 is connected to the gearbox 153. The gearbox 153 is internally provided with a shaft 154 with gears and a pinion 144, which transforms the rotational force of the electric motor 152 in the orthogonal direction.
[0102] Figure 6 (b) illustrates Figure 6 a view of the pinion 144 and the gears 150a, 150b of (a). The pinion 144 is connected to the gears 150a, 150b through a shaft 146, and transmits the rotational force of the electric motor 152 (refer to Figure 6 (a)) to the gears 150a, 150b. The gears 150a, 150b wind the chain 176 by rotating through the pinion 144.
[0103] Figure 6 (c) is a schematic structural diagram of the protection device 100 adopting Figure 6 the electric motor 152 of (a). In addition to the above-mentioned restraint unit 108a, etc., the protection device 100 also utilizes a camera 224, a radar 226, a lidar (LiDAR) 228, and an ECU 230 (Electronic Control Unit) as an electronic control device.
[0104] The ECU 230 can implement a so-called advanced driver assistance system (ADAS (Advanced Driver-Assistance Systems)). The ECU 230 can detect or predict contact with an object by using image analysis of the camera 224, measurement of radio waves of the radar 226, and measurement of laser of the lidar 228, etc., and sends a collision prediction signal 232 to the control unit 234.
[0105] When receiving the collision prediction signal, the control unit 234 sends movement signals to the electric motors 128, 152 respectively. And, through the movement of the electric motor 128, the sliding unit 112 (refer to Figure 4 (b)) moves, and the restraint unit 108a slides forward. And, through the movement of the electric motor 152, the restraint unit 108a (refer to Figure 5 (b)) bends forward toward the occupant.
[0106] In the protection device 100, for example, a limit switch 236 can be provided at a specified position on the seat back 107 (refer to Figure 1 (a)). The limit switch 236 is connected to the control unit 234 and can accept the user's operation to stop the motor 152 and release the restraint of the restraint unit 108a.
[0107] Thus, by bringing the motors 128 and 152 under the management of the ECU 230, the protection device 100 can construct a system that can predict a collision before it occurs or move the restraint unit 108a (refer to Figure 1 (b)) within a very short time period during a collision (e.g., within 20 ms after the collision).
[0108] As described above, according to the protection device 100 of the present embodiment, in an emergency, the restraint units 108a and 108b (refer to Figure 1 (b)) protrude forward and bend toward the seat back 107, and thus move and deform by winding around in front of the occupant. Thereby, the upper body of the occupant 104 can be restrained to prevent the occupant 104 from moving forward. In particular, the protection device 100 is configured to be added to the peripheral portion 109 of the seat back 107 and can be integrated with the seat 102. Therefore, the relative distance between the restraint units 108a and 108b and the upper body of the occupant 104 is not affected by the position of the seat 102 in the vehicle interior. Therefore, according to the protection device 100, stable occupant restraint performance can be exhibited regardless of the position of the seat 102.
[0109] In the protection device 100, in addition to the restraint units 108a and 108b, an impact absorption mechanism for absorbing the impact of the seat 102 ( Figure 2 (b) the vulnerable parts 110a and 110b) is also provided. And through this impact absorption mechanism, in an emergency of the vehicle, the seat back 107 can be moved forward in conjunction with the movement and deformation of the restraint units 108a and 108b.
[0110] According to the above structure, when the restraint units 108a and 108b restrain the upper body of the occupant 104 from the front, by using the deformation of the vulnerable parts 110a and 110b to make the seat back 107 tilt forward and move, the kinetic energy when restraining the occupant can be absorbed, the rebound phenomenon can be suppressed, and further the injury value of the occupant 104 can be suppressed. By having these restraint units 108a and 108b and the vulnerable parts 110a and 110b as the impact absorption mechanism, the protection device 100 can effectively restrain the occupant 104.
[0111] In addition, in the present embodiment, the chain 176 (refer to Figure 5 (b)) For example, a material or shape that plastically deforms when a certain degree of load is applied from the occupant 104 (refer to Figure 1 (b)) can be adopted. For example, the chain 176 can have the property of plastically deforming in the load input area when restraining the vicinity of the occupant 104's shoulders and remaining in a permanent deformation even when the load is removed. If the chain 176 is like this, then for example, it can plastically deform in the through-hole 180a on the tapered portion 182 side of Figure 5 (b) and exhibit the property of not being able to move within the through-hole 180a.
[0112] In addition, the restraint units 108a, 108b also form a plastically deformable structure together with the chain 176, thereby further suppressing the load that can be applied to the occupant 104. For example, the load is transmitted from the restraint units 108a, 108b to the vicinity of the shoulders, but by making the restraint units 108a, 108b plastically deformable, an upper limit is set for the load that can be applied to the occupant 104 so that it does not exceed the injury tolerance value near the shoulders or the like, thereby avoiding the risk of injury to the occupant 104.
[0113] (Modified Example)
[0114] Figure 7 Illustrates Figure 2 (b) A diagram of a modified example of the restraint units 108a, 108b. In the following description, the same reference numerals are given to the components that have been described, and thus their descriptions are omitted. In addition, components with the same name as the components that have been described have the same configuration and function even if they are given different reference numerals.
[0115] Figure 7 (a) A pair of restraint units 200a, 200b are provided on the left and right shoulders 202a, 202b in the peripheral portion 109 of the seat backrest 107. The restraint units 200a, 200b move and deform while bending from above with respect to the shoulders of the occupant 104 (refer to Figure 1 (a)) and can restrain the vicinity of both shoulders. By these restraint units 200a, 200b, the upper body of the occupant 104 can also be effectively restrained.
[0116] Figure 7 (b) A pair of restraint units 204a, 204b are provided at the corners 206a, 206b of the left and right shoulder portions in the peripheral portion 109 of the seat backrest 107. The restraint units 204a, 204b move and deform while bending from obliquely above with respect to the shoulders of the occupant 104 (refer to Figure 1 (a)) and can restrain the vicinity of both shoulders. By these restraint units 204a, 204b, the upper body of the occupant 104 can also be effectively restrained.
[0117] Figure 7 A pair of the restraint units 208a and 208b in (c) are provided on the left and right peripheral portions 212a and 212b of the headrest 210 in the seat backrest 107. The restraint units 208a and 208b move and deform while bending from the left and right with respect to the head of the occupant 104 (refer to Figure 1 (a)), and can restrain the head from the front. According to the restraint units 208a and 208b, the head of the occupant 104 can be restrained efficiently.
[0118] Figure 8 illustrates Figure 2 a modified example of the shock absorption mechanism in (b). Figure 8 (a) illustrates the shock absorption mechanism before movement.
[0119] The shock absorption mechanism is implemented as a seat sliding unit 260, which is provided on the floor of the vehicle and supports the seat cushion portion 106. In the event of an emergency in the vehicle, the seat sliding unit 260 moves and deforms in conjunction with the restraint units 108a and 108a, causing the seat cushion portion 106 to slide forward and absorbing the shock when the restraint units 108a and 108b restrain the occupant.
[0120] The seat sliding unit 260 is configured to include: a rail-shaped seat slider 262 provided on the floor; a guide bracket 264 slidably held on the seat slider 262; and an absorber 268 spanned between the seat slider 262 and the guide bracket 264. A pair of absorbers 268 are provided front and rear.
[0121] The absorber 268 is made of an elastic body and is normally provided in a compressed state between the guide bracket 264 and the seat slider 262. The absorber 268 is connected to the seat cushion portion 106 via a seat adjuster 270.
[0122] Figure 8 (b) illustrates Figure 8 the state where the absorber 268 in (a) is released. In the event of an emergency in the vehicle, the guide bracket 264 is unlocked in conjunction with the movement and deformation of the restraint units 108a and 108b, whereby the absorber 268 is released from the compressed state and the seat backrest 107 is moved forward via the seat adjuster 270.
[0123] Through the seat sliding unit 260, it is also possible to absorb the impact when the restraint units 108a, 108b, etc. restrain the upper body or head of the occupant 104 from the front, and suppress the rebounding phenomenon of the occupant 104. The protection device 100 can absorb the kinetic energy when restraining the occupant and suppress the rebounding phenomenon by having the seat sliding unit 260 instead of the vulnerable parts 110a, 110b, or by having the seat sliding unit 260 together with the vulnerable parts 110a, 110b, further suppressing the injury value of the occupant 104 and effectively restraining the occupant 104.
[0124] Fig. 9 is an illustration of Figure 6 a modified example (restraint unit 280) of the restraint unit 108. Fig. 9 (a) is an illustration of the corresponding Figure 6 (a) of the restraint unit 280. The difference in the structure between the restraint unit 280 and the restraint unit 108 is that instead of Figure 6 (a)'s gear 150a and chain 176, it has a pulley 282 and a wire 284.
[0125] The wire 284 is the same as the chain 176 (refer to Figure 6 (a)), passes through the through holes 180a, 180b to penetrate the restraint block 174, etc., and one end and the other end are fixed to the front restraint block 178, and the middle part is exposed from the rear restraint block 174 and wound around the pulley 282.
[0126] Fig. 9 (b) is an illustration of the corresponding Figure 6 (b) of the restraint unit 280. Since the through hole 180a penetrates the tapered part 182 of the restraint block 174, etc., when the pulley 282 rotates to wind the wire 284 in the through hole 180a and pull it backward, each restraint block tilts toward the tapered part 182 side. As a result, the entire restraint unit 280 becomes a state of bending toward the seat cushion part 106 side (refer to Figure 1 (b)).
[0127] Fig. 9 (c) is Fig. 9 (a)'s arrow B diagram of the pulley 282. The wire 284 is fixed to the pulley 282 using a wedge 286.
[0128] Fig. 9 (d) is an illustration of Fig. 9 (c)'s state where the pulley 282 rotates. Since the wire 284 is fixed to the pulley 282 by the wedge 286, when the pulley 282 rotates, the wire 284 is pulled out from the restraint block 174 (refer to Fig. 9 (b)'s through hole 180a.
[0129] Fig. 9 (e) is Fig. 9 A perspective view of the wedge member 286 of (a). The wedge member 286 is conical, and the wire 284 passes through orthogonally to the axis.
[0130] Fig. 9 (f) is Fig. 9 A sectional view of the wedge member 286 of (e). The wedge member 286 can be fixed to the wire 284 by passing the wire 284 through the through-hole 288 and fastening the fastening screw 292 to the central threaded hole 290.
[0131] As described above, by using the pulley 282 and the wire 284, it is also possible to tilt each restraint block 172 (see Figure 6 (b)) toward the seat cushion portion 106 of the seat (see Figure 1 (b)) side, and deform the restraint unit 280 from the side of the seat cushion portion 106 of the seat to a bent shape forward.
[0132] Fig.10 It is a view showing a vehicle occupant protection device (hereinafter referred to as protection device 300) according to a second embodiment of the present invention. Fig.10 (a) is a view showing the state before the movement of the protection device 300.
[0133] In the present embodiment, when the occupant 304 is seated on the seat 302 in a regular posture, the direction toward which the occupant 304 faces is defined as the front, the opposite back direction is defined as the rear, the right hand side of the occupant 304 is defined as the right direction, and the left hand side of the occupant 304 is defined as the left direction. Further, when the occupant 304 is seated in a regular posture, the head direction of the occupant 304 is defined as the upper, and the foot direction of the occupant 304 is defined as the lower. In the drawings used in the following description, as needed, arrows F (Forward), B (Back), L (Left), R (Right), U (Up), D (Down) are used to represent the front, back, left, right, up, and down directions based on the occupant 304 in the regular seating position.
[0134] The seat 302 has a seat cushion portion 306 that supports the buttocks of the occupant 304 and a seat back 307 that supports the back of the occupant 304. Among them, the protection device 300 of the present embodiment is mounted on the side portion of the seat cushion portion 306 of the seat 302. This protection device 300 can be provided on any seat in the front row, rear row, or even on either the left or right side of the vehicle.
[0135] Fig.10 (b) is an illustration of Fig.10A diagram showing the state of the protection device 300 in (a) when it moves. When the vehicle is in an emergency, the restraint unit 308 of the protection device 300 is bent and protruded around the front of the seat cushion portion 306, and restrains the vicinity of the knees of the occupant 304 from the front. In Fig.10 (b), in addition to setting the protection device 300 on the left side of the seat cushion portion 306, another protection device 310 is also set on the right side of the seat cushion portion 306.
[0136] Fig.11 is Fig.10 An exploded view of the protection device 300 in (a). The protection device 300 is configured to have a restraint unit 308 between the seat side panel 312 and the cover portion 314.
[0137] The seat side panel 312 is a plate-shaped component and is provided on the side portion of the seat cushion portion 306 (refer to Fig.10 (a)). On the seat side panel 312, there are provided a slit 316 extending in the front-rear direction and a plurality of insertion holes 318 for inserting the claws of the cover portion 314.
[0138] The guide rail 320 is a guiding component that slidably holds the restraint unit 308, and is provided on the outside of the seat side panel 312 along the front-rear direction of the seat 302 (refer to Fig.10 (a)). The guide rail 320 is fixed to the seat side panel 312 by bolts 324a and 324b at the connecting portions 322a and 322b at both ends.
[0139] The sliding block 326 is a component for connecting the restraint unit 308 and is slidably mounted on the guide rail 320. The sliding block 326 is temporarily fixed to the rear end side of the guide rail 320 by using safety pins 330a and 330b in two pin holes 328a and 328b and inserting the safety pins 330a and 330b into two pin holes 332a and 332b on the rear end side of the guide rail 320.
[0140] A hook 334 is connected inside the sliding block 326 by fastening or the like. The hook 334 is set to pass through the slit 362 of the guide rail 320 and the slit 316 of the seat side panel 312 and protrude from the seat side panel 312 to the inside of the seat cushion portion 306 (refer to Fig.10 (a)).
[0141] The restraint unit 308 is in a state where a plurality of restraint blocks 372 are connected in the front-rear direction. The restraint unit 308 is connected to the bolt holes 342a and 342b of the sliding block 326 via spacers 340a and 340b by using bolts 338a and 338b in the bolt holes 336a and 336b of the restraint block 374 on the rear end side.
[0142] A pulley 344 is provided on the rear end side of the restraint unit 308. The pulley 344 is a rotating member and is connected to a pair of gears 350a and 350b via a shaft 346. One end of a wire 354 for the pulley, which extends from a reel 352, is connected to the pulley 344.
[0143] The reel 352 is a member that winds and houses the other end side of the wire 354 for the pulley, and is fixed behind the restraint unit 308 on the outer side of the seat side panel 312 by bolts 356a and 356b.
[0144] The cover portion 314 is, for example, a resin member, and is attached to the seat side panel 312 by inserting a claw (not shown) into an insertion hole 318 of the seat side panel 312 and covering the restraint unit 308.
[0145] Fig.12 It is a diagram showing Fig.11 the guide rail 320 and the slider 326. Fig.12 (a) is a diagram of the guide rail 320 and the slider 326 viewed from the side. Fig.11 the guide rail 320 and the slider 326.
[0146] The guide rail 320 is configured such that the upper and lower edges of a long base portion 358 are bent to form gripping portions 360a and 360b. A slit 362 is formed in the base portion 358 between the gripping portions 360a along the length direction. The hook 334 of the slider 326 (see Fig.12 (b)) is inserted into the slit 362.
[0147] The slider 326 is inserted between the base portion 358 of the guide rail 320 and the gripping portions 360a and 360b, and is temporarily fixed to the rear end side of the guide rail 320 by the above-described safety pins 330a and 330b (see Fig.11 ). In the slider 326, bolt holes 342a and 342b for fastening and fixing the restraint unit 308 (see Fig.11 ) are provided within the range exposed from the gripping portions 360a and 360b of the guide rail 320.
[0148] Fig.12 (b) is a cross-sectional view of the restraint unit 308 corresponding to the A-A cross-section of the guide rail 320 in Fig.12 (a).
[0149] The restraint unit 308 is connected to the slider 326 by bolts 338a, and is slidably mounted on the guide rail 320 via the slider 326. From the slider 326, the hook 334 protrudes through the slits 362 and 316 to the inside of the seat side panel 312.
[0150] Fig.13 It is from the seat cushion portion 306 (see Fig.10(a)) inner side pair Fig.11 Seat side panel 312 of the figure observed.
[0151] An actuator 364 is provided inside the seat side panel 312. The actuator 364 is a power source for moving the restraint unit 308 in an emergency, and is connected to the hook 334 of the slider 326 through a wire 366. The actuator 364 is provided on the seat side panel 312 using a bracket 368 and bolts 370a to 370c.
[0152] In the present embodiment, as an example, an actuator 364 of a so-called pyrotechnics using an incendiary agent is employed. When the actuator 364 receives a movement signal from a predetermined control unit, the actuator 364 quickly draws in the wire 366 using the force of combustion, and moves the restraint unit 308 (see Fig.11 ) to the front side of the seat 302.
[0153] Fig.14 Is an example showing Fig.11 Movement and deformation process of the restraint unit 308 of the figure. Fig.14 (a) Is an example showing Fig.11 Movement before state of the restraint unit 308 of the figure.
[0154] As Fig.14 (a) Illustrated, the restraint unit 308 is in a state where a plurality of restraint blocks 372 are connected. The restraint block 372 is formed of a material having a certain degree of flexibility, and can restrain the vicinity of the knees of the occupant 304 (see Fig.10 (b)) without burden.
[0155] A pulley 344 and a pair of gears 350a, 350b are provided on the restraint block 374 at the rear end. A pulley wire 354 extending from the reel 352 is connected to the pulley 344.
[0156] Fig.14 (b) Is an example showing Fig.14 (a) State in the middle of movement of the restraint unit 308 of the figure. When the actuator 364 (see Fig.13 ) is activated to draw in the wire 366, the restraint unit 308 moves to the front of the seat 302 (see Fig.10 (b)), and then the pulley wire 354 is pulled out from the reel 352. And when the restraint unit 308 moves forward to a certain extent or more, the pulley wire 354 in the reel 352 is exhausted.
[0157] Fig.14 (c) Is an example showing Fig.14Diagram of the state where the movement of the restraint unit 308 in (b) is completed. When there is no wire 354 for the pulley in the reel 352, the tension of the wire 354 for the pulley increases, and the pulley 344 rotates by this force. As a result, the gears 350a and 350b connected by the pulley 344 and the shaft 346 rotate, causing the movement deformation of the restraint unit 308.
[0158] Fig.15 illustrates Fig.14 Diagram of the movement deformation process of the restraint unit 308 in (b). Fig.15 (a) illustrates the corresponding Fig.14 Diagram of the internal structure of the restraint unit 308 corresponding to (b). Since the gears 350a and 350b have the same structure, the following will take the gear 350a as an example for illustration.
[0159] Inside the restraint unit 308, a chain 376 that penetrates and connects the respective restraint blocks 372 is provided. One end 376a of the chain 376 is fixed to the front restraint block 378, and the middle part 376b protrudes from the rear restraint block 374, is wound around the gear 350a, and then turns back, passes through the respective restraint blocks 372 again, and the other end 376c is fixed to the front restraint block 378.
[0160] On each restraint block 372, two rows of through holes 380a and 380b through which the chain 376 passes are provided. In addition, each restraint block 372 is respectively provided with a tapered portion 382 on the side of the seat cushion portion 306 ( Fig.15 (the right side in (a)). At this time, the through hole 380a penetrates the tapered portion 382 of each restraint block 372, and the through hole 380b penetrates the opposite side of the tapered portion 382 of each restraint block 372.
[0161] The gear 350a is in a state where the chain 376 is engaged. This gear 350a is connected to the pulley 344 through the shaft 346 and rotates in conjunction with the pulley 344. Therefore, when the pulley 344 is tightened and rotated by the wire 354 for the pulley (refer to Fig.14 (c)), the gear 350a rotates, and the chain 376 is wound from the through hole 380a and sent out to the side of the through hole 380b.
[0162] Fig.15 (b) illustrates Fig.15 Diagram of the state after the movement deformation of the restraint unit 308 in (a). As described above, the through hole 380a penetrates the tapered portion 382 of the restraint block 372. Therefore, when the gear 350a rotates and winds up the chain 376 in the through hole 380a and pulls it backward, the plurality of restraint blocks 372 respectively tilt toward the tapered portion 382 side. As a result, the whole of the restraint unit 308 becomes toward the seat cushion portion 306 side ( Fig.15(bent state on the right side in (b)).
[0163] In this way, when the actuator 364 (refer to Fig.13 ) is activated and the restraint unit 308 (refer to Fig.14 ) moves forward, due to the tension of the wire 354 via the pulley, the pulleys 344 and the gears 350a, 350b rotate, and the chain 376 is wound and tightened rearward. As a result, each restraint block 372 tilts toward the seat cushion portion 306. Thus, the restraint unit 308 moves and deforms so as to extend forward from the seat cushion portion 306 (refer to Fig.10 (b)) and bend inward in the width direction of the seat cushion portion 306, and restrains the vicinity of the knees of the occupant 304 from the front.
[0164] According to the above structure, since in an emergency, the restraint unit 308 (refer to Fig.10 (b)) bends forward and protrudes toward the seat cushion portion 306, the restraint unit 308 effectively restrains the vicinity of the knees of the occupant 304 from the front. Thus, the load from the occupant can be effectively absorbed from the knees via the femur, and the forward movement of the occupant can be sufficiently prevented. In particular, the protection device 300 is formed as a structure added to the side portion of the seat cushion portion 306 and can be integrated with the seat 302. Therefore, the relative distance between the restraint unit 308 and the knees does not affect the position of the seat track. Therefore, according to the protection device 300, regardless of the position of the seat track, for example, even when the seat track is in the rearmost position, stable occupant restraint performance can be exhibited.
[0165] Fig.16 illustrates Fig.15 the characteristics of the chain 376 in Fig.16 (a). The horizontal axis represents the movement amount (m) of the chain 376, and the vertical axis represents the force applied to the chain 376. The slanted portion represents the load absorption amount (Energy Absorption amount) of the restraint unit 308 (refer to Fig.15 (b)).
[0166] The range E1 on the left side of the horizontal axis represents the force applied to the chain 376 (refer to Fig.13 ) when the actuator 364 (refer to Fig.15 (b)) is activated, and the range E2 on the right side represents the force applied to the chain 376 when restraining the occupant 304 (refer to Fig.10 (b)). The right arrow on the upper side of the graph represents the flow of the force when applying the load, and the lower arrow on the right side represents the flow of the force when releasing the load.
[0167] The chain 376 (refer to Fig.15(b)), for example, a material or shape that undergoes plastic deformation when a certain degree of load is applied to the occupant 304 (refer to Fig.10 (b)). For example, the chain 376 can have the property of undergoing plastic deformation in the load input area when restraining the knees of the occupant 304 and remaining permanently deformed even when the load is removed. If the chain 376 is like this, then for example, it can exhibit plastic deformation in the through-hole 380a on the conical portion 382 side of Fig.15 (b) and has the property of not being able to move within the through-hole 380a.
[0168] In addition, a structure can also be formed in which the restraint unit 308 also undergoes plastic deformation together with the chain 376. Thus, the load that can be applied to the occupant 304 can be further suppressed. For example, the load is transmitted from the restraint unit 308 from the knee to the femur and the acetabular fossa (hip joint). However, by making the restraint unit 308 capable of plastic deformation, an upper limit is set on the load that can be applied to these parts, and by making it not exceed the biomechanical injury tolerance value of these parts, the risk of injury to the occupant 304 can be avoided.
[0169] In Fig.16 , if the chain 376 has the above characteristics (refer to Fig.15 (b)), then when the load is removed as indicated by the lower arrow mark on the right side, it cannot move while maintaining a certain degree of stroke relative to before movement. That is, if the chain 376 has the above characteristics, it can prevent returning to the through-hole 380a side and maintain the bent shape of the restraint unit 308. According to this structure, even after receiving a load from the occupant 304, the bent shape of the restraint unit 308 can be maintained, and the load absorption amount can be maintained to appropriately restrain the knees of the occupant 304, etc.
[0170] In addition, in this embodiment, the chain 376 (refer to Fig.15 (a)) is adopted, but as another structure, the same function can also be achieved by adopting a structure such as a wire or a winch.
[0171] (Variant example)
[0172] Fig.17 Illustrates Fig.14 a variant example (pulley 400) of the pulley 344 in
[0173] Fig.17 (a) is a diagram illustrating the state of the pulley 400 before deformation. This pulley 400 is related to the reference Fig.16Similar to the chain 376 described above, a material in which the shaft 402 plastically deforms when a certain degree of load is applied by the occupant can be used.
[0174] Fig.17 (b) is a diagram illustrating the state of the pulley 400 after deformation. When the restraint unit 308 restrains the vicinity of the knees of the occupant 304 (refer to Fig.10 (b)), by applying a load to the chain 376, a force is applied to the gear 350a to rotate it in a direction opposite to the bending motion of the restraint unit 308. The shaft 402 of the pulley 400 can adopt the characteristic of plastically deforming in the load region input at this time, not being able to rotate, and preventing the chain 376 from returning.
[0175] Fig.17 (c) is a diagram illustrating Fig.17 the characteristics of the pulley 400 in Fig.17 (a).
[0176] In (c), the horizontal axis represents the torsional angle (degrees) of the shaft 402, and the vertical axis represents the torque (N m) of the pulley 400. The shaded portion represents the energy absorption amount of the restraint unit 308.
[0177] For a pulley 400 with the above characteristics, for example, when restraining the occupant 304 (refer to Fig.10 (b)), the shaft 402 plastically deforms and cannot rotate, so that when the load is released as indicated by the lower arrow on the right, the reverse rotation of the gear 350a can be prevented, and the winding back of the chain 376 can be prevented. According to this structure, even after receiving a load from the occupant 304, the bent shape of the restraint unit 308 can be maintained, the energy absorption amount can be maintained, and the knees of the occupant 304 can be appropriately restrained.
[0178] Fig.18 is a diagram illustrating Fig.13 a deformation example (actuator 420) of the actuator 364. Fig.18 (a) is a perspective view of the actuator 420 showing the deformation example. Although Fig.13 the actuator 364 has been described as a pyrotechnic type, this actuator 420 uses an electric actuator such as a motor.
[0179] Fig.18 (b) is a diagram using Fig.18Schematic structural diagram of the protection device 422 of the actuator 420 in (a). In addition to the above-mentioned restraint unit 308 and the like, the protection device 422 also utilizes a camera 424, a radar 426, a lidar 428, and an ECU 430 (Electronic Control Unit: electronic control unit) as an electronic control device.
[0180] The ECU 430 can implement a so-called Advanced Driver-Assistance System (ADAS). By using image analysis of the camera 424, measurement of radio waves of the radar 426, and measurement of laser of the lidar 428, etc., the ECU 430 can detect or predict contact with an object and send a collision prediction signal 432 to the control unit 434.
[0181] When receiving the collision prediction signal, the control unit 434 sends a movement signal to the actuator 420. And, by starting the actuator 420, the restraint unit 308 (refer to Fig.10 (b)) moves forward.
[0182] In this protection device 422, for example, a limit switch 436 can be provided at a specified position on the seat side panel 312 (refer to Fig.11 ). The limit switch 436 is connected to the control unit 434, receives the user's operation to stop the actuator 420, and can release the restraint of the restraint unit 308.
[0183] In this way, in the case of predicting a collision before the collision and allowing the restraint unit 308 (see Fig.10 (b)) to operate, an electric actuator 420 started under the management of the ECU 430 can be adopted. On the other hand, in the case of assuming operation after the collision, a Fig.13 pyrotechnic actuator 364 can be adopted. As described above, the actuator 420 adopted in the protection device 422 can be appropriately selected from different types of actuators according to the assumed situation.
[0184] Fig.19 Illustrates Fig.14 a modified example (restraint unit 440) of the restraint unit 308. Fig.19 (a) is a diagram illustrating the outline of the restraint unit 440.
[0185] In this restraint unit 440, as the action source for the bending action, it is related to the pulley 344 (refer to Fig.14) Different, it has a rotary actuator 442. Two shafts of the rotary actuator 442 are connected to the gear 350a, start upon receiving a specified signal, and can perform the bending action of the restraint unit 440. As such a rotary actuator 442, a rotary solenoid or a motor can be used, etc.
[0186] Fig.19 (b) shows the use of Fig.19 (a) The approximate structural diagram of the protection device 444 with the rotary actuator 442. Additionally, in this protection device 444, as the guide rail 320 (refer to Fig.11 ) and the actuator 364 (refer to Fig.13 ) for other examples, a linear actuator 446 capable of performing a linear motion can be used.
[0187] When receiving the collision prediction signal 432 from the ECU 430, the control unit 434 sends a start signal to the linear actuator 446 and the rotary actuator 442. Then, by the start of the linear actuator 446, the restraint unit 440 moves forward, and by the start of the rotary actuator 442, the restraint unit 440 generates a bending action.
[0188] In this way, by adopting the structure with the rotary actuator 442 and the linear actuator 446, similar to Fig.10 (b) the protection device 300, in an emergency, the restraint unit 440 bends and protrudes forward from the seat cushion portion 306 of the seat, and can effectively restrain the vicinity of the knees of the occupant 304 from the front to prevent the occupant from moving forward.
[0189] Fig. 20 Illustrates Fig.13 The deformation example (protection device 460) of the vehicle occupant protection device 300. Fig. 20 (a) is a schematic diagram illustrating the outline of the protection device 460. The protection device 460 has a pair of seat side panels 312a, 312b, guide rails 320a, 320b, and restraint units 308a, 308b respectively on both side portions of the seat cushion portion 306.
[0190] Fig. 20 (b) is a schematic diagram showing Fig. 20 (a) the protection device 460 from above. The protection device 460 can tighten the restraint units 308a, 308b on both sides forward respectively by one actuator 364.
[0191] For example, one end of a wire 462 is connected to a sliding block 326b on the right side of the seat cushion portion 306. After the wire 462 extends forward from the sliding block 326b, it faces backward via a pulley 464a and is connected to a sliding block 326a on the left side of the seat cushion portion 306 and an actuator 364 via a pulley 464b. According to this structure, by activating the actuator 364 to pull in the wire 462, the sliding blocks 326a and 326b can be moved forward respectively.
[0192] According to the above structure, a pair of restraint units 308a and 308b can be moved by one actuator 364, and the legs of the occupant 304 (refer to Fig.10 (b)) can be effectively restrained with a more concise structure. In this protection device 460, the actuator 364 can also be either a pyrotechnic type or an electric type.
[0193] Fig.21 It is a diagram showing Fig.15 a modified example (restraint unit 480) of the restraint unit 308. Fig.21 (a) is a diagram showing the restraint unit 480 corresponding to Fig.15 (a). The difference in the structure between the restraint unit 480 and the restraint unit 308 is that instead of Fig.15 the gear 350a and the chain 376 shown in (a), it is provided with a pulley 482 and a wire 484.
[0194] The wire 484 is the same as the chain 376 (refer to Fig.15 (a)), passes through the through holes 380a and 380b to penetrate the restraint block 374, etc., and one end and the other end are fixed to the front restraint block 378, and the middle part is exposed from the rear restraint block 374 and wound around the pulley 482.
[0195] Fig.21 (b) is a diagram showing the restraint unit 480 corresponding to Fig.15 (b). Since the through hole 380a penetrates the tapered portion 382 of the restraint block 374, etc., when the pulley 482 rotates to wind the wire 484 in the through hole 380a and pull it backward, each restraint block tilts toward the tapered portion 382 side. As a result, the whole of the restraint unit 480 becomes a state of bending toward the seat cushion portion 306 side (refer to Fig.10 (b)).
[0196] Fig.21 (c) is Fig.21 an arrow B diagram of the pulley 482 in (a). The wire 484 is fixed to the pulley 482 by a wedge 486.
[0197] Fig.21 (d) is a diagram showing Fig.21View of the state in which the pulley 482 in (c) rotates. Since the wire 484 is fixed to the pulley 482 by the wedge 486, when the pulley 482 rotates, the wire 484 is pulled out from the through-hole 380a of the restraint block 374 (see Fig.21 (b)).
[0198] Fig.21 (e) is Fig.21 A perspective view of the wedge 486 in (a). The wedge 486 has a conical shape, and the wire 484 passes through orthogonally to the axis.
[0199] Fig.21 (f) is Fig.21 A cross-sectional view of the wedge 486 in (e). The wedge 486 can be fixed to the wire 484 by passing the wire 484 through the through-hole 488 and tightening the fastening screw 492 in the central threaded hole 490.
[0200] As described above, by using the pulley 482 and the wire 484, it is also possible to pull the wire 484 backward to tilt each restraint block 372 (see Fig.15 (b)) toward the seat cushion portion 306 (see Fig.10 (b)), and deform the restraint unit 480 from the side of the seat cushion portion 306 to a bent shape forward.
[0201] In addition, each of the protection devices described above can also be implemented as a device for assisting a knee airbag. For example, the following structure can be implemented. When the position of the seat track is within a specified distance from the instrument panel, only the knee airbag is activated. When the position of the seat track is behind the specified position, in addition to the knee airbag, each protection device can also be activated.
[0202] As described above, the preferred embodiments of the present invention have been described with reference to the accompanying drawings. However, the above-described embodiments are preferred examples of the present invention, and other embodiments can also be implemented or completed by various methods. As long as there is no description of a particularly limited gist in the specification of the present application, the present invention is not restricted by the shapes, sizes, and structural configurations of the detailed components shown in the drawings. In addition, the expressions and terms used in the specification of the present application are for the purpose of explanation, and are not limited thereto as long as there is no description of a particularly limited gist.
[0203] Therefore, those skilled in the art can obviously think of various modification examples or correction examples within the scope described in the claims, and they naturally belong to the technical scope of the present invention.
[0204] Industrial Applicability
[0205] The present invention can be used for vehicle occupant protection devices mounted on vehicles.
[0206] Symbol Explanation
[0207] 100… Protection device 102… Seat
[0208] 103… Seat frame 104… Occupant
[0209] 105a, 105b… Side frames 106… Seat cushion
[0210] 107… Seat backrest
[0211] 108a, 108b… Restraint units
[0212] 109… Peripheral part 110a, 110b… Vulnerable parts
[0213] 111… Support bracket 112… Sliding unit
[0214] 114… Cover part 115… Claw
[0215] 116… Sliding base 120… Sliding shaft
[0216] 124a~124d… Bolts 126… Sliding table
[0217] 128… Motor 130… Shaft
[0218] 138a, 138b… Bolts 140a, 140b… Spacers
[0219] 141a, 141b… Through holes 142a, 142b… Bolt holes
[0220] 144… Pinion 146… Shaft
[0221] 150a, 150b… Gears 152… Motor
[0222] 153… Gearbox 172… Restraint block
[0223] 174… Restraint block 176… Chain
[0224] 176a… One end 176b… Intermediate part
[0225] 176c… The other end 178… Restraint block
[0226] 180a… Through hole 182… Tapered part
[0227] 200a, 200b… Restraint units 202… Shaft
[0228] 202a, 202b… Shoulder parts
[0229] 204a, 204b... restraint units
[0230] 206a, 206b... corners
[0231] 208a, 208b... restraint units
[0232] 210... headrest
[0233] 212a, 212b... peripheral parts
[0234] 224... camera 226... radar
[0235] 228... lidar 230... ECU
[0236] 232... collision prediction signal 234... control unit
[0237] 236... limit switch 260... seat slider unit
[0238] 262... seat slider 264... guide bracket
[0239] 268... absorber 270... seat adjuster
[0240] 280... restraint unit 282... pulley
[0241] 284... wire 286... wedge
[0242] 288... through hole 290... threaded hole
[0243] 292... fastening screw 300... protection device
[0244] 302... seat 304... occupant
[0245] 306... seat cushion part 307... seat backrest part
[0246] 308... restraint unit
[0247] 308a, 308b... restraint device 310... protection device
[0248] 312... seat side panel
[0249] 312a, 312b... seat side panels
[0250] 314... cover part 316... slit
[0251] 318... insertion hole 320... guide rail
[0252] 320a, 320b... guide rails 322a, 322b... connection parts
[0253] Bolts 324a, 324b…, Slider 326…
[0254] Sliders 326a, 326b…, Pin holes 328a, 328b…
[0255] Safety pins 330a, 330b…, Pin holes 332a, 332b…
[0256] Hook 334, Bolt holes 336a, 336b…
[0257] Bolts 338a, 338b…, Spacers 340a, 340b…
[0258] Bolt holes 342a, 342b…, Pulley 344…
[0259] Shaft 346, Gears 350a, 350b…
[0260] Reel 352, Steel wire for pulley 354…
[0261] Bolts 356a, 356b…, Base 358…
[0262] Grip parts 360a, 360b…, Slit 362…
[0263] Actuator 364, Steel wire 366…
[0264] Bracket 368…
[0265] Bolts 370a, 370b, 370c…
[0266] Restraining blocks 372, Restraining blocks 374…
[0267] Chain 376, One end 376a…
[0268] Middle part 376b, The other end 376c…
[0269] Restraining blocks 378, Through holes 380a, 380b…
[0270] Tapered part 382, Pulley 400…
[0271] Shaft 402, Driver 420…
[0272] Protection device 422, Camera 424…
[0273] Radar 426, Lidar 428…
[0274] ECU 430, Collision prediction signal 432…
[0275] Control unit 434, Limit switch 436…
[0276] 440…Constraint unit 442…Rotary actuator
[0277] 444…Protection device 446…Linear actuator
[0278] 460…Protection device 462…Steel wire
[0279] 464a, 464b, 464c…Pulleys 480…Constraint unit
[0280] 482…Pulley 484…Steel wire
[0281] 486…Wedge 488…Through hole
[0282] 490…Hole 492…Fastening screw
Claims
1. An occupant protection device for a vehicle, comprising a seat of the vehicle and one or more restraint units that restrain an occupant seated on the seat in the event of an emergency of the vehicle. Characterized in that, The seat has a seat cushion portion that supports the buttocks of the occupant and a seat back portion that supports the back of the occupant. The restraint unit moves and deforms from the peripheral portion of the seat back portion around to the front of the occupant in the event of an emergency of the vehicle and restrains the occupant.
2. The occupant protection device for a vehicle according to claim 1, characterized in that, The restraint unit moves and deforms from the peripheral portion of the seat back portion around to the front of the occupant in the event of an emergency of the vehicle and restrains the upper body or head of the occupant.
3. The occupant protection device for a vehicle according to claim 2, characterized in that, The occupant protection device for a vehicle further comprises a shock absorption mechanism that absorbs the shock when the restraint unit restrains the upper body or head of the occupant. The shock absorption mechanism is linked to the movement and deformation of the restraint unit in the event of an emergency of the vehicle, causing one or both of the seat cushion portion or the seat back portion to move forward.
4. The occupant protection device for a vehicle according to claim 3, characterized in that, The shock absorption mechanism includes a fragile portion provided on the frame of the seat back portion. The fragile portion deforms in conjunction with the movement and deformation of the restraint unit in the event of an emergency of the vehicle to cause the seat back portion to move forward.
5. The occupant protection device for a vehicle according to claim 3, characterized in that, The shock absorption mechanism includes a seat slider unit provided on the floor of the vehicle and supporting the seat cushion portion. The seat slider unit moves the seat cushion portion forward in conjunction with the movement and deformation of the restraint unit in the event of an emergency of the vehicle.
6. The occupant protection device for a vehicle according to claim 2, characterized in that, The restraint unit has a plurality of restraint blocks connected in a row along the front-rear direction of the seat back portion in a non-moving state. All or part of the plurality of restraint blocks have a tapered portion on the seat back portion side.
7. The occupant protection device for a vehicle according to claim 6, characterized in that, The occupant protection device for a vehicle further comprises: A sliding shaft that is provided along the front-rear direction of the seat back portion at the peripheral portion of the seat back portion and slidably holds the restraint unit. A first motor that slides the restraint unit forward in the event of an emergency.
8. The occupant protection device for a vehicle according to claim 6 or 7, characterized in that, The restraint unit has a chain or wire that passes through and connects the plurality of restraint blocks. The chain or wire passes through the tapered portions of the respective plurality of restraint blocks. The chain or wire is tensioned rearward in conjunction with the forward movement of the restraint unit, and each of the plurality of restraint blocks inclines toward the tapered portion side, whereby the restraint unit performs the movement and deformation.
9. The occupant protection device for a vehicle according to claim 8, characterized in that, The restraint unit further comprises: A gear for winding the chain or a pulley for winding the wire rope; A second motor for rotating the gear or the pulley, which winds up the chain or the wire rope by the rotation of the gear or the pulley, and pulls the chain or the wire rope rearward to tighten it.
10. The vehicle occupant protection device according to any one of claims 2, 6, and 7, characterized in that a plurality of said one or more restraint units are provided, and a pair of the plurality of restraint units are provided and are respectively arranged at the peripheral portions on both sides in the width direction of the seat backrest portion.
11. The vehicle occupant protection device according to claim 1, characterized in that the restraint unit extends forward from the side portion of the seat cushion portion in an emergency of the vehicle, and at the same time moves and deforms by bending inward in the width direction of the seat cushion portion, and restrains the vicinity of the occupant's knees from the front.
12. The vehicle occupant protection device according to claim 11, characterized in that the restraint unit has a plurality of restraint blocks connected in a row in the front-rear direction of the seat cushion portion in a non-moving state, and all or a part of the plurality of restraint blocks have tapered portions on the seat cushion portion side.
13. The vehicle occupant protection device according to claim 12, characterized in that the vehicle occupant protection device further includes: a guide member which is provided to extend in the front-rear direction of the seat cushion portion at the side portion of the seat cushion portion and slidably holds the restraint unit; an actuator which slides the restraint unit forward in the emergency.
14. The vehicle occupant protection device according to claim 12 or 13, characterized in that the restraint unit has a chain or a wire rope connected through the plurality of restraint blocks, the chain or the wire rope passes through the tapered portions of the plurality of restraint blocks respectively, the chain or the wire rope is tightened rearward in conjunction with the forward movement of the restraint unit, and the plurality of restraint blocks are respectively inclined toward the tapered portion side, whereby the restraint unit performs the movement and deformation.
15. The vehicle occupant protection device according to claim 14, characterized in that the restraint unit further has: a prescribed pulley; a gear that rotates in linkage with the pulley, the chain or the wire rope is a chain and is in a state of meshing with the gear, the vehicle occupant protection device further includes a wire rope for the pulley connecting the seat cushion portion and the pulley, when the restraint unit moves forward, the pulley and the gear are tightened by the wire rope for the pulley and rotate, and the chain is wound up by the gear to tighten the chain rearward.
16. The vehicle occupant protection device according to claim 15, characterized in that the chain or the pulley is plastically deformed due to the load when restraining the occupant, so that the chain cannot move.
17. The vehicle occupant protection device according to any one of claims 11 to 13, characterized in that a plurality of said one or more restraint units are provided, and a pair of the plurality of restraint units are provided and are respectively arranged at the side portions on both sides in the width direction of the seat cushion portion.