Curtain airbag device

Abstract

The invention provides a curtain airbag device. This curtain airbag device is provided with a curtain airbag having a front-seat lower-side sub-chamber section positioned on the side of a front seat of a vehicle in an expanded and deployed state, and a rear-seat lower-side sub-chamber section positioned on the side of a rear seat of the vehicle in the expanded and deployed state, and is provided with a distribution section that distributes the front-seat lower-side sub-chamber section to the rear-seat lower-side sub-chamber section. And a distribution part having a front path for supplying gas to the front seat lower sub-chamber part and a rear path for supplying gas to the rear seat lower sub-chamber part, the distribution part being disposed in the vicinity of the position where the shoulder belt holder of the front seat is disposed when the curtain airbag is in the inflated and deployed state, the distribution part having a front path for supplying gas to the front seat lower sub-chamber part and a rear path for supplying gas to the rear seat lower sub-chamber part.

Description

Technical Field

[0001] The present invention relates to a curtain airbag device mounted on a vehicle. In particular, the present invention relates to measures for optimizing the inflation and deployment operation of a curtain airbag. Background Art

[0002] Conventionally, for example, as disclosed in Japanese Unexamined Patent Application Publication No. 2017-100682, a curtain airbag device is known which, when a side collision or the like of a vehicle occurs, suppresses contact between the head of an occupant and a side window glass or the like by inflating and deploying on the side of the occupant (the outer side in the vehicle width direction with respect to the occupant). Summary of the Invention

[0003] In addition, side collisions and offset frontal collisions are known as collision modes of a vehicle, and these collision tests are also carried out in the development stage of the vehicle.

[0004] Furthermore, in these side collisions and offset frontal collisions, since the behavior of the occupants in the vehicle compartment (especially the behavior of the head) is different, the inventors of the present invention are promoting improvements in the shape of the curtain airbag corresponding to those behaviors.

[0005] Specifically, in the case where a side collision load is input to the front side door when a side collision of the vehicle occurs, characteristic behaviors of the occupant are as follows. That is, the position of the waist of the occupant in the front seat on the side where the side collision load is input moves toward the center side in the vehicle width direction, and along with this, the upper body of the occupant inclines in such a way that the head tends to move to the outer side in the vehicle width direction. Therefore, there is a concern that when this side collision of the vehicle occurs, the head of the occupant in the front seat may come into contact with the lower part of the side window glass or the interior trim of the door. In view of this, the inventors of the present invention are promoting improvements in the shape such that the front side portion (the portion located on the side of the occupant in the front seat) of the curtain airbag extends downward. Hereinafter, this extended portion will be referred to as the front seat occupant protection portion during side collision.

[0006] On the other hand, as a characteristic behavior of an occupant in the event of an eccentric frontal collision of a vehicle, there can be cited a movement such that the head of an occupant in the rear seat on the eccentric side of the frontal collision load faces the front of the vehicle and tends to move outward in the vehicle width direction. Therefore, there is a concern that, in the event of an eccentric frontal collision of the vehicle, the head of the occupant in the rear seat may come into contact with the lower part of the side window glass or the interior trim of the door (so-called, the head of the occupant in the rear seat passes under the curtain airbag). In view of this, the inventors of the present invention are promoting an improvement in the shape such that the rear side portion (the portion located on the side of the occupant in the rear seat) of the curtain airbag is also extended downward. Hereinafter, this portion will be referred to as the rear seat occupant protection portion at the time of frontal collision.

[0007] In the case where the shape of the curtain airbag is improved in this way, at the time of a vehicle collision, it is necessary to make the gas flow to the front seat occupant protection portion at the time of side collision and the rear seat occupant protection portion at the time of frontal collision, respectively. Therefore, in the interior of the curtain airbag, there will be more branch portions (branch portions for making the gas flow to the front seat occupant protection portion at the time of side collision and the rear seat occupant protection portion at the time of frontal collision, etc.). As a result, there is a concern that the inflation deployment (inflation deployment until the occupant protection function is sufficiently obtained) of the curtain airbag will become slower.

[0008] As a method for advancing the completion time of the inflation deployment of the curtain airbag (shortening the time required for inflation deployment until the occupant protection function is sufficiently obtained), a method of increasing the output of the inflator that supplies gas to the interior of the curtain airbag or increasing the number of inflators can be adopted. However, in the case where the output of the inflator is increased, the internal pressure of the curtain airbag during inflation deployment will become high. As a result, there is a possibility of opening a hole in the curtain airbag (generating a hole caused by the external force of the fabric warp and weft). In the case where the number of inflators is increased, the cost of the curtain airbag device will increase. Thus, in the prior art, it is not possible to achieve a curtain airbag device that can respectively and satisfactorily achieve protection corresponding to the behaviors of the front seat occupant and the rear seat occupant for side collisions and eccentric frontal collisions of the vehicle without improving the inflator (without increasing the output or the number).

[0009] The above problems are not necessarily unique to a curtain airbag device having a curtain airbag with the front seat occupant protection portion at the time of side collision and the rear seat occupant protection portion at the time of frontal collision (a curtain airbag having more branch portions compared to a general curtain airbag). The above problems are also likely to occur in a curtain airbag device having a curtain airbag of a general shape.

[0010] The present invention provides a curtain airbag device that can respectively and favorably protect the front-seat occupants and the rear-seat occupants under the condition of not improving the inflator during side collisions and offset frontal collisions of a vehicle.

[0011] The curtain airbag device according to an embodiment of the present invention includes:

[0012] A curtain airbag having a front-seat occupant protection chamber portion and a rear-seat occupant protection chamber portion, wherein the front-seat occupant protection chamber portion and the rear-seat occupant protection chamber portion are each inflated and deployed during a side collision and an offset frontal collision of the vehicle, and the front-seat occupant protection chamber portion is located on the side of the front seat of the vehicle in the inflated and deployed state, and the rear-seat occupant protection chamber portion is located on the side of the rear seat of the vehicle in the inflated and deployed state;

[0013] A distribution portion having a front-side path for supplying gas to the front-seat occupant protection chamber portion and a rear-side path for supplying gas to the rear-seat occupant protection chamber portion,

[0014] The distribution portion is disposed near the position where the shoulder belt retainer of the front seat is disposed in the inflated and deployed state of the curtain airbag.

[0015] In the event of an offset frontal collision of a vehicle, the occupant in the front seat moves forward due to their inertial force. Along with this, the shoulder belt is pulled in the direction towards the front of the vehicle. That is to say, along with the offset frontal collision, the extension direction of the shoulder belt with the position of the shoulder belt anchor as the starting point tends to change in the forward direction of the horizontal direction. In this solution, the distribution part (the distribution part having a front path for supplying gas to the front seat occupant protection chamber part and a rear path for supplying gas to the rear seat occupant protection chamber part) is arranged near the position of the shoulder belt anchor of the front seat. As a result, at the initial stage of the offset frontal collision (during the period when the occupant in the front seat moves forward), the shoulder belt whose extension direction tends to change in the forward direction of the horizontal direction presses the curtain airbag in the direction of reducing the front path of the distribution part or the inlet part of the front path. Therefore, at the initial stage of this offset frontal collision, a situation will occur where the gas preferentially flows through the rear path, so that the inflation deployment completion time of the rear seat occupant protection chamber part can be advanced. As described above, as a characteristic movement of the occupant during an offset frontal collision of a vehicle, there can be cited a movement such as the head of the occupant in the rear seat facing towards the front of the vehicle and tending to the outside in the vehicle width direction. According to this movement, there is a need to advance the inflation deployment completion time of the rear seat occupant protection chamber part. According to this solution, it is possible to advance the inflation deployment completion time of the rear seat occupant protection chamber part when this offset frontal collision of the vehicle occurs by effectively utilizing the movement of the shoulder belt.

[0016] On the other hand, in the event of a side collision of a vehicle, since there is no movement of the occupant in the front seat moving forward, the shoulder belt will not perform an action of reducing the front path of the distribution part or the inlet part of the front path. Therefore, a situation occurs where the gas sufficiently flows through the front path, so that the inflation deployment completion time of the front seat occupant protection chamber part can be advanced. As described above, as a characteristic movement of the occupant during a side collision of a vehicle, there can be cited a movement such as the head of the occupant in the front seat tending to the outside in the vehicle width direction. According to this movement, there is a need to advance the inflation deployment completion time of the front seat occupant protection chamber part. According to this solution, it is possible to advance the inflation deployment completion time of the front seat occupant protection chamber part when this side collision of the vehicle occurs.

[0017] In this way, according to this embodiment, it is possible to utilize the differences in the movement of the shoulder belt during a side collision and an offset frontal collision of a vehicle to make the inflation deployment methods of the respective curtain airbags different. Thereby, it is possible to respectively and satisfactorily implement the protection of the front seat occupant and the rear seat occupant during a side collision and an offset frontal collision of a vehicle without modifying the inflation device.

[0018] In addition, an inlet of the front path in the distribution section is arranged on the front side and lower side of the vehicle compared with the arrangement position of the shoulder belt holder.

[0019] Accordingly, the following operation can be reliably obtained when an offset frontal collision of the vehicle occurs. That is, when an offset frontal collision of the vehicle occurs, the shoulder belt that changes in such a way that the extending direction tends to the front side in the horizontal direction presses the curtain airbag in such a way that the front path in the distribution section or an inlet portion of the front path is reduced. That is, an operation can be reliably obtained in which the amount of gas flowing into the front seat occupant protection chamber is restricted to advance the inflation completion time of the rear seat occupant protection chamber. Accordingly, the inflation completion time of the rear seat occupant protection chamber when an offset frontal collision of the vehicle occurs can be sufficiently advanced.

[0020] In addition, an inlet of the rear path in the distribution section is arranged on the upper side or the rear side of the vehicle compared with the arrangement position of the shoulder belt holder.

[0021] Accordingly, when an offset frontal collision of the vehicle occurs, the shoulder belt that changes in such a way that the extending direction tends to the front side in the horizontal direction does not press the rear path in the distribution section (does not press the periphery of the rear path in the curtain airbag). Therefore, the inlet portion of the rear path is not reduced. Therefore, a situation in which gas preferentially flows into the rear path can be reliably obtained, and thus the inflation completion time of the rear seat occupant protection chamber can be advanced.

[0022] In addition, as a specific structure of the curtain airbag, the front seat occupant protection chamber is located on the front side and lower side of the vehicle with respect to the distribution section, and the rear seat occupant protection chamber is located on the rear side and lower side of the vehicle with respect to the distribution section.

[0023] As described above, as a characteristic behavior of an occupant when a side collision load is input to the front side door when a side collision of the vehicle occurs, it can be cited that the upper body of the occupant inclines in such a way that the head tends to the outside in the vehicle width direction. Therefore, a situation is concerned in which, when the side collision of the vehicle occurs, the head of the front seat occupant comes into contact with the lower part of the side window glass or the interior trim of the door. In this solution, by arranging the front seat occupant protection chamber on the front side and lower side of the vehicle with respect to the distribution section, when the front seat occupant protection chamber is in an inflated state, the head of the front seat occupant that moves as described above can be protected well.

[0024] On the other hand, as described above, as a characteristic movement of an occupant when an eccentric frontal collision of a vehicle occurs, there can be cited a movement in which the head of an occupant in the rear seat on the eccentric side of the frontal collision load faces forward of the vehicle and tends to move outward in the vehicle width direction. Therefore, when such an eccentric frontal collision of the vehicle occurs, there is a possibility that the head of an occupant in the rear seat comes into contact with the lower part of the side window glass or the interior trim of the door (that is, there is a possibility that the head of an occupant in the rear seat passes under the curtain airbag). In the present solution, the rear seat occupant protection chamber portion is located on the rear side and the lower side of the vehicle with respect to the distribution portion. As a result, in the inflated state of the rear seat occupant protection chamber portion, it is possible to satisfactorily protect the head of the occupant in the rear seat that moves as described above.

[0025] In the present invention, the distribution portion having a front side path for supplying gas to the front seat occupant protection chamber portion and a rear side path for supplying gas to the rear seat occupant protection chamber portion is arranged near the position where the shoulder belt retainer of the front seat is arranged in the inflated state of the curtain airbag. Thereby, by utilizing the difference in the movement of the shoulder belts during a side collision and an eccentric frontal collision of the vehicle, the inflation deployment modes of the respective curtain airbags can be made different. Thereby, it is possible to satisfactorily implement the protection of the front seat occupant and the rear seat occupant respectively during a side collision and an eccentric frontal collision of the vehicle without improving the inflator. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The features, advantages, technical and industrial significance of representative embodiments of the present invention will be depicted in the following drawings for reference, in which like reference numerals denote like elements.

[0027] Figure 1 A schematic side view of the interior of the vehicle showing the state after the curtain airbag is inflated and deployed in the embodiment.

[0028] Figure 2 A side view showing the state after the curtain airbag is inflated and deployed in the embodiment.

[0029] Figure 3 A main part enlarged view showing the state of the curtain airbag and the shoulder belt during a side collision of the vehicle in the embodiment.

[0030] Figure 4 A main part enlarged view showing the state of the curtain airbag and the shoulder belt during an eccentric frontal collision of the vehicle in the embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] Hereinafter, embodiments of the present invention will be described based on the drawings.

[0032] Structure of curtain airbag device

[0033] Figure 1 Fig. is a schematic side view inside a vehicle showing the inflated state of the curtain airbag (hereinafter sometimes referred to as CSA) 2 of the curtain airbag device (hereinafter sometimes referred to as CSA device) 1 according to the present embodiment. In the present embodiment, for ease of explanation, the arrow mark UP appropriately shown in each drawing is set as the vehicle upward direction, and the arrow mark FR is set as the vehicle front direction. Therefore, in the following description, when the directions of up, down, front, and back are described without special description, they are set to represent the up, down, front, and back in the vehicle V.

[0034] In addition, in the present embodiment, a sedan-type vehicle is cited as an example of the vehicle V, and the case where the occupants P are respectively seated on the vehicle seat FS as the front seat of the vehicle and the vehicle seat RS as the rear seat is cited as an example. In addition, each occupant P is a dummy for a collision test, and this dummy is, for example, AM50 (50th percentile of adult males in the United States) of World Side Impact Dummy (WorldSID; internationally unified side impact dummy).

[0035] In addition, each occupant P is seated on each of the vehicle seats FS and RS in the seating method specified by the side collision test method, and is restrained on each of the vehicle seats FS and RS by the seat belt SB of the three-point seat belt device. In addition, hereinafter, the occupant P seated on the vehicle seat (hereinafter sometimes only referred to as the front seat) FS of the front seat is referred to as "front seat occupant Pf". In addition, hereinafter, the occupant P seated on the vehicle seat (hereinafter sometimes only referred to as the rear seat) RS of the rear seat is sometimes referred to as "rear seat occupant Pr".

[0036] As shown in Figure 1 Fig., the CSA device 1 includes a CSA 2 that expands and deploys by being supplied with gas, an inflation device 3 that supplies gas to the inside of the CSA 2, and a control device 4 that controls the operation of the inflation device 3.

[0037] The CSA 2 and the inflation device 3 are respectively provided on the left and right sides of the vehicle V. That is, the CSA device 1 is configured to include a pair of left and right CSAs 2 and a pair of left and right inflation devices 3. In addition, in Figure 1 Fig., the CSA device 1 provided on the right side of the vehicle V is illustrated, and hereinafter, the CSA device 1 on the right side is cited as an example for explanation.

[0038] The CSA 2 is configured to expand and deploy in a curtain shape along the front side window glass 51, the upper half of the center pillar (hereinafter referred to as the "B pillar") 61, and the rear side window glass 52. Therefore, the front-rear direction of the CSA 2 becomes the longitudinal direction. In addition, the specific structure of the CSA 2 will be described in detail later.

[0039] The inflator 3 is a gas generating device for instantaneously supplying gas to the inside of the CSA 2, and is disposed near the substantially middle portion in the longitudinal direction of the CSA 2 (near the B pillar 61). Specifically, the inflator 3 is formed in a substantially cylindrical shape and is fixed to the roof side rail 63 constituting the roof side portion 62 via a bracket (not shown) so that its axial center portion is disposed along the substantially front-rear direction.

[0040] Moreover, the gas ejection portion 31 provided at one axial end portion (in this case, the front end portion) of the inflator 3 is connected to the connection passage 2A formed at the substantially middle portion in the longitudinal direction of the CSA 2 by being inserted from the rear side. Thereby, a structure is formed that enables the inside of the gas ejection portion 31 to communicate with the inside of the CSA 2. In addition, the outer peripheral surface of the gas ejection portion 31 and the inner peripheral surface of the connection passage 2A are set to be in close contact with each other so as to prevent gas from leaking therebetween.

[0041] In addition, as Figure 1 shown, the left and right inflators 3 are respectively electrically connected to the airbag ECU (electronic control unit) 100 provided on the vehicle V. Moreover, on the airbag ECU 100, a side collision sensor 120 and an oblique collision sensor 130 provided on the vehicle V are respectively electrically connected.

[0042] The side collision sensor 120 is configured to detect or predict a side collision (side impact) of the vehicle V and output a side collision signal to the airbag ECU 100. The oblique collision sensor 130 is configured to detect or predict an oblique collision of the vehicle V (hereinafter, sometimes also referred to as an offset frontal collision) and output an oblique collision signal to the airbag ECU 100.

[0043] The airbag ECU 100 is configured to operate the inflator 3 on the side collision side (side impact side) or the offset frontal collision side (near side) when a side collision signal or an oblique collision signal is input. Thereby, the CSA 2 on the near side will receive the supply of gas and expand and deploy. In addition, it is also possible to operate the inflators 3 on both sides and cause each CSA 2 to expand and deploy.

[0044] The airbag ECU 100, the side collision sensor 120, and the oblique collision sensor 130 constitute the control device 4.

[0045] The CSA 2 is integrally double-layered tubularly woven, for example, by the One Piece Woven (abbreviated as OPW) method. In the OPW method, a jacquard loom is used to simultaneously weave two base fabrics, and a seamless bag body is formed by multi-weaving the required parts.

[0046] In addition, the manufacturing method of the CSA 2 is not limited to the OPW method described above. For example, the CSA 2 can also be manufactured by sewing one or more base fabrics formed by cutting a polyamide or polyester fabric into a bag shape.

[0047] The CSA 2 manufactured in this way is folded into a roll shape with the substantially front-rear direction as the axis to form a long strip shape, and is stored in the roof side portion 62 together with the inflator 3.

[0048] Figure 2 FIG. is a view showing the state after the CSA 2 of the CSA device 1 according to the present embodiment is inflated and deployed. As Figure 2 shown, the CSA 2 includes a front seat main chamber portion 21 and a rear seat main chamber portion 22 as main chamber portions, and a front seat front side sub-chamber portion 23 as a sub-chamber portion provided on the front side of the front seat main chamber portion 21. The CSA 2 also includes a front seat lower side sub-chamber portion (an example of the front seat occupant protection chamber portion of the present invention) 24 as a sub-chamber portion provided on the lower side of the front seat main chamber portion 21. The CSA 2 also includes a rear seat front side sub-chamber portion 25 as a sub-chamber portion provided on the front side of the rear seat main chamber portion 22. The CSA 2 also includes a rear seat lower side sub-chamber portion (an example of the rear seat occupant protection chamber portion of the present invention) 26 as a sub-chamber portion provided on the lower side of the rear seat main chamber portion 22 and the rear seat front side sub-chamber portion 25.

[0049] In addition, the CSA 2 includes a gas supply passage 27 that connects the front seat main chamber portion 21 and the rear seat main chamber portion 22 to each other. The gas supply passage 27 is formed at the upper part of the substantially middle portion in the length direction of the CSA 2, and connects the upper parts of the front seat main chamber portion 21 and the rear seat main chamber portion 22 to each other. The connection passage 2A described above extends upward and rearward from the upper end portion of the gas supply passage 27.

[0050] In addition, an outer peripheral non-inflatable portion 70 is formed at the outer peripheral edge portion of the CSA 2. That is, the outer peripheral non-inflatable portion 70 continuously constitutes the upper edge portion, the lower edge portion, the front edge portion, and the rear edge portion of the CSA 2.

[0051] The front seat main chamber portion 21 and the front seat front side sub-chamber portion 23 are partitioned by a first non-expandable portion 71. These front seat main chamber portion 21 and front seat front side sub-chamber portion 23 communicate with each other through communication portions 2a and 2b provided on the upper and lower sides of the first non-expandable portion 71.

[0052] The rear seat main chamber portion 22 and the rear seat front side sub-chamber portion 25 are partitioned by a second non-expandable portion 72. These rear seat main chamber portion 22 and rear seat front side sub-chamber portion 25 communicate with each other through a communication portion 2c provided on the rear end side of the second non-expandable portion 72.

[0053] The front seat main chamber portion 21 and the front seat lower side sub-chamber portion 24 are partitioned by a third non-expandable portion 73. The third non-expandable portion 73 has a shape in which the front end portion is connected to the outer peripheral non-expandable portion 70 and is inclined upward as it tends toward the rear of the vehicle.

[0054] The front seat lower side sub-chamber portion 24 and the rear seat lower side sub-chamber portion 26 are partitioned by a fourth non-expandable portion 74. The fourth non-expandable portion 74 has a shape in which the lower end portion is connected to the outer peripheral non-expandable portion 70 and extends in a substantially vertical direction.

[0055] In addition, the lower end position of the CSA 2 is set to be lower than the door waistline BL passing through the lower edge portion of the window frame (the upper edge portion of the door interior trim of the front side door) (see Figure 1 ). That is, the CSA 2 in the present embodiment extends downward, and a lower portion of the front seat front side sub-chamber portion 23, the front seat lower side sub-chamber portion 24, and the rear seat lower side sub-chamber portion 26 are arranged at the extended portion. As a result, the CSA 2 is designed to be able to protect the heads PfH and PrH of the occupant P even when the heads PfH and PrH move downward during a side collision or an offset frontal collision of the vehicle V.

[0056] As Figure 2 shown, the front seat lower side sub-chamber portion 24 and the rear seat lower side sub-chamber portion 26 communicate with the gas supply passage 27 via a distribution portion 8. The region surrounded by the imaginary line in Figure 2 corresponds to the distribution portion 8. The distribution portion 8 is a portion configured as a flow path branch portion for distributing and supplying the gas ejected from the inflator 3 and reaching the gas supply passage 27 to the front seat lower side sub-chamber portion 24 and the rear seat lower side sub-chamber portion 26, respectively.

[0057] The distribution section 8 has a lower opening 81 (the inlet of the front path in the present invention) that opens (communicates) toward the lower side sub-chamber section 24 of the front seat, and a rear opening 82 (the inlet of the rear path in the present invention) that opens (communicates) toward the lower side sub-chamber section 26 of the rear seat. The distribution section 8 also has a front opening 83 that opens (communicates) toward the gas supply passage 27.

[0058] The lower opening 81 is formed as a space between the upper end portion of the third non-expansion portion 73 and the upper end portion of the fourth non-expansion portion 74. Since the upper end portion of these third non-expansion portions 73 and the upper end portion of the fourth non-expansion portions 74 face each other in the substantially vehicle front-rear direction, the lower opening 81 becomes an opening that extends across the substantially vehicle front-rear direction.

[0059] The rear opening 82 is formed as a space between the front end portion of the second non-expansion portion 72 (actually the rear end portion of the portion bent into a U shape) and the upper end portion of the fourth non-expansion portion 74. Since the front end portion of the second non-expansion portion 72 and the upper end portion of the fourth non-expansion portion 74 face each other in the substantially vertical direction, the rear opening 82 becomes an opening that extends across the substantially vertical direction.

[0060] The front opening 83 is formed as a space between the upper end portion of the third non-expansion portion 73 and the front end portion of the second non-expansion portion 72 (actually the front end portion of the portion bent into a U shape). Since the upper end portion of the third non-expansion portion 73 and the front end portion of the second non-expansion portion 72 face each other in a direction that makes a predetermined inclination angle with respect to the vertical direction (a direction that slopes upward toward the rear of the vehicle), the front opening 83 becomes an opening that extends across this inclined direction.

[0061] In addition, the distribution section 8 has a front path 84 that extends from the lower opening 81 across to the lower side sub-chamber section 24 of the front seat and communicates with the internal space of the lower side sub-chamber section 24 of the front seat. In addition, the distribution section 8 also has a rear path 85 that extends from the rear opening 82 across to the lower side sub-chamber section 26 of the rear seat and communicates with the internal space of the lower side sub-chamber section 26 of the rear seat.

[0062] In addition, as the opening areas of the lower opening 81 and the rear opening 82 (the opening area in the expanded state of CSA 2), the opening area of the lower opening 81 is set to be larger than the opening area of the rear opening 82. That is, the interval dimension between the upper end portion of the third non-expansion portion 73 and the upper end portion of the fourth non-expansion portion 74 is set to be longer than the interval dimension between the front end portion of the second non-expansion portion 72 and the upper end portion of the fourth non-expansion portion 74. For example, the opening area of the lower opening 81 is set to be about twice the opening area of the rear opening 82. The ratio of this opening area is not limited to this, but is appropriately set.

[0063] In addition, as the arrangement position of the distribution part 8, specifically, as Figure 1 shown, the distribution part 8 is arranged near the arrangement position of the shoulder belt holder BA of the front seat FS in the inflated and expanded state of the CSA 2. More specifically, for example, as Figure 3 shown, the arrangement position of the distribution part 8 is set. That is to say, the distribution part 8 is arranged in such a way that the position of the seat belt insertion hole BA1 of the shoulder belt holder BA is located below and in front of the lower end position of the rear side opening 82 (the upper end position of the fourth non-inflated part 74). As a result of adopting this arrangement position, it is possible to be in a state as Figure 4 shown. That is to say, consider the case where the shoulder belt SHB changes in such a way that the extending direction starting from the arrangement position of the shoulder belt holder BA tends to the front side in the horizontal direction (the case where the posture of the shoulder belt SHB in an offset frontal collision occurs). In this case, the shoulder belt SHB does not interfere with the rear side opening 82 and the rear side path 85, so these spaces will not be reduced. On the other hand, the shoulder belt SHB may interfere with the lower side opening 81 or the front side path 84, so these spaces may be reduced. As long as it is a position where such a state can be formed, the arrangement position of the distribution part 8 is not limited to the position described above.

[0064] The front seat lower side sub-chamber part 24 in the inflated and expanded state includes an inclined part 24a and a horizontal part 24b. The inclined part 24a is continuous with the front side path 84 and extends obliquely downward toward the vehicle front at the lower side of the front seat main chamber part 21. The horizontal part 24b is continuous with the front end of the inclined part 24a and extends in a substantially horizontal direction toward the vehicle front at the lower side of the front seat main chamber part 21. In addition, the position of the front end on the vehicle front side in the horizontal part 24b of the front seat lower side sub-chamber part 24 is set at a position slightly rearward of the vehicle compared to the position of the lower end of the first non-inflated part 71.

[0065] In addition, the rear seat lower side sub-chamber part 26 in the inflated and expanded state includes a first vertical part 26a, a horizontal part 26b, and a second vertical part 26c. The first vertical part 26a is continuous with the rear side path 85 and extends downward. The horizontal part 26b is continuous with the lower end of the first vertical part 26a and extends in a substantially horizontal direction toward the vehicle rear. The second vertical part 26c is continuous with the rear end of the horizontal part 26b and extends upward toward the rear seat main chamber part 22 and the rear seat front side sub-chamber part 25. As a result of adopting this structure of the rear seat lower side sub-chamber part 26, the area between the rear seat lower side sub-chamber part 26, the rear seat front side sub-chamber part 25, and the gas supply passage 27 ( Figure 2The non-inflated part (area A) is not supplied with gas. In the inflated and deployed state of the CSA 2, it inflates through the rear seat lower sub-chamber part 26, the rear seat front sub-chamber part 25, and the gas supply passage 27, so that a relatively high tension (a force pulling the non-inflated part outward) acts on the entire non-inflated part (area A) surrounded by them. As a result, even if it is assumed that the head of the occupant in the rear seat moves toward this non-inflated part, the head can be received and blocked to prevent the head from contacting the rear side window glass 52.

[0066] In addition, at the upper edge part of the CSA 2, a plurality of fixing tags 9, 9,... are provided extending upward. Each of the fixing tags 9, 9,... is located at the upper end part of the side part of the vehicle compartment, that is, the roof side part 62, and is fixed to the roof side beam 63. The roof side beam 63 includes the rear end part of the front pillar 64 (refer to Figure 1 ), and the front end part of the rear pillar 65 (the boundary part between the rear pillar 65 and the roof side beam 63). The front pillar is hereinafter referred to as the "A pillar". The rear pillar is hereinafter referred to as the "C pillar". That is, each of the fixing tags 9, 9,... is fixed to the roof side beam 63 from the rear end part of the A pillar 64 to the front end part of the C pillar 65 by coupling members such as clamps, bolts, and nuts (not shown).

[0067] In the CSA device 1 configured in this way, when the inflator 3 is operated by a signal from the airbag ECU 100, the gas ejected from the inflator 3 passes through the connection passage 2A and the gas supply passage 27 and is supplied to each of the chamber parts 21 to 26. As a result, each of the chamber parts 21 to 26 will inflate and deploy between the heads PfH, PrH of the respective occupants Pf, Pr and the respective side window glasses 51, 52, thereby protecting the heads PfH, PrH of the respective occupants Pf, Pr. The relationship between the specific collision mode and the deployment action of the CSA 2 will be described later.

[0068] Deployment action of the CSA

[0069] Next, the deployment action of the CSA 2 will be described. Hereinafter, the deployment actions during an offset frontal collision and a side collision of the vehicle V will be described independently.

[0070] Deployment action during an offset frontal collision

[0071] First, the deployment action during an offset frontal collision of the vehicle V will be described. Figure 4A main part enlarged view showing the state of the CSA 2 and the shoulder harness SHB during an offset frontal collision of the vehicle V (an enlarged view of the peripheral portion of the shoulder harness anchor BA).

[0072] During an offset frontal collision of the vehicle V, the occupant (front seat occupant) Pf of the front seat FS moves forward due to its inertial force. Along with this, the shoulder harness SHB is pulled in the direction toward the front of the vehicle as Figure 4 shown. That is, along with the offset frontal collision, the shoulder harness SHB changes in such a way that the extending direction starting from the arranged position of the shoulder harness anchor BA tends to be the front side in the horizontal direction. The distribution portion 8 is arranged near the arranged position of the shoulder harness anchor BA of the front seat FS. Therefore, at the initial stage of the offset frontal collision (during the period when the front seat occupant Pf is moving forward), the shoulder harness SHB that changes in such a way that the extending direction tends to be the front side in the horizontal direction pushes upward the lower edge of the CSA 2 and the position corresponding to the front side portion of the distribution portion 8 (refer to Figure 4 the arrow mark F in). That is, the CSA 2 is pressed in the direction of reducing the front side path 84 of the distribution portion 8 or the lower side opening 81 which is the entrance portion of the front side path 84. Therefore, at the initial stage of this offset frontal collision, a state is formed in which the gas preferentially flows into the rear side path 85 (refer to Figure 4 the arrow marks shown by the solid lines in), and thus the completion time of the inflation deployment of the rear seat lower sub-chamber portion 26 can be advanced. As a characteristic movement of the occupant P during an offset frontal collision of the vehicle V, there can be cited a movement in which the head PrH of the occupant (rear seat occupant) Pr of the rear seat RS faces the front of the vehicle and tends to the outside in the vehicle width direction. Due to this movement, it is required to advance the completion time of the inflation deployment of the rear seat lower sub-chamber portion 26. According to the present embodiment, it is possible to advance the completion time of the inflation deployment of the rear seat lower sub-chamber portion 26 during an offset frontal collision of the vehicle V by effectively utilizing the movement of the shoulder harness SHB.

[0073] In addition, when restoring the posture of the front seat occupant Pf to the original state, the force (the force F with respect to the CSA 2) from the shoulder harness SHB described above is released, and thus a sufficient amount of gas also flows into the front seat lower sub-chamber portion 24 to cause the front seat lower sub-chamber portion 24 to inflate and deploy.

[0074] Inflation deployment operation during a side collision

[0075] Next, the inflation deployment operation during a side collision of the vehicle V will be described. Figure 3A main part enlarged view (an enlarged view of the periphery of the shoulder belt holder BA) showing the state of the CSA 2 and the shoulder belt SHB when a side collision of the vehicle V occurs.

[0076] When a side collision of the vehicle V occurs, since the front seat occupant Pf does not move forward, the shoulder belt SHB does not push the CSA 2 upward from the lower side to the upper side. That is, an operation in which the shoulder belt SHB reduces the front side path 84 of the distribution portion 8 or the entrance portion of the front side path 84 is not performed. In addition, as described above, the opening area of the lower side opening 81 is set larger than the opening area of the rear side opening 82. Therefore, a state is formed in which the gas sufficiently flows toward the front side path 84 (refer to the arrow marks in Figure 3 . As a result, the completion time of the inflation and deployment of the front seat lower sub-chamber portion 24 can be advanced. As described above, as a characteristic movement of the occupant P when a side collision of the vehicle V occurs, a movement in which the head PfH of the front seat occupant Pf tends to move outward in the vehicle width direction can be cited. Due to this movement, it is necessary to advance the completion time of the inflation and deployment of the front seat lower sub-chamber portion 24. According to the present embodiment, the completion time of the inflation and deployment of the front seat lower sub-chamber portion 24 when a side collision of the vehicle V occurs can be advanced.

[0077] Effects of the Embodiment

[0078] As described above, in the present embodiment, the distribution portion 8 is arranged near the position where the shoulder belt holder BA of the front seat is located in the inflated and deployed state of the CSA 2. The distribution portion 8 has a front side path 84 for supplying gas to the front seat lower sub-chamber portion (front seat occupant protection chamber portion) 24 and a rear side path 85 for supplying gas to the rear seat lower sub-chamber portion (rear seat occupant protection chamber portion) 26. Thus, by utilizing the differences in the movements of the shoulder belt SHB during a side collision and an offset frontal collision of the vehicle V, the inflation and deployment modes of the respective CSA 2 can be made different. As a result, the protection of the front seat occupant Pf and the rear seat occupant Pr during a side collision and an offset frontal collision of the vehicle V can be respectively and satisfactorily performed without modifying the inflator 3.

[0079] In addition, the entrance of the front path 84 in the distribution section 8 is arranged on the front lower side of the vehicle V compared to the arrangement position of the shoulder belt holder BA. Therefore, in the event of an offset frontal collision of the vehicle V, an operation can be surely obtained to press the CSA 2 in such a manner that the front path 84 in the distribution section 8 or the entrance portion of the front path 84 is reduced. Thereby, it is possible to sufficiently advance the inflation deployment completion time of the rear seat lower side sub-chamber portion 26 in the event of an offset frontal collision of the vehicle V.

[0080] In addition, the entrance of the rear path 85 in the distribution section 8 is arranged on the upper rear side of the vehicle V compared to the arrangement position of the shoulder belt holder BA. Therefore, in the event of an offset frontal collision of the vehicle V, the entrance portion of the rear path 85 in the distribution section 8 does not shrink. Thereby, a situation can be surely obtained in which the gas preferentially flows into the rear path 85, and thus the inflation deployment completion time of the rear seat lower side sub-chamber portion 26 can be advanced.

[0081] Other embodiments

[0082] Furthermore, the present invention is not limited to the above-described embodiments, but can be modified and applied in all forms within the scope equivalent to the claims and the claims.

[0083] For example, in the above-described embodiment, the CSA device 1 mounted on a sedan-type vehicle V is taken as an example for explanation. The present invention is not limited thereto, and can also be applied to CSA devices mounted on other types of vehicles.

[0084] In addition, the present invention can also be applied to a CSA device 1 having a CSA 2 without a front seat lower side sub-chamber portion 24 and a rear seat lower side sub-chamber portion 26.

[0085] The present invention can be applied to a curtain airbag device mounted on a vehicle.

Claims

1. A curtain airbag device, comprising: A curtain airbag having a front seat occupant protection chamber portion and a rear seat occupant protection chamber portion, wherein the front seat occupant protection chamber portion and the rear seat occupant protection chamber portion are each inflated and deployed during a side collision or an offset frontal collision of the vehicle, and the front seat occupant protection chamber portion is located on the side of the front seat of the vehicle in the inflated and deployed state, and the rear seat occupant protection chamber portion is located on the side of the rear seat of the vehicle in the inflated and deployed state; A distribution portion having a front side path for supplying gas to the front seat occupant protection chamber portion and a rear side path for supplying gas to the rear seat occupant protection chamber portion, The distribution portion is disposed near the position where the shoulder belt retainer of the front seat is disposed in the inflated and deployed state of the curtain airbag.

2. The curtain airbag device according to claim 1, wherein, The inlet of the front side path in the distribution portion is disposed on the front side and the lower side of the vehicle compared to the position where the shoulder belt retainer is disposed.

3. The curtain airbag device according to claim 1 or 2, wherein, The inlet of the rear side path in the distribution portion is disposed on the upper side of the vehicle or the rear side of the vehicle compared to the position where the shoulder belt retainer is disposed.

4. The curtain airbag device according to claim 1 or 2, wherein, The front seat occupant protection chamber portion is located on the front side and the lower side of the vehicle with respect to the distribution portion, and the rear seat occupant protection chamber portion is located on the rear side and the lower side of the vehicle with respect to the distribution portion.

Images