Occupant protection device

Abstract

Disclosed is an occupant protection device that contributes to improving the waist restraint performance of an occupant. An occupant protection device (30), which is provided inside or below a seat cushion (2) of a vehicle seat (100), is provided with: an airbag cushion (32) that can be inflated so as to jack up a seat surface (26) of the seat cushion (2); at least one inflator (34) (inflator (34a, 34b)) that operates in the event of an emergency of the vehicle. The at least one inflator (34) is configured so as to operate at least once in the event of a vehicle emergency, and to supply inflation gas to the internal space of the airbag cushion (32), the inflation gas supply time being controlled by changing the time at which the gas is generated by the at least one gas generation unit on the basis of the sensing from the vehicle.

Description

Technical Field

[0001] This invention relates to an occupant protection device disposed inside or under the seat cushion of a vehicle seat. Background Technology

[0002] In the event of a frontal collision, a seatbelt-wearing occupant will tend to move forward due to inertia. Patent Document 1 describes an occupant protection device that, in such a frontal collision, instantly inflates the airbag inside the vehicle seat, causing the front end of the seat cushion to rise, thereby preventing the occupant's waist from moving forward.

[0003] Existing technical documents Patent documents Patent Document 1: Japanese Patent Application Publication No. 2007-118820 Summary of the Invention

[0004] The problem the invention aims to solve In Patent Document 1, the airbag is fixed to the seat floor and, when inflated, lifts the lower front part of the seat cushion. However, for example, in the later stages of a collision, the internal pressure of the inflated airbag decreases due to the load from the occupant, which may reduce the restraint force on the occupant's lumbar region.

[0005] The purpose of this invention is to provide an occupant protection device that helps improve the lumbar restraint performance of occupants.

[0006] Problem Solving Methods One aspect of the present invention relates to an occupant protection device disposed inside or below the seat cushion of a vehicle seat, comprising: an airbag cushion capable of inflating to support the seat surface of the seat cushion; and at least one inflator that operates in a vehicle emergency, the at least one inflator operating at least twice during the vehicle emergency to supply inflation gas to the internal space of the airbag cushion at least twice.

[0007] According to this design, the airbag is supplied with inflation gas at least twice at intervals. The first inflation of the airbag lifts the seat surface to restrain the occupant's waist. Subsequently, even if the internal pressure of the airbag decreases, the second inflation of the airbag increases the internal pressure, thus increasing the lifting force on the seat surface. Therefore, the restraint force on the occupant's waist can be maintained.

[0008] As a more detailed example, let's describe a frontal collision where the occupant is seated in a proper posture and wearing a seatbelt. During the initial inflation, the airbag cushion lifts near the occupant's thighs, thereby inhibiting forward movement of the lumbar region and promoting clockwise rotation of the pelvis (lumbar flexion rotation). This inhibits chest movement. Then, a second inflation occurs at a later point (e.g., when the airbag pressure decreases and lumbar restraint may decrease). This again lifts near the thighs, controlling lumbar movement (inhibiting forward movement and promoting lumbar flexion rotation). Therefore, throughout the entire collision, including the later stages, chest movement is inhibited, and lumbar restraint is improved.

[0009] Another aspect of the present invention relates to an occupant protection device disposed inside or below the seat cushion of a vehicle seat, comprising: an airbag cushion capable of inflating to support the seat surface of the seat cushion; and at least one inflator configured to operate in a vehicle emergency, the at least one inflator being configured to operate at least once during a vehicle emergency to supply inflation gas to the internal space of the airbag cushion, the timing of the supply of inflation gas to the airbag cushion being controlled by changing the timing of gas generation by at least one gas generating unit based on sensors from the vehicle.

[0010] According to this configuration, since the timing of the supply of the inflation gas is controlled, it can be configured, for example, to supply the inflation gas to the airbag cushion at least twice at time intervals. Therefore, as described above, during the entire collision period, including the later stages of the collision, movement of the occupant's chest can be suppressed, improving the restraint performance of the lumbar region. Attached Figure Description

[0011] Figure 1A This is a perspective view showing the external shape of a vehicle seat equipped with the occupant protection device according to the embodiment.

[0012] Figure 1B It is shown Figure 1A A 3D diagram of the internal frame structure of a vehicle seat.

[0013] Figure 2 This is a diagram showing a side cross-section of a vehicle seat, illustrating the occupant protection device according to the embodiment, (a) showing the airbag before inflation, and (b) showing the various states of the airbag after inflation.

[0014] Figure 3 This is a framework diagram showing the control structure of the occupant protection device according to the first embodiment.

[0015] Figure 4This is a flowchart illustrating the control method of the occupant protection device according to the first embodiment.

[0016] Figure 5 It is a graph showing the time elapsed of the internal pressure of the airbag cushion when it is inflated twice with respect to the first embodiment.

[0017] Figure 6 This is a graph showing the time elapsed for the chest flexion of an occupant during a vehicle emergency, in relation to the comparative example and the first embodiment.

[0018] Figure 7 The figures are for illustrating the effect of the occupant protection device involved in the implementation from another viewpoint, (a) shows a comparative example, and (b) shows a first embodiment.

[0019] Figure 8 This is a framework diagram illustrating the control structure of the occupant protection device according to the second embodiment.

[0020] Figure 9 This is a flowchart illustrating the control method of the occupant protection device according to the second embodiment. Detailed Implementation

[0021] Referring to the accompanying drawings, the occupant protection device according to a preferred embodiment of the present invention will be described. In this specification, the terms up / down, left / right, and front / back are defined as follows: When an occupant is seated in a proper posture in a vehicle seat, the direction the occupant is facing is called forward, and the opposite direction is called rearward; these are referred to as the front / back direction when showing coordinate axes. Additionally, when an occupant is seated in a proper posture in a vehicle seat, the occupant's right side is called the right direction, and the occupant's left side is called the left direction; these are referred to as the left / right direction when showing coordinate axes. Similarly, when an occupant is seated in a proper posture, the direction in which the occupant's head is facing is called upward, and the direction in which the occupant's waist is facing is called downward; these are referred to as the up / down direction when showing coordinate axes.

[0022] In addition, in this specification, the term "occupant" refers to a mannequin used in frontal crash tests (HybridIIAM50 / NHTSA [National Highway Traffic Safety Administration: the standard for frontal crash tests [49CFR Part 572 Subpart E and O]) with a physique comparable to the average American male, with approximate dimensions of 175cm in height, 88cm in seat height, and 78kg in weight.

[0023] like Figure 1A and Figure 1BAs shown, the vehicle seat 100 includes: a seat back 1 that supports the back of the occupant; a seat cushion 2 for the occupant to sit on; and a headrest 3 that supports the head of the occupant. The vehicle seat 100 may be, for example, a driver's seat or a front passenger seat, but may also be a rear seat.

[0024] Inside the seat back 1 and seat cushion 2, a backrest frame 10 and a seat base frame 20, forming the seat frame, are respectively provided. The backrest frame 10 and the seat base frame 20 are connected to each other via a tilting mechanism 4 by means of machined metal parts or hard resin. The seat base frame 20 has a pair of side frames 22, 22 arranged separately on the left and right sides, and a seat base plate 24 (see reference) is mounted between the front of the pair of side frames 22, 22. Figure 2 The seat base plate 24 is located on the lower side of the front part of the seat cushion 2, and a spring 25 supporting the seat cushion 2 is provided behind the seat base plate 24.

[0025] The seat cushion 2 may include, for example, a cushion made of polyurethane foam or the like that covering the surface and surrounding of the seating frame 20; and a seat cover made of leather or fabric that covers the cushion surface. The upper surface of the seat cover forms the surface for the occupant to sit on, i.e., the seat surface 26 of the seat cushion 2.

[0026] The occupant protection device 30 is disposed inside or below the seat cushion 2. For example, the occupant protection device 30 is disposed inside the seat cushion 2 and covered by the seat cover. In this case, the occupant protection device 30 may also be disposed on the upper surface of the seat base 24. Alternatively, if the seat base 24 is not provided, it may be disposed on the seat frame 20. In other examples, the occupant protection device 30 is not disposed inside the seat cushion 2, but is disposed below the seat cushion 2. In this case, for example, the occupant protection device 30 is mounted on a bracket fixed to the vehicle seat 100 below the seat cushion 2. The example of disposing of the occupant protection device 30 on the upper surface of the seat base 24 will be described below.

[0027] like Figure 2 As shown, the occupant protection device 30 includes: an airbag 32 that can inflate to lift the seat surface 26 of the seat cushion 2; and at least one inflator 34 that operates in the event of a vehicle emergency. A vehicle emergency is, for example, a frontal collision of the vehicle.

[0028] The airbag cushion 32 is a bag-like structure that inflates upon receiving gas from the inflator 34. The airbag cushion 32 is formed into a bag shape by sewing or bonding one or more sheets of base fabric (such as non-woven fabric) at appropriate locations, or by using OPW (One-Piece Woven) weaving. The airbag cushion 32 is disposed, for example, in a folded state on the mounting surface 24a of the seat base 24. The folding form is arbitrary; for example, it can be folded, rolled up, or a combination thereof. The folded airbag cushion 32 unfolds upon receiving gas from the inflator 34, inflating with the mounting surface 24a of the seat base 24 as the reaction force surface.

[0029] The inflator 34 is electrically connected to the vehicle-side ECU. For example, the inflator 34 operates by receiving a signal from the vehicle-side ECU that detects an impact during a frontal collision, and instantaneously supplies gas to the airbag cushion 32. The inflator 34 can be of any type, such as disc-type or cylinder-type, and can also utilize various types such as gas-generating agents, compressed gases, or inflators filled with both. Known inflators are generally classified into three categories: gunpowder-type inflators, compressed gas-type inflators, and hybrid inflators. Gunpowder-type inflators rely solely on combustion to provide expansion gas, while compressed gas-type inflators use a minimal amount of gunpowder to open the chamber and release the compressed expansion gas. Hybrid inflators combine combustion and compressed gas storage to fill the airbag cushion with expansion gas. As an example of this embodiment, the cylinder-type inflator 34 has an igniter (ignition device) at the open end of a bottomed cylindrical body. Then, by using the igniter to ignite the gas generating agent inside the cylinder, gas is generated and supplied to the airbag cushion 32 for expansion through multiple nozzles on the circumferential surface of the cylinder.

[0030] The airbag cushion 32 can be mounted on the seat base 24 by various methods. For example, the airbag cushion 32 can be mounted on the seat base 24 by fasteners such as bolts, rivets, etc., to the front and rear portions and / or the front and rear center portions. Figure 2 In this example, the airbag cushion 32 is installed in both the front and rear sections. Furthermore, the mounting point of the airbag cushion 32 relative to the seat base 24 can also serve as the mounting point for the inflator 34 on the seat base 24. For example, when using the aforementioned bottomed cylindrical body as the inflator 34, the axial direction of the cylindrical body is aligned with the left-right direction, and it is housed inside the airbag cushion 32. Moreover, a stud 35, protruding from the outer periphery of the cylindrical body, protrudes outward from the airbag cushion 32 and inserts through the seat base 24 from the mounting surface 24a side, and is secured to the seat base 24 with a nut. Thus, the inflator 34 and the airbag cushion 32 are together secured to the mounting surface 24a of the seat base 24 by the stud 35 and the nut.

[0031] The airbag cushion 32 is positioned such that the person is seated in a proper posture on the seat cushion 2 and wearing a seatbelt (in... Figure 2 The airbag 32 (omitted) is positioned near the buttocks of occupant P, near the thigh. For example, the center 32c of the inflated airbag 32 is located below the portion of occupant P's thigh near the buttocks. When the airbag 32 inflates, it lifts the portion of occupant P's thigh near the buttocks via the seat surface 26, lifting the portion from occupant P's thigh to the knee as a whole. This causes a force that rotates occupant P's pelvis clockwise (backward flexion rotation of the lumbar region). Through this force, occupant P's spine is not lifted, and occupant P's vertebrae are kept downward. That is, because the spine is not lifted, no phase difference is generated on the ribs, and no burden is placed on occupant P's chest, thus inhibiting forward movement of occupant P's lumbar region. Furthermore, it inhibits the occurrence of slippage.

[0032] The shape of the airbag cushion 32 when it inflates and deploys is as follows Figure 2 (b) shows the shape. Specifically, in the inflated state, the top of the front portion 32a is above the top of the rear portion 32b. The front portion 32a is the part located in front of the center 32c of the airbag cushion 32, and the top of the front portion 32a may be located near the front end of the airbag cushion 32. The rear portion 32b is the part located behind the center 32c of the airbag cushion 32, and the top of the rear portion 32b may be located near the rear end of the airbag cushion 32. If we compare the amount of elevation of the front portion 32a and the rear portion 32b relative to the occupant P, it can be said that the top of the front portion 32a raises the portion of the occupant P from the thigh to the knee higher than the top of the rear portion 32b.

[0033] In this embodiment, at least one inflator 34 is configured to operate at least twice during a vehicle emergency, supplying inflation gas to the internal space of the airbag cushion 32 at at least two times. For ease of explanation, an example where the number of operating times is twice will be described below. Furthermore, as a form of performing such two (or more) inflations, there are forms using two (or more) inflators 34 and forms using one inflator 34; the former will be described as the first embodiment, and the latter as the second embodiment.

[0034] [First Embodiment] Figure 3 A control structure 60 is shown that includes inflators 34a and 34b of the occupant protection device 30. At least one inflator 34 includes a first inflator 34a and a second inflator 34b. The inflators 34a and 34b are configured to supply inflation gas to the internal space of the airbag cushion 32, respectively. The inflators 34a and 34b have identical performance. Employing identical performance improves the quality of module management.

[0035] The inflators 34a and 34b can be arranged front-to-back or side-to-side with each other. For example, the inflators 34a and 34b can be positioned at different locations in the longitudinal direction of the vehicle. For example, the front-to-back mounting of the airbag cushion 32 relative to the aforementioned seat base 24 can be performed using the inflator 34a at the front and the inflator 34b at the rear. Alternatively, the inflators 34a and 34b can be positioned along the longitudinal direction of the vehicle. For example, in the case of cylindrical inflators 34a and 34b, the axis of the cylinder can be aligned in the longitudinal direction of the vehicle. In other embodiments, the inflators 34a and 34b can also be positioned at different locations in the width direction of the vehicle; in this case, they can also be positioned along the width direction of the vehicle.

[0036] The controller 70 in the occupant protection device 30 is an electronic control unit (ECU) equipped with a CPU 71, a memory 72, and an input / output interface 73, and is configured as a microcomputer, for example. The CPU 71 executes the desired calculations according to the control program, performing various processes and controls. The memory 72 includes, for example, ROM and RAM. The ROM stores the control program or control data processed by the CPU 71, while the RAM is mainly used as various operating areas for control processing. External sensors 75 and inflators 34a and 34b are electrically connected to the input / output interface 73. Sensors 75 are used to detect vehicle collisions, and various known types of sensors, such as acceleration sensors or pressure sensors, can be used. According to this structure, the controller 70 receives input signals from the sensors 75 and outputs operating signals to the inflators 34a and 34b in the event of a vehicle emergency (determining whether a frontal collision has occurred, and if so, if so), outputs operating signals to the inflators 34a and 34b.

[0037] Furthermore, the controller 70 can be configured as an airbag ECU capable of communicating with the vehicle-side ECU, controlling not only the inflators 34a and 34b of the occupant protection device 30, but also the inflators of other airbag devices (such as front side airbags, curtain airbags, etc.). In another embodiment, the controller 70 can be configured such that the vehicle-side ECU determines whether a frontal collision has occurred, and the controller 70 receives collision information from the vehicle-side ECU and outputs operating signals to the inflators 34a and 34b.

[0038] Figure 4 This is a flowchart illustrating the control method of the occupant protection device 30. This control method is executed by the controller 70 during a vehicle collision (S10).

[0039] In this control method, the inflators 34a and 34b operate at different times. That is, inflator 34a operates at a first time point t1, and inflator 34b operates at a second time point t2, which is different from the first time point. Here, the controller 70 changes the output time of the operating signal so that the second inflator 34b operates later than the first inflator 34a. Specifically, firstly, an operating signal for supplying inflation gas to the airbag cushion 32 is output from the first inflator 34a (S11), and then an operating signal for supplying inflation gas to the airbag cushion 32 is output from the second inflator 34b (S12).

[0040] Here, the difference in operating timing (ignition delay time) between the inflators 34a and 34b can be, for example, 15 to 40 msec. If it is less than 15 msec, it is roughly the same as having the inflators 34a and 34b operate simultaneously, because the internal pressure of the airbag cushion 32 may rise excessively during the initial inflation phase. Conversely, if it exceeds 40 msec, the decrease in internal pressure of the airbag cushion 32 becomes excessive. By setting it to a range of 15 to 40 msec, the internal pressure of the airbag cushion 32 during the initial inflation phase can be kept within an appropriate range, and the internal pressure of the airbag cushion 32 can be raised again before it drops excessively.

[0041] Furthermore, within the range of 15–40 msec, 25 msec or 35 msec before or after is preferred. However, it should be noted that this delay time is significantly affected by the type and performance of the inflator used.

[0042] Figure 5 This is a graph showing the time elapsed for the internal pressure of the airbag cushion 32 during two inflations. Before a vehicle emergency, the internal pressure of the airbag cushion 32 is 0. When the inflator 34a operates at the first time point t1 during a vehicle emergency, the internal pressure of the airbag cushion 32 rises. Thus, the airbag cushion 32 deploys, undergoing its first inflation. After reaching an initial peak P1, the internal pressure of the airbag cushion 32 begins to decrease due to the load from the occupant P. Subsequently, if the inflator 34b operates at the second time point t2 before the internal pressure of the airbag cushion 32 has completely decreased, the internal pressure of the airbag cushion 32 rises again. Thus, the airbag cushion 32 undergoes a second inflation. After exceeding the initial peak P1 and reaching a later peak P2, the internal pressure of the airbag cushion 32 begins to decrease due to the load from the occupant P. The later peak P2 is greater than the initial peak P1; as mentioned above, when the inflators 34a and 34b have the same performance, the later peak P2 can be approximately twice the initial peak P1.

[0043] Here, as Figure 5 As shown, the second time point t2 can be, for example, when the internal pressure of the airbag cushion 32 reaches 50% of the initial peak value P1. In other embodiments, it can be when the pressure reaches 70%, 60%, 40%, 30%, or 20% of the initial peak value P1.

[0044] Alternatively, the inflation and deployment of the airbag cushion 32 can be controlled by the configuration of the inflators 34a and 34b. For example, the inflator 34a for the first stage ignition can be positioned as far forward as possible in the vehicle's longitudinal direction. For instance, the inflator 34a can be positioned at the front of the vehicle, and the inflator 34b at the rear. Thus, during the first stage ignition (first time point t1), because the relatively folded airbag cushion 32 receives an earlier and greater supply of inflation gas to the forward portion than the rear portion, the front portion 32a inflates and deploys earlier and more significantly than the rear portion 32b. Furthermore, when the internal pressure of the airbag cushion 32 reaches its maximum after the second stage ignition (second time point t2), the airbag cushion 32 is fully deployed, and the lifting force on the seat surface reaches its maximum.

[0045] Figure 6 This is a graph showing the time elapsed for the chest deflection of occupant P during a vehicle emergency, in both the comparative example and the first embodiment. Occupant P is seated in a normal posture on seat cushion 2 and wearing a seatbelt. In the comparative example, no occupant protection device 30 is provided. In the case of the comparative example, during a vehicle emergency, the chest deflection of occupant P continuously increases over time.

[0046] In contrast, in the first embodiment, during a vehicle emergency, the first inflator 34a operates at a first time point t1. The airbag cushion 32 then inflates for the first time, lifting the occupant P near the buttocks and thighs. This suppresses forward movement of the occupant P's waist and promotes backward flexion and rotation of the occupant P's waist. This, in turn, suppresses movement of the occupant P's chest. It is worth noting that in... Figure 6 In the control group, compared with the control group, the amount of chest flexion decreased between time point t1 and time point t2.

[0047] Furthermore, in the case of the first embodiment, at a later time point t2, the second inflator 34b operates. The airbag cushion 32 then inflates a second time, again lifting the occupant P's thighs near the buttocks. This again controls the movement of the occupant P's waist (suppressing forward movement and promoting backward rotation), and suppresses movement of the occupant P's chest. It is worth noting that in... Figure 6 In the mean square, after time point t2, the peak value of chest deformation decreased compared to the control group.

[0048] Thus, according to the first embodiment, during the full collision, including the later stages of the collision (e.g., after time point t1), movement of the occupant P's chest can be suppressed, improving lumbar restraint performance.

[0049] Figure 7These figures illustrate the effects of the first embodiment from another perspective; (a) shows a comparative example, and (b) shows the first embodiment. In this comparative example, the occupant protection device 30 is not provided. In the case of the comparative example, during a vehicle emergency, the sternum of occupant P forms a straight trajectory in the longitudinal direction (see arrow 81). In contrast, in the case of the first embodiment, during a vehicle emergency, the sternum of occupant P forms an arc trajectory (see arrow 82). This results in reduced chest deflection.

[0050] That is, in the first embodiment, when the airbag cushion 32 is deployed, it exerts an upward force on the lumbar region and the spine connected thereto while restraining the occupant P's waist. As a result, the spine behind the occupant P's sternum moves upward while remaining stationary relative to the vehicle's longitudinal direction. Since the movement is inherently a frontal collision, a force is applied to the occupant P that moves relatively forward. However, with the deployment of the airbag cushion 32, as described above, the occupant P experiences an upward force from the waist to the spine, resulting in the occupant P's sternum falling downward in front of the occupant P. At this time, the occupant P's sternum falls diagonally downward in front, and relative to the direction of movement of the front portion of the sternum, it can suppress the reduction of the distance between the sternum and the seatbelt 300 and the front airbag cushion 310 (i.e., it can increase the gap). As a result, it can suppress the amount of chest deflection caused by the forces exerted on the occupant P by the seatbelt 300 and the front airbag cushion 310.

[0051] [Second Embodiment] Next, refer to Figure 8 and Figure 9 The second embodiment will now be described. Here, there is one inflator 34. Furthermore, the same symbols are used for points common to the first embodiment, and descriptions are omitted.

[0052] like Figure 8 As shown, the inflator 34 has multiple igniters, including a first igniter 400a and a second igniter 400b that are respectively ignited in a vehicle emergency. As described above, the inflator 34 can be of any type, such as disc or cylinder. For example, the inflator 34 has two (or more) gas generating sections corresponding to the igniters 400a and 400b. The inflator 34 generates gas by igniting the gas-generating agent in one of the gas generating sections using the igniter 400a, thereby supplying inflation gas to the airbag cushion 32. Additionally, the inflator 34 generates gas by igniting the gas-generating agent in the other gas generating section using the igniter 400b, thereby supplying inflation gas to the airbag cushion 32.

[0053] The controller 70 in the occupant protection device 30 has a CPU 71, a memory 72 and an input / output interface 73, receives input signals from the sensor 75, and outputs ignition signals to the igniters 400a and 400b in the event of a vehicle emergency.

[0054] like Figure 9 As shown, the ignition timings of igniters 400a and 400b are different. That is, igniter 400a operates at a first timing point t1, and igniter 400b operates at a second timing point t2. Specifically, firstly, an ignition signal for supplying expansion gas to the airbag cushion 32 is output from the first igniter 400a (S21), and then an ignition signal for supplying expansion gas to the airbag cushion 32 is output from the second igniter 400b (S22). Similar to the difference in operating timings of inflators 34a and 34b in the first embodiment, the difference in ignition timings (t2-t1) between igniters 400a and 400b can be, for example, 15 to 40 msec.

[0055] Therefore, it functions in the same way as the first embodiment in the second embodiment. That is, the change is as follows: Figures 5-7 The internal pressure and chest deflection shown indicate that, therefore, the movement of the occupant P's chest can be suppressed during the entire collision, including the later stages of the collision (e.g., after time point t1), thus improving lumbar restraint performance.

[0056] From another perspective, the occupant protection device 30 involved in the embodiments including the first and second embodiments described above can be understood as follows: That is, the occupant protection device 30 involved in the embodiments is an occupant protection device 30 disposed inside or below the seat cushion 2 of the vehicle seat 100, comprising: an airbag cushion 32 capable of inflating to lift the seat surface 26 of the seat cushion 2; at least one inflator 34 configured to operate in a vehicle emergency, wherein at least one inflator 34 operates at least once during a vehicle emergency, supplying inflation gas to the internal space of the airbag cushion 32, the timing of which the inflation gas is supplied to the airbag cushion 32 is controlled by changing the timing of gas generation by at least one gas generator based on information from the vehicle (from sensor 75).

[0057] This also means, for example, controlling the mass flow through the shape or zoning structure of a gasifier 34.

[0058] The embodiments described above are for the purpose of facilitating understanding of the present invention and are not intended to limit or interpret the present invention. The various elements, their configurations, materials, conditions, shapes, and dimensions included in the embodiments are not limited to the examples and may be appropriately modified.

[0059] For example, instead of directly lifting the seat surface 26 with the airbag cushion 32, a lifting member can be provided between the airbag cushion 32 and the seat surface 26. That is, the airbag cushion 32 can also tilt or rotate the lifting member (e.g., a plate with an upwardly inclined front end) when it inflates, thereby lifting the seat surface 26 via the lifting member.

[0060] Alternatively, given the severity of the collision and the layout, inflators with different performance characteristics for inflators 34a and 34b can be used. In this case, the output of inflator 34b can be greater than that of inflator 34a, but the opposite can also be used depending on the severity of the collision and the layout.

[0061] Additionally, the internal pressure data of the inflator 34 is in Figure 5 The system is designed to have two peaks (initial peak P1 and later peak P2), but is not limited to these. For example, the internal pressure data of the inflator 34 can be a gently rising straight line, or it can be a two-stage stepped curve without troughs.

[0062] Additional investigation into various implementation methods [Implementation Mode 1] An occupant protection device is an occupant protection device installed inside or under the seat cushion of a vehicle seat. have: An airbag cushion that can inflate to lift the seat surface of the seat cushion; At least one inflator that operates in the event of a vehicle emergency. The at least one inflator is configured to operate at least once during a vehicle emergency, supplying inflation gas to the internal space of the airbag cushion. The timing of supplying the inflation gas to the airbag cushion is controlled by changing the timing of gas supply from at least one gas generator based on sensors from the vehicle.

[0063] [Implementation Mode Two] An occupant protection device is an occupant protection device installed inside or under the seat cushion of a vehicle seat. have: An airbag cushion that can inflate to lift the seat surface of the seat cushion; At least one inflator that operates in the event of a vehicle emergency. The at least one inflator is configured to operate at least twice during a vehicle emergency, supplying expansion gas to the internal space of the airbag cushion at least twice.

[0064] [Implementation Mode Three] As described in Embodiment 1 or 2, the occupant protection device, wherein... The at least one inflator includes a first inflator and a second inflator, which are capable of supplying inflation gas to the internal space of the airbag cushion, respectively. The first inflator and the second inflator operate at different times during vehicle emergencies.

[0065] [Implementation Mode Four] As described in Embodiment 3, the occupant protection device, wherein... The first inflator and the second inflator have the same performance.

[0066] [Implementation Mode Five] As described in Embodiment 3 or 4, the occupant protection device, wherein... The first inflator and the second inflator are located at different positions in the front-rear direction of the vehicle.

[0067] [Implementation Mode Six] The occupant protection device as described in any one of embodiments three to five, wherein... The second inflator operates only 15 to 40 milliseconds later than the first inflator.

[0068] [Implementation Mode Seven] The occupant protection device as described in any one of embodiments three to six, wherein... It also includes a controller, which is connected to the first and second inflators. The controller is used in vehicle emergencies. A working signal is output to the first inflator so that the first inflator operates at a first time point. It also outputs a working signal to the second inflator so that the second inflator works at a second time point different from the first time point.

[0069] [Implementation Mode 8] As described in Embodiment 1 or 2, the occupant protection device, wherein... The at least one inflator includes an inflator having a plurality of igniters, including a first igniter and a second igniter for ignition in the event of a vehicle emergency. The first igniter and the second igniter have different ignition timings in the event of an emergency in the vehicle.

[0070] [Implementation Mode Nine] As described in Embodiment 8, the occupant protection device, wherein... The second igniter ignites only 15 to 40 msec later than the first igniter.

[0071] [Implementation Mode Ten] As described in Embodiment 8 or 9, the occupant protection device, wherein... It also includes a controller, which is connected to the inflator. The controller is used in vehicle emergencies. An ignition signal is output to the first igniter so that the first igniter ignites at the first moment. It also outputs an ignition signal to the second igniter so that the second igniter ignites at a second time point different from the first time point.

[0072] [Implementation Mode Eleven] The occupant protection device as described in any one of embodiments one through ten, wherein... The airbag cushion is disposed on the seat base plate, configured to expand and unfold the seat base plate as a reaction force surface.

[0073] [Implementation Mode Twelve] The occupant protection device as described in Embodiment Eleven, wherein... The airbag cushion is mounted on the seat base via the at least one inflator.

[0074] [Implementation Mode Thirteen] The occupant protection device as described in any one of embodiments one through twelve, wherein... With the occupants seated in a proper posture on the seat cushion and wearing seat belts, The expansion of the airbag cushion promotes the occupant's lumbar flexion and rotation.

[0075] [Implementation Mode Fourteen] As described in Embodiment Seven, the occupant protection device, wherein... The first time point is before the second time point. The second time point is the point after the internal pressure of the airbag cushion reaches its initial peak through the operation of the first inflator and begins to decrease, but before it has completely decreased. The internal pressure of the airbag cushion reaches a later peak exceeding the initial peak through the operation of the second inflator.

[0076] [Implementation Mode Fifteen] The occupant protection device as described in any one of embodiments 1 to 13, wherein... When the airbag is inflated and deployed, the top of the front part is located above the top of the rear part.

[0077] [Implementation Mode Sixteen] As described in Embodiment 5, the occupant protection device, wherein... The one of the first and second inflators located at the front of the vehicle operates first.

[0078] Symbol Explanation 1… Seat backrest 2… Seat cushion 3…headrest 4…tilting mechanism 10…backrest frame 20…seat frame 22…Side frame 24…Seat base 24a…supporting surface 25…spring 26…seat surface 30…occupant protection device 32…Airbag cushion 32a…Front section 32b…rear section 32c…center 34, 34a, 34b... Inflators 35… Stud 60… Control Structure 70…Controller 71…CPU 72…Memory 73…Input / output interface 75…sensor 81, 82…arrow t1…first time point t2…second time point 300… seat belt 310… Front airbag cushion 400a, 400b…Igniter P…Crew

Claims

1. An occupant protection device, disposed inside or under the seat cushion of a vehicle seat, The occupant protection device includes: An airbag cushion that can inflate to lift the seat surface of the seat cushion; At least one inflator that operates in the event of a vehicle emergency. The at least one inflator is configured to operate at least once during a vehicle emergency, supplying inflation gas to the internal space of the airbag cushion. The timing of the supply of inflation gas to the airbag cushion is controlled by changing the timing of gas generation by at least one gas generator based on sensors from the vehicle.

2. An occupant protection device, disposed inside or under the seat cushion of a vehicle seat. The occupant protection device includes: An airbag cushion that can inflate to lift the seat surface of the seat cushion; At least one inflator that operates in the event of a vehicle emergency. The at least one inflator is configured to operate at least twice during a vehicle emergency, supplying expansion gas to the internal space of the airbag cushion at least twice.

3. The occupant protection device as described in claim 1 or 2, wherein, The at least one inflator includes a first inflator and a second inflator, which are capable of supplying inflation gas to the internal space of the airbag cushion, respectively. The first inflator and the second inflator operate at different times during an emergency in the vehicle.

4. The occupant protection device as described in claim 3, wherein, The first inflator and the second inflator have the same performance.

5. The occupant protection device as described in claim 3, wherein, The first inflator and the second inflator are located at different positions in the front-rear direction of the vehicle.

6. The occupant protection device as claimed in claim 3, wherein, The second inflator operates only 15 to 40 milliseconds later than the first inflator.

7. The occupant protection device as described in claim 3, wherein, It also includes a controller, which is connected to the first and second inflators. The controller is used in vehicle emergencies. A working signal is output to the first inflator so that the first inflator operates at a first time point. It also outputs a working signal to the second inflator so that the second inflator works at a second time point different from the first time point.

8. The occupant protection device as described in claim 1 or 2, wherein, The at least one inflator includes an inflator equipped with a plurality of igniters, the plurality of igniters including a first igniter and a second igniter for ignition in a vehicle emergency. The first igniter and the second igniter have different ignition timings in the event of an emergency in the vehicle.

9. The occupant protection device as claimed in claim 8, wherein, The second igniter ignites only 15 to 40 msec later than the first igniter.

10. The occupant protection device as claimed in claim 8, wherein, It also has: The controller, which is connected to the inflator, The controller is used in vehicle emergencies. An ignition signal is output to the first igniter so that the first igniter ignites at the first moment. It also outputs an ignition signal to the second igniter so that the second igniter ignites at a second time point different from the first time point.

11. The occupant protection device as claimed in claim 1 or 2, wherein, The airbag cushion is disposed on the seat base plate and configured to expand and unfold using the seat base plate as a reaction force surface.

12. The occupant protection device as claimed in claim 11, wherein, The airbag cushion is mounted on the seat base via the at least one inflator.

13. The occupant protection device as claimed in claim 1 or 2, wherein, With the occupants seated in a proper posture on the seat cushion and wearing seat belts, The expansion of the airbag cushion promotes the occupant's lumbar flexion and rotation.

14. The occupant protection device as claimed in claim 7, wherein, The first time point is before the second time point. The second time point is the point at which the internal pressure of the airbag cushion begins to decrease after the operation of the first inflator has caused it to reach its initial peak pressure, but before it has completely decreased. The internal pressure of the airbag cushion reaches a later peak exceeding the initial peak through the operation of the second inflator.

15. The occupant protection device as claimed in claim 1 or 2, wherein, When the airbag is inflated and deployed, the top of the front part is located above the top of the rear part.

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