IMPACT CUSHION

Abstract

Impact cushion (15), comprising: a bag section (16) which is widened and unfolded towards the outside of a vehicle (100) and which covers a lower end section (110A) of a windshield (110); a plurality of straps (17) provided within the bag section (16), wherein the plurality of straps (17) comprises a first strap (17A), second straps (17B) and third straps (17C) provided in that order starting from the front of the vehicle, and connects an upper section (30) and a lower section (32) of the bag section (16) and thus divides the bag section (16) in a front-to-rear direction, wherein Each of the belts (17A, 17B, 17C) has a plurality of through-holes (24); the first strap (17A) and the second straps (17B) each have a folded section (26, 28) formed by sewing the first strap (17A) and the second straps (17B), which are folded overlapping; and the third straps (17C) do not have a folded section.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention

[0001] The invention relates to an impact cushion or an airbag, in particular an impact cushion or an airbag for the protection of pedestrians. 2. Description of the related technology

[0002] JP 2004-352218 A discloses an airbag mounted on an A-pillar as an impact cushion for protecting pedestrians, which inflates and deploys outside a vehicle to protect a pedestrian. A belt (a tether) is provided in the airbag. The belt divides an interior of the airbag into a first air chamber and a second air chamber. Furthermore, through holes (air holes) are formed in the belt, and the first air chamber and the second air chamber communicate with each other through the through holes.

[0003] Furthermore, DE 10 2005 041 274 A1 discloses an airbag for a vehicle with a hood arranged at the front of a vehicle body, a windshield positioned behind the hood in a longitudinal direction of the vehicle, and pillars supporting both sides of the windshield, wherein the airbag is arranged under a rear section of the hood and is adapted to be inflated by a gas supply, thereby pushing the hood upwards while covering at least a section of the pillar, wherein the airbag has a first gas chamber which is inflated by the gas supply to push the hood for its upward movement, a second gas chamber which is inflated by the gas supply above the first gas chamber to at least partially cover the pillar, a separating section separating the first gas chamber from the second gas chamber, and a connecting section.which connects the first gas chamber with the second gas chamber, thereby enabling the introduction of gas from the first gas chamber into the second gas chamber.

[0004] US 2014 / 0291055A1 describes a pedestrian airbag device housed in a receiving section of a vehicle between the left and right front pillars. The pedestrian airbag device comprises an airbag and an inflation device. The airbag protrudes from the receiving section when inflation is initiated and includes a transverse inflation section, generally rod-shaped, which, when inflation is complete, extends along a left-right direction along the lower portion of a windshield located on the rear of the hood; and two longitudinal inflation sections shaped to extend rearward in a left-right direction from both ends of the transverse inflation section to cover the front surfaces of the left and right front pillars.

[0005] German patent DE 10 2006 033 670 A1 discloses that a vehicle is equipped with a collision object protection device. The collision object protection device inflates and expands an airbag on the vehicle when a collision involving the vehicle is detected or predicted. The vehicle has a windshield made of layered glass consisting of a pair of transparent base materials with a transparent interlayer between them. The airbag has two support areas that are inflated and expand along the front supports of the vehicle. The interlayer in the windshield has noise-insulating properties.

[0006] US 2012 / 0 126 515 A1 discloses a passenger-side airbag folding body in which an inflation port is provided at a base end of an airbag and a vent hole is provided on each of the right and left side surfaces of the airbag. Right and left end portions of the airbag are folded along vertical fold lines, forming a vertically long primary folding body. The primary folding body is folded along lateral fold lines, forming the passenger-side airbag folding body, which serves as the final folding body. Vent holes are exposed on the right and left end surfaces of the final folding body.

[0007] US Patent 2010 / 0 270 782 A1 discloses that an airbag assembly with a cost-effective knee airbag cushion and internal straps can be formed from a single rectangular piece of material, resulting in very little material waste. A pleat can be formed on one of the rear surfaces, so that the combination of the straps and the pleat helps the cushion to unfold with favorable properties and assume an arc-shaped form when inflated. The cushion can have openings for inserting an inflation device with mounting rods partially within the cushion, allowing the mounting rods to be used to connect the cushion to an airbag housing. The assembly can also include a bungee cord formed from a single piece of fabric that can wrap around a rolled-up and / or folded cushion.The assembly may also include a stabilizing strap that may be connected to the cushion and the airbag housing so that the cushion does not distort or twist during deployment.

[0008] Furthermore, US 2016 / 0 023 629 A1 discloses an airbag cushion device for protecting a pedestrian, comprising an inflator mounted on a vehicle body and generating working gas; a main chamber receiving the working gas generated by the inflator and expanding in a width direction of the vehicle; and a sub-chamber connected to the main chamber, receiving the working gas through the main chamber, and expanding to the outside of an A-pillar of the vehicle body.

[0009] Further relevant state of the art is disclosed in JP 2008 - 273 250 A. SUMMARY OF THE INVENTION

[0010] In the structure where the belt divides the airbag, as described in JP 2004-352218 A, it is possible to customize the shape of the airbag so that the airbag does not expand excessively when the airbag expands and deploys. However, the belt is pulled up and down when the airbag expands and deploys. Since the belt described in JP 2004-352218 A has through holes, the tensile strength of the belt is reduced, and the belt is easily torn.

[0011] The aforementioned problems and the resulting task are solved by the subject matter of claim 1. Advantageous embodiments of the invention are the subject matter of the dependent claims that follow.

[0012] An explanatory aspect of the present disclosure relates to an impact cushion comprising: a main part or body section or bag section which is widened and unfolded towards the outside of a vehicle and which covers a lower end section of a windshield; a strap which is provided within the bag section, wherein the strap connects an upper section and a lower section of the bag section and thus divides the bag section in a vehicle-front-back direction, the strap having a through-hole; and a folded section which is obtained by sewing the strap in an overlapping fold.

[0013] In the impact cushion according to the above aspect, a cushion bag portion is expanded and deployed outward from the vehicle due to the pressure of a gas generated by the inflator. Then, the cushion bag portion covers the lower end portion of the windshield. Thus, a pedestrian who collides with the vehicle is protected.

[0014] Furthermore, the belt is provided inside the cushion bag portion. Since the belt connects the upper and lower pieces of a base fabric of the cushion bag portion, the cushion bag portion is divided in the vehicle front-rear direction. By providing the belt as described above, the cushion bag portion is divided into front and rear; and at the same time, it is possible to adjust a shape (a thickness) of the cushion bag portion when the cushion bag portion is expanded and deployed. Furthermore, since the passage hole is formed in the belt, efficient gas flow through the passage hole can be enabled.

[0015] Furthermore, the strap features a folded section, created by sewing an overlapping section of the strap in place. This allows for a partial increase in the strap's thickness, thereby improving its tensile strength. The impact cushion, as designed, thus prevents the strap from tearing when the cushion section is expanded and unfolded.

[0016] In the above aspect, the folded portion may include a first folded portion obtained by folding back the belt along a vehicle up-down direction as a folding line.

[0017] In the impact cushion, as described above, it is possible to improve the tensile strength of the belt, particularly against a tensile load applied to the belt in the vehicle's top-down direction. Therefore, in the impact cushion, as described above, it is possible to counteract belt breakage even when a large tensile load is applied to the belt in the vehicle's top-down direction.

[0018] In the aspect above, the first folded section, viewed in the direction of the vehicle width, can be formed at least at both end sections of the belt.

[0019] In the impact cushion according to the above aspect, it is possible to reinforce the two end portions of the belt in the vehicle width direction. Therefore, both end portions of the belt in the vehicle width direction, which are easily susceptible to tearing, are reinforced, and thus it is possible to more effectively counteract belt tearing.

[0020] In the above aspect, the folded section can have a second folded section, which is created by folding back or over the strap along a vehicle width direction as a fold line. The second folded section can be sewn to the upper and lower sections of the bag section.

[0021] In the impact cushion, as described above, it is possible to improve the tensile strength of the strap, particularly against tensile loads applied to the strap in the vehicle's width direction. Even when a large tensile load is applied to the strap in the vehicle's width direction, it is therefore possible to prevent the strap from tearing. Furthermore, since the horizontally folded sections are sewn to the base fabric of the cushion section, they reinforce it.

[0022] In the aspect described above, the belt can have multiple through-holes. The folded section can include a third folded section formed between a first through-hole and a second through-hole adjacent to the first.

[0023] In the impact cushion according to the aspect, a plurality of through holes are formed in the belt, and therefore, gas can flow more efficiently compared to a structure in which only one through hole is formed. Furthermore, since the folded portion is formed between the through holes between the adjacent through holes, it is possible to reinforce a portion between the adjacent through holes. Therefore, even if more than one through hole is formed in the belt, it is possible to prevent the belt from tearing. BRIEF DESCRIPTION OF THE DRAWINGS:

[0024] Features, advantages and the technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements: Fig. 1 is a plan view of a front part of a vehicle in which an impact cushion for protecting pedestrians is installed, the view showing an operating state where a cushion bag portion is expanded and deployed; Fig. Figure 2 is a perspective exploded view of an impact cushion device for the protection of pedestrians; Fig. 3 is a sectional view of the impact cushion device for protecting pedestrians, viewed in a vehicle width direction, the view showing a rest state in which the impact cushion is stowed; Fig. 4 is a side view of the front part of the vehicle in which the impact cushion for protecting pedestrians is installed, the view showing the operating state where the cushion bag portion is expanded and deployed; Fig. Figure 5 is a top view of the impact cushion for pedestrian protection, showing a positional relationship between the cushion bag section and straps; Fig. 6 is a sectional view of the impact cushion for the protection of pedestrians along line VI-VI in Fig. 5; Fig. Figure 7A is a schematic view of the belt before the belt is folded; Fig. Figure 7B is a schematic view of the strap after the strap has been folded; Fig. 8A is a sectional view of the belt along line VIIIA-VIIIA in Fig. 7B; Fig. 8B is a sectional view of the belt along line VIIIB-VIIIB in Fig. 7B; Fig. 9A is a schematic view of a modification of the belt; and Fig. 9B is a sectional view of the belt along line IXB-IXB in Fig. 9A. DETAILED DESCRIPTION OF EXECUTION FORMS

[0025] An impact cushion according to one embodiment is described with reference to the drawings. An impact cushion according to one embodiment of the invention is an impact cushion 15 for the protection of pedestrians. As shown in each of the drawings, where necessary, an arrow FR indicates a front direction of a vehicle 100, an arrow UP indicates a top direction of the vehicle 100, and an arrow RH indicates a right direction of the vehicle 100. Hereinafter, in a description where "front and rear" and "top and bottom" directions are used, "front and rear" means front and rear in a vehicle front-back direction, and "top and bottom" means top and bottom in a vehicle top-bottom direction, unless otherwise specified.In the description, when using a "right-left" direction, "right and left" means right and left in a vehicle width direction, viewed in a direction of travel of the vehicle, unless otherwise specified.

[0026] As in Fig. As shown in Figure 4, a cover 104 is provided above a drive unit chamber 102 of the vehicle 100, in which the impact cushion 15 for pedestrian protection according to the embodiment (hereinafter referred to as "impact cushion 15") is provided. A windshield 110 is arranged further rearward on the vehicle than the cover 104. The windshield 110 extends diagonally upward and rearward on the vehicle, and a lower end section 110A of the windshield 110 is positioned further rearward on the vehicle than a rear end section 104A of the cover 104.

[0027] A front end portion of the cover 104 is normally in a locked state thanks to a cover lock (not shown). Further, cover hinges (not shown) are arranged on either side of the rear end portion 104A of the cover 104 in the vehicle width direction. Each of the cover hinges includes a hinge base fixed to a vehicle body and a hinge arm. A first end portion of the hinge arm is fixed to the cover, and a second end portion of the hinge arm is fixed to the hinge base with a pin so that the hinge arm can swing around the connection point. Further, spring-up devices (not shown) are arranged on either side of the rear end portion 104A of the cover 104 in the vehicle width direction.The anti-lift devices raise the rear end section 104A of the cover 104 when a collision with a pedestrian occurs. Fig. Figure 4 represents a state where the jumping devices are activated and the rear end section 104A of the cover 104 is raised.

[0028] The cover 104 includes a cover outer panel 106 and a cover inner panel 108. The cover outer panel 106 is disposed on an outer side of the vehicle and forms a design surface. The cover inner panel 108 is disposed on the power unit chamber 102 side and reinforces the cover outer panel 106. A bulge portion 108A is formed in the cover inner panel 108. The bulge portion 108A extends toward the vehicle lower side and also extends along the vehicle width direction. The bulge portion 108A is formed at a position offset toward the vehicle front with respect to the rear end portion 104A of the cover 104. Then, an impact cushion 10 is disposed in the vehicle below the rear end portion 104A of the cover 104. Overall structure of an impact cushion device

[0029] As in Fig. As shown in Figure 3, the impact cushion device 10 according to the embodiment comprises an impact cushion housing 12, gas generators 14 and the impact cushion 15.

[0030] Viewed in the vehicle width direction, the impact cushion housing 12 has a generally rectangular shape and is attached to a hood section (not shown) provided below the lower end section of the windshield 110. Furthermore, the impact cushion housing 12 has a lower housing 18 and an upper housing 20, and is thus designed as a hollow form.

[0031] The lower housing 18, viewed from the side of the vehicle, has a generally hat-shaped section with an open top and is made of metal, such as steel. A lower front flange 18A extends from a front end section of the lower housing 18 to the front of the vehicle. Similarly, a lower rear flange 18B extends from a rear end section of the lower housing 18 to the rear of the vehicle.

[0032] A mounting bracket 22 is attached to a bottom section of the lower housing 18, and the gas generator 14, which will be described later, is mounted on the mounting bracket.

[0033] The upper housing, in side view of the vehicle, has a generally hat-shaped section with an open lower side and is made of a resin material, such as fiber-reinforced resin. Furthermore, an upper front flange 20A extends from a front end section of the upper housing 20 to the front of the vehicle, and an upper rear flange 20B extends from a rear end section of the upper housing 20 to the rear of the vehicle.

[0034] A cutout is formed in the upper front flange 20A on the side facing the lower housing 18. A sealing material 21 is provided within the cutout and positioned between the upper front flange 20A and the lower front flange 18A. A similar cutout is formed in the upper rear flange 20B on the side facing the lower housing. The sealing material 21 is also provided within the cutout and positioned between the upper rear flange 20B and the lower rear flange 18B. Thus, the sealing material 21 seals the upper housing 20 and the lower housing 18.

[0035] As in Fig. As shown in Figure 2, a plurality of engagement groove sections 18C are arranged at regular intervals in the lower front flange 18A and the lower rear flange 18B in the direction of the vehicle width. Simultaneously, engagement projection sections 20D are formed in the upper front flange 20A and the upper rear flange 20B of the upper housing 20 at positions corresponding to the engagement groove sections 18C. The engagement projection sections 20D engage with the engagement groove sections 18C, thus forming the impact cushion housing 12. Rivets and the like can be used to join the upper housing 20 to the lower housing 18.

[0036] As in Fig. As shown in Figure 3, a V-shaped groove is formed in an upper corner section of the rear end section of the upper housing 20, reducing the thickness of the upper corner section and thus forming a rupture section 20C. The strength and stiffness of the rupture section 20C are then lower than those of the remaining section (a general section) of the upper housing 20. The rupture section 20C is designed to rupture when the impact cushion 15, described below, begins to expand within the impact cushion housing 12 and a tensile load applied to the rupture section 20C increases.

[0037] The gas generators 14 and the impact cushion 15 are housed in the impact cushion housing 12. Viewed in the vehicle width direction, the gas generators 14 are located in both end sections of the impact cushion housing 12 and are arranged such that the vehicle width direction serves as the longitudinal direction of the gas generators 14 (see Fig. 1) Furthermore, each of the gas generators 14 is a so-called cylindrical gas generator, and an ignition pellet (an ignition device, not shown) is arranged in an axial core section inside each of the gas generators 14, viewed in the vehicle width direction. In addition, the interior of each of the gas generators 14 is filled with a gas-generating substance 25, which produces a large quantity of gas when burned.

[0038] A control unit (an electronic control unit: ECU, not shown) is electrically connected to the gas generators 14. The control unit is connected to a collision detection sensor (not shown) or a collision prediction sensor (not shown) located in a front bumper (not shown). The front bumper is located at a front end section of the vehicle 100 such that the vehicle width direction serves as the longitudinal direction of the front bumper.

[0039] If the collision detection sensor or the collision prediction sensor detects or predicts a collision between the vehicle 100 and a pedestrian, the control unit activates the rebound devices, and the rear end section 104A of the cover 104 is raised (rebounded) to a predetermined height on the top of the vehicle.

[0040] Once the lifting height of the rear end section 104A of the hood 104 reaches a predetermined value, the control unit activates the gas generators 14. Gas is then fed from the gas supply sections of the gas generators 14 and delivered to the impact cushion 15. This causes the impact cushion 15 to expand within the impact cushion housing 12, and the tensile load applied to the tear section 20C increases. Once the tensile load reaches a predetermined value, the tear section 20C tears, and the impact cushion housing 12 opens, causing the rear side of the impact cushion housing 12 to open.

[0041] Examples of collision detection sensors include those in a chamber system and an optical fiber system. In the chamber system, a long pressure tube or pressure chamber and a pressure sensor are arranged on a front surface side of a front bumper reinforcement along the front bumper. An example of a collision prediction sensor is a pre-crash sensor that predicts a collision with a collision object, such as a pedestrian, using a millimeter-wave radar or a stereo camera. Structure of the impact cushion

[0042] As in Fig. 5 and Fig. As shown in Figure 6, the impact cushion has a pillow bag section 16 and a plurality of straps 17. The pillow bag section 16 is formed into a pillow shape by sewing together the outer edge sections of two pieces of base fabric 30, 32 at the top and sides. The pillow bag section 16 is in a state where the pillow bag section 16 is folded according to a prescribed folding method, such as a bellows fold and a roll fold (see Figure 6). Fig. 3) folded up, stored in the impact cushion housing 12.

[0043] Furthermore, the pillow bag section 16 is connected to the gas generators 14, and the pillow bag section 16 is designed to expand and unfold towards the outside of a vehicle due to gas pressure generated by the gas generators 14 when the gas generators 14 are activated. As in Fig. As shown in Figure 1, the pillow bag section 16 has a central pillow section 16A which, in the state where the pillow bag section 16 is expanded and unfolded, covers the lower end section 110A of the windscreen 110.

[0044] The central cushion section 16A is widened and unfolded in the middle in the direction of the vehicle's width and extends in a top view in the direction of the vehicle's width. Furthermore, in the direction of the vehicle's width, lateral cushion sections 16B extend from both end sections of the central cushion section 16A towards the rear of the vehicle. The lateral cushion sections 16B are widened and unfolded such that they cover the front surfaces of the lower sections of the front pillars 112.

[0045] As in Fig. As shown in Figure 5, the straps 17 are provided within the cushion bag section 16. In this embodiment, a first strap 17A, second straps 17B, and third straps 17C are provided, in that order, starting from the front of the vehicle. The first strap 17A, the second straps 17B, and the third straps 17C all connect the upper and lower sections of the base fabric 30, 32 of the cushion bag section 16 and divide the cushion bag section 16 in the front-to-rear direction of the vehicle. Fig. 5 shows a state where the pillow bag portion 16 is flat before expansion and each of the first belt 17A and the second belts 17B and the third belts 17C has two folded positions.

[0046] The first belt 17A is arranged in a front portion of the central cushion portion 16A and extends continuously in the vehicle width direction from a first end portion of the central cushion portion 16A to a second end portion of the central cushion portion 16A. In a plan view, the first belt 17A is curved toward the front of the vehicle at a central portion of the first belt 17A in the vehicle width direction. Furthermore, the first belt 17A extends obliquely toward the rear of the vehicle from the central portion in the vehicle width direction to the outer sides.

[0047] The second straps 17B are positioned further aft of the vehicle relative to the first strap 17A, and there are three of these second straps 17B, arranged at regular intervals along the vehicle's width. The middle second strap 17B is located in the center of the cushion section 16 and has a length approximately one-third the length of the first strap 17A. The second straps 17B, positioned to intersect the middle strap 17B from both sides, are located at positions where each position crosses the middle cushion section 16A and the side cushion sections 16B.

[0048] The third belts 17C are located further back in the vehicle relative to the second belts 17B on both sides in the rear sections of the side cushion sections 16B. The third belts 17C are shorter than the second belts 17B in the vehicle's width direction. In a top view, each of the third belts 17C is positioned so that it runs diagonally outwards towards the rear of the vehicle in the vehicle's width direction.

[0049] As in Fig. 7A and Fig. As shown in Figure 7B, a plurality of generally circular through-holes 24 are formed in each of the belts 17. In this embodiment, the through-holes 24 are formed at regular intervals in one width direction of the belt 17. For example, six through-holes 24 are formed in the second belt 17B. Although not shown, similar through-holes are formed in the first belt 17A and in each of the third belts 17C.

[0050] The second strap 17B has a pair consisting of an upper and a lower horizontal folded section 26. Likewise, the second strap 17B has a pair consisting of a right and a left vertical folded section 28.

[0051] The horizontally folded sections 26 and the vertically folded sections 28 are formed by sewing in place the second strap 17B, which is folded in an overlapping fashion. Each of the horizontally folded sections 26 is formed by folding the second strap 17B along the vehicle width direction, which serves as the folding line. The horizontally folded sections 26 and the vertically folded sections 28 are described in detail below.

[0052] As in Fig. As shown in Figure 7A, a first fold line L1 is established in the vehicle width direction in an upper end section of the second belt 17B. The upper end section of the second belt 17B is folded along the first fold line L1 towards the center of the second belt 17B so that it overlaps, and is then sewn in a seam section S1. As shown in Fig. 7B and Fig. As shown in Figure 8A, the upper horizontal folded section 26 is formed in this way. Likewise, a second fold line L2 is established in the vehicle width direction in a lower end section of the second belt 17B. The lower end section of the second belt 17B is folded along the second fold line L2 towards the center of the second belt 17B so that it overlaps, and is then sewn in a seam section S2. This is how the lower horizontal folded section 26 is formed.

[0053] As in Fig. As shown in Figure 7A, a third fold line L3 is established on the side of one end of the second belt 17B, which is the first in the vehicle width direction, and a fourth fold line L4 is established parallel to the third fold line L3 and outwards from the third fold line L3. Then, one end section of the second belt 17B, which is the first in the vehicle width direction, is folded along the third fold line L3 and then folded along the fourth fold line L4 so that it overlaps. Afterwards, the overlapping folded section is sewn in a seam section S3. As shown in Fig. 7B and Fig. As shown in Figure 8B, the vertically folded section 28 is thus formed on the side of the first end.

[0054] Similar to the first end, on one side of the second end of the second belt 17B (in the vehicle width direction), a fifth fold line L5 is established in the vehicle-top-bottom direction, and a sixth fold line L6 is established parallel to the fifth fold line L5 and outwards from the fifth fold line L5. Then, a second end section of the second belt 17B (in the vehicle width direction) is folded along the fifth fold line L5 and then folded along the sixth fold line L6 so that it overlaps. Afterwards, the overlapping folded section is sewn in a seam section S4. As in Fig. 7B and Fig. As shown in Figure 8B, the vertically folded section 28 is thus formed on the side of the second end.

[0055] As previously described, the horizontally folded section 26 is folded once, and the vertically folded section 28 is folded twice. A corner section where the horizontally folded section and the vertically folded section 28 overlap is sewn down if the number of layers is small enough to allow for sewing. If the number of layers is too large to allow for sewing, only either the horizontally folded section 26 or the vertically folded section 28 is sewn down. As in Fig. 6, the horizontally folded sections 26 are sewn to the upper and lower pieces of the base fabric 30, 32 of the pillow bag section 16, respectively.

[0056] As in Fig. As shown in Figure 6, no horizontally folded sections 26 are formed in the third strap 17C. Nor are any vertically folded sections 28 formed in the third strap. Therefore, an upper end section of the third strap 17C is sewn in a seam section S5 in a state where the upper end section of the strap 17C is bent along the upper piece of base fabric 30 of the pillow bag section 16. Furthermore, a lower end section of the third strap 17C is sewn in a seam section S6 in a state where the lower end section of the strap 17C is bent along the lower piece of base fabric 32 of the pillow bag section 16.

[0057] Although not shown, the horizontal folded portions 26 and the vertical folded portions 28 are formed in the first belt 17A similarly to the second belt 17B. Functionality and effects

[0058] Now the actions and effects of the first embodiment will be described.

[0059] As in Fig. As shown in Figure 1, in the impact cushion device 10 according to the embodiment, the central cushion section 16A covers a front surface of the lower end section 110A of the windshield 110 when the cushion bag section 16 is expanded and unfolded towards the outside of the vehicle due to the pressure of a gas generated by the gas generators 14. Likewise, the side cushion sections 16B on the right and left cover at least the front surfaces of the lower sections of the pillars 112, thus protecting a pedestrian.

[0060] As in Fig. 4, the straps 17 are further provided inside the cushion bag portion 16, and the straps 17 connect the upper and lower pieces of the base fabric 30, 32 of the cushion bag portion 16, thereby dividing the cushion bag portion 16 in the vehicle front-rear direction. Thus, by providing the straps 17, it is possible to adjust a shape (a thickness) of the cushion bag portion 16 when the cushion bag portion 16 is expanded and deployed. More specifically, the first strap 17A prevents a portion located below the cover 104 from excessively expanding. Further, the second straps 17B and the third straps 17C prevent the center cushion portion 16A and the side cushion portions 16B from excessively expanding. Thus, the straps 17 are able to adjust the shape (thickness) of the pillow bag section 16 when the pillow bag section 16 is widened and unfolded.

[0061] As in Fig. 7A and Fig. As shown in Figure 7B, the through-holes 24 are also formed in each of the belts 17. Therefore, gas generated by the gas generators 14 can flow efficiently through the through-holes 24 to the rear of the vehicle. More precisely, by forming more than one through-hole 24 along the width of the vehicle, as described in the embodiment, gas can flow more efficiently compared to a case where only one through-hole 24 is formed in the belt 17.

[0062] The fact that the through-holes 24 are formed in each of the straps 17 makes it possible to accelerate the expansion and unfolding of the pillow bag section 16. However, the through-holes 24 reduce the tensile strength of the straps 17. In this embodiment, by forming the folded sections (the horizontal folded sections 26 and the vertical folded sections 28) in each of the straps 17, it is possible to partially increase the thickness of the straps 17, thereby improving their tensile strength. Consequently, it is possible to counteract the risk of the straps 17 tearing.

[0063] Furthermore, in this embodiment, the horizontally folded sections 26, which extend in the vehicle width direction, are formed, thus increasing the strength against a tensile load applied to the individual straps 17 in the vehicle width direction. Even when a large tensile load is applied to the straps 17 in the vehicle width direction, it is therefore possible to prevent the straps 17 from tearing.

[0064] Furthermore, in this embodiment, the vertically folded sections 28, which extend in the vehicle-top-bottom direction, are formed, and therefore the strength against a tensile load applied to the individual straps 17 in the vehicle-top-bottom direction is increased. Even if a large tensile load is applied to the strap 17 in the vehicle-top-bottom direction, it is therefore possible to counteract tearing of the straps 17.

[0065] More precisely, according to the embodiment, the vertically folded sections 28 are formed at both end sections of each of the belts 17 when viewed in the vehicle width direction. Therefore, the vertically folded sections 28 are able to reinforce both end sections of each of the belts 17 in the vehicle width direction, where both end sections are susceptible to the initiation of a tear.

[0066] In this embodiment, the vertically folded sections 28, viewed in the vehicle width direction, are formed only at both end sections of each of the belts 17. However, the invention is not limited to this. For example, a belt 50 according to a modification, which in Fig. 9A and Fig. 9B is shown, to be used. modification

[0067] As in Fig. As shown in FIG. 9A, the belt 50 according to the modification has vertically folded portions 52 folded along the vehicle up-down direction, which serve as folding lines. A total of three vertically folded portions 52 are provided at both end portions and a central portion of the belt 50 as viewed in the vehicle width direction.

[0068] The vertical folded portion 52 provided in a first end portion of the belt 50 in the vehicle width direction is folded twice along folding lines (not shown) in the vehicle up-down direction so as to overlap, and then sewn at a seam portion S7. The folding lines are established in the first end portion of the belt 50 in the vehicle width direction. Similarly, the vertical folded portion 52 provided in a second end portion of the belt 50 in the vehicle width direction is folded twice along folding lines (not shown) in the vehicle up-down direction so as to overlap, and then sewn at a seam portion S8. The folding lines are established in the second end portion of the belt 50 in the vehicle width direction.

[0069] Further, the vertical folded portion 52 in the vehicle width direction center portion of the belt 50 is folded twice along fold lines (not shown) in the vehicle up-down direction to overlap, and is stitched at a seam portion S9. The fold lines are established in the vehicle width direction center portion of the belt 50.

[0070] In the belt 50, four through holes 54 are arranged at regular intervals in the vehicle width direction, and the vertical folded portion 52 in the center serves as a folded portion between the through holes. The folded portion between the through holes is formed between the adjacent through holes 54 so that the through holes 54 are divided into groups of two through holes 54. In the modification, the horizontal folded portions are not provided. However, the horizontal folded portions 26 may be formed similarly to Fig. 7A and Fig. 7B are provided.

[0071] In the modification, the vertical folded portion 52 is formed midway between the adjacent through-holes 54 as the folded portion between the through-holes. Therefore, it is possible to reinforce a portion between the adjacent through-holes 54. Therefore, even if more than one through-hole 54 is formed in the belt 50, it is possible to prevent the belt 50 from breaking.

[0072] Furthermore, the vertical folded portion 52 is provided in the central portion in the vehicle width direction in addition to the vertical folded portions 52 provided at both end portions in the vehicle width direction. Therefore, for example, when the belt 50 is long in the vehicle width direction, it is possible to more effectively prevent the belt 50 from breaking.

[0073] The pedestrian protection cushion 15 according to the embodiment and the modification will be described. Note, however, that the invention can be embodied in various forms without departing from the spirit of the invention. For example, in the embodiment, the horizontal folded portions 26 and the vertical folded portions 28 are formed in the second belt 17B. However, the invention is not limited to this, and a folded portion may also be formed in the third belt 17C.

[0074] It is preferable that the folded portion is formed in the belt to which a large tensile force is applied when the cushion bag portion 16 is expanded and unfolded. As shown in Fig. For example, as shown in Fig. 5, the first belt 17A is provided at a position near the inflators 14 and is short in the up-down direction. Therefore, a high tensile force is applied to the first belt 17A. The second belt 17B is positioned at the central portion of the cushion bag portion 16 and is designed to restrict the thickness of the cushion bag portion 16 from tending to expand in a spherical state. Therefore, a high tensile force is applied to the second belt 17B. Therefore, by providing the folded portions in the first belt 17A and the second belts 17B, it is possible to more effectively resist tearing of the belts.

[0075] At the same time, the third straps 17C are provided at the rear portions of the side cushion portions 16B and have a large length in the up-down direction. Therefore, a tensile force applied to the third straps 17C is smaller than that applied to the remaining straps. Therefore, the third straps 17C are unlikely to break. Therefore, if a strap is unlikely to break, it is unnecessary to form the folded portion on the strap, considering ease of storage and so on.

[0076] As in Fig.7B, in the embodiment, the horizontal folded portions 26 are formed respectively in the upper end portion and the lower end portion of the webbing 17, and the vertical folded portions 28 are provided at both end portions of the webbing 17 as viewed in the vehicle width direction. However, the invention is not limited to this. For example, the horizontal folded portion 26 may be provided only in the upper end portion or only in the lower end portion of the webbing 17. Likewise, the vertical folded portion 28 may be provided only in a first end portion or in a second end portion of the webbing 17 as viewed in the vehicle width direction. Further, the vertical folded portion 28 may be provided only in the central portion of the webbing 17 in the vehicle width direction.

[0077] This means that the positions and number of folded sections are not limited.

[0078] Furthermore, in the embodiment, the through holes 24 in the belt 17 are formed at regular intervals in the vehicle width direction. However, the invention is not limited to this. For example, the through holes 24 may be formed in the vehicle up-down direction. In this case, the horizontal folded portions may be formed between an upper and a lower through hole 24. The horizontal folded portion serves as a folded portion between the through holes. The folded portion between the through holes is provided between the through holes 24.

[0079] Furthermore, in the embodiment, the upper and lower horizontal folded portions 26 are first formed in the belt 17, and then the right and left vertical folded portions 28 are formed. However, the order may be reversed. For example, the right and left vertical folded portions 28 may be formed in the belt 17 first, and then the upper and lower horizontal folded portions 26 may be formed.

[0080] The folding direction of the belt 17 is not particularly limited. The horizontal folded portions 26 can be folded in different directions, and the vertical folded portions 28 can be folded in different directions. Furthermore, the folding lines are not limited to the up-down and right-left directions of the belt 17, and the folding lines can be arranged diagonally. By arranging the folding lines diagonally with respect to the up-down and right-left directions of the belt 17, forming only one folded portion is sufficient to improve the tensile strength of the belt 17 in the front-back, right-left, and up-down directions.

Claims

[1] Impact cushion (15), comprising: a bag portion (16) which is expanded and unfolded toward an outside of a vehicle (100) and which covers a lower end portion (110A) of a windshield (110); a plurality of belts (17) provided within the bag portion (16), the plurality of belts (17) comprising a first belt (17A), second belts (17B) and third belts (17C) provided in this order from the vehicle front side, and connecting an upper portion (30) and a lower portion (32) of the bag portion (16) and thus dividing the bag portion (16) in a vehicle front-rear direction, wherein each of the belts (17A, 17B, 17C) has a plurality of through holes (24); the first belt (17A) and the second belts (17B) each have a folded portion (26, 28) formed by sewing the first belt (17A) and the second belts (17B) which are folded in an overlapping manner; and the third straps (17C) do not have a folded section. [2] The impact cushion (15) according to claim 1, wherein the folded portion comprises a first folded portion (28) obtained by folding the first belt (17A) and the second belts (17B) along a vehicle up-down direction as a folding line. [3] The impact cushion (15) according to claim 2, wherein the first folded portion (28) is formed at least at both end portions of the first belt (17A) and the second belts (17B) as viewed in the vehicle width direction. [4] Impact cushion (15) according to claim 1 or 2, wherein: the folded portion includes a second folded portion (26) obtained by folding the first belt (17A) and the second belts (17B) along a vehicle width direction as a folding line; and the second folded section (26) is sewn to the upper section (30) and the lower section (32) of the bag section (16). [5] Impact cushion (15) according to one of claims 1 to 4, wherein: the folded portion includes a third folded portion (52) formed between a first through-hole and a second through-hole adjacent to the first through-hole.

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