Curtain shield air bag device

Abstract

To provide a curtain shield air bag device which can favorably realize, without improving an inflator, protection of each of a front seat occupant and a rear seat occupant with respect to each of a side collision and an offset front collision of a vehicle.SOLUTION: A curtain shield air bag device 1 comprises a curtain shield air bag 2 including: a front seat lower sub-chamber portion 24 located on a side of a front seat FS of a vehicle in an inflated and deployed state; and a rear seat lower sub-chamber portion 26 located on a side of a rear seat RS of the vehicle in the inflated and deployed state. The curtain shield air bag device further comprises a distribution part 8 including: a front path supplying the front seat lower sub-chamber part 24 with gas; and a rear path supplying the rear seat lower sub-chamber part 26 with gas. The distribution part 8 is arranged in the vicinity of an arrangement position of a shoulder belt anchor BA of the front seat FS in the inflated and deployed state of the curtain shield air bag 2.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a curtain shield airbag device mounted on a vehicle, and more particularly to a measure for optimizing the inflation and deployment action of a curtain shield airbag. [Background technology]

[0002] Conventionally, as disclosed in Patent Document 1, for example, a curtain shield airbag device is known that inflates and deploys to the side of an occupant (outside the occupant in the vehicle width direction) in the event of a side collision of a vehicle, thereby preventing the occupant's head from coming into contact with the side window glass, etc. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-100682 Summary of the Invention [Problem to be solved by the invention]

[0004] Side impacts and offset frontal impacts are known as vehicle collision types, and collision tests for these types are also conducted during the development stage of a vehicle.

[0005] Furthermore, because the behavior of occupants (especially the behavior of the head) inside the vehicle cabin differs between side impacts and offset frontal impacts, the inventors of the present invention are working to improve the shape of curtain shield airbags accordingly.

[0006] Specifically, a characteristic behavior of an occupant when a side impact load is input to a front side door during a vehicle side collision is that the hip position of the front seat occupant on the side where the side impact load is input moves toward the center of the vehicle width, causing the occupant's upper body to tilt so that the head is directed outward in the vehicle width direction. Therefore, in the event of a side impact of this type of vehicle, there is a concern that the front seat occupant's head may come into contact with the lower part of the side window glass or the door trim. In light of this, the inventors of the present invention have been working to improve the shape of a curtain shield airbag by extending the front portion (the portion located to the side of the front seat occupant) downward. Hereinafter, this extended portion will be referred to as the front seat occupant protection portion in a side impact.

[0007] On the other hand, a characteristic behavior of vehicle occupants during an offset frontal collision is that the head of a rear seat occupant on the offset side of the frontal collision load moves toward the front of the vehicle and outward in the vehicle width direction. Therefore, during an offset frontal collision, there is a concern that the rear seat occupant's head may come into contact with the lower part of the side window glass or the door trim (i.e., the rear seat occupant's head may slip under the curtain shield airbag). In light of this, the inventors of the present invention have been improving the shape of the curtain shield airbag so that the rear portion (the portion located to the side of the rear seat occupant) also extends downward. Hereinafter, this portion will be referred to as the rear seat occupant protection portion during a frontal collision.

[0008] If the shape of the curtain shield airbag is improved in this way, it will be necessary to flow gas to both the front seat occupant protection section in a side collision and the rear seat occupant protection section in a frontal collision during a vehicle collision. This means that the interior of the curtain shield airbag will have many branching sections (such as branching sections for flowing gas to both the front seat occupant protection section in a side collision and the rear seat occupant protection section in a frontal collision), which raises concerns that the inflation and deployment of the curtain shield airbag (inflation and deployment to the point where it can fully protect the occupants) will be slower.

[0009] Measures for accelerating the time when a curtain shield airbag completes inflation and deployment (shortening the time required for inflation and deployment to provide sufficient occupant protection) include increasing the output of the inflator that supplies gas to the interior of the curtain shield airbag or increasing the number of inflators. However, increasing the output of the inflator increases the internal pressure of the curtain shield airbag during inflation and deployment, which can lead to holes in the curtain shield airbag (so-called holes due to misalignment). Increasing the number of inflators increases the cost of the curtain shield airbag device. As such, in the prior art, it has not been possible to realize a curtain shield airbag device that can effectively protect front seat occupants and rear seat occupants in both side collisions and offset front collisions without improving the inflators (by increasing the output or increasing the number of inflators).

[0010] Such issues are not necessarily unique to curtain shield airbag devices equipped with curtain shield airbags (curtain shield airbags with more branching parts than general curtain shield airbags) that have a portion for protecting a front seat occupant in a side collision or a portion for protecting a rear seat occupant in a front collision, but may also occur in curtain shield airbag devices equipped with curtain shield airbags of a general shape.

[0011] The present invention has been made in consideration of the above points, and its object is to provide a curtain shield airbag device that can provide good protection for both front seat occupants and rear seat occupants in both side collisions and offset front collisions of a vehicle without improving the inflator. [Means for solving the problem]

[0012] The solution of the present invention for achieving the above object is based on a curtain shield airbag device equipped with a curtain shield airbag that inflates and deploys in both a side collision and an offset front collision, and that has a front seat occupant protection chamber portion located to the side of a front seat of the vehicle when inflated and deployed, and a rear seat occupant protection chamber portion located to the side of a rear seat of the vehicle when inflated and deployed. The curtain shield airbag device is characterized in that it includes a distributor having a front path that supplies gas to the front seat occupant protection chamber portion and a rear path that supplies gas to the rear seat occupant protection chamber portion, and the distributor is located near the position of a shoulder belt anchor for the front seat when the curtain shield airbag is inflated and deployed.

[0013] During an offset frontal collision, the front seat occupant moves forward due to inertial force, which pulls the shoulder belt toward the front of the vehicle. In other words, during an offset frontal collision, the shoulder belt changes its extension direction from the location of the shoulder belt anchor to face horizontally forward. In this solution, the distribution section (having a front path that supplies gas to the front seat occupant protection chamber and a rear path that supplies gas to the rear seat occupant protection chamber) is located near the location of the front seat shoulder belt anchor. Therefore, during the initial period of an offset frontal collision (when the front seat occupant is moving forward), the shoulder belt, whose extension direction has changed to face horizontally forward, presses the curtain shield airbag in a direction that narrows the front path of the distribution section or the inlet of the front path. Therefore, during the initial period of an offset frontal collision, gas flows preferentially through the rear path, thereby accelerating the completion of inflation and deployment of the rear seat occupant protection chamber. As mentioned above, a characteristic behavior of rear seat occupants during an offset frontal collision of a vehicle is that of the rear seat occupants' heads moving toward the front of the vehicle and outward in the vehicle width direction. In response to this behavior, it is necessary to accelerate the timing at which the rear seat occupant protection chamber is fully inflated and deployed. According to this solution, by effectively utilizing the movement of the shoulder belt, it is possible to accelerate the timing at which the rear seat occupant protection chamber is fully inflated and deployed during an offset frontal collision of a vehicle.

[0014] On the other hand, in the event of a vehicle side collision, the front seat occupant does not move forward, and therefore the shoulder belt does not narrow the front path of the distribution section or the entrance portion of the front path. As a result, sufficient gas flows toward the front path, and the timing of completing inflation and deployment of the front seat occupant protection chamber can be accelerated. As described above, a characteristic behavior of a front seat occupant in a vehicle side collision is the movement of the front seat occupant's head toward the outside in the vehicle width direction. In response to this behavior, it is desired to accelerate the timing of completing inflation and deployment of the front seat occupant protection chamber. According to this solution, it is possible to accelerate the timing of completing inflation and deployment of the front seat occupant protection chamber in the event of a vehicle side collision.

[0015] As described above, according to this embodiment, by utilizing the different movements of the shoulder belt in a vehicle side collision and an offset front collision, and by differentiating the inflation and deployment patterns of the curtain shield airbag in each case, it is possible to provide good protection for front seat occupants and rear seat occupants in a vehicle side collision and an offset front collision without improving the inflator.

[0016] The inlet of the front path in the distribution section is disposed on the front side of the vehicle and below the position where the shoulder belt anchor is disposed.

[0017] This ensures that, in the event of a vehicle offset front collision, the shoulder belt, whose extension direction changes to face horizontally forward, presses the curtain shield airbag to narrow the front path or the inlet of the front path in the distribution section. In other words, this ensures that the amount of gas flowing into the front seat occupant protection chamber is limited, thereby accelerating the timing at which the rear seat occupant protection chamber is fully inflated and deployed. This makes it possible to sufficiently accelerate the timing at which the rear seat occupant protection chamber is fully inflated and deployed in the event of a vehicle offset front collision.

[0018] The inlet of the rear path in the distribution section is disposed on the upper side of the vehicle or on the rear side of the vehicle relative to the position where the shoulder belt anchor is disposed.

[0019] With this, in the event of an offset frontal collision of the vehicle, the shoulder belt, whose extension direction changes to face horizontally forward, does not press on the rear path of the distribution section (does not press on the periphery of the rear path of the curtain shield airbag), and the entrance portion of this rear path does not become narrow. This ensures that gas flows preferentially through the rear path, and accelerates the timing at which the rear seat occupant protection chamber is inflated and deployed.

[0020] In addition, as a specific configuration of the curtain shield airbag, the front seat occupant protection chamber portion is located on the front side and below the distribution portion of the vehicle, and the rear seat occupant protection chamber portion is located on the rear side and below the distribution portion of the vehicle.

[0021] As described above, a characteristic behavior of an occupant when a side impact load is input to a front side door during a vehicle side collision is that the occupant's upper body tilts so that the head is directed outward in the vehicle width direction. Therefore, in the event of a side impact, there is a risk that the head of the front seat occupant may come into contact with the lower part of the side window glass or the door trim. In this solution, by positioning the front seat occupant protection chamber portion forward and below the distributor portion, the front seat occupant's head can be effectively protected when the front seat occupant protection chamber portion is inflated and deployed, as described above.

[0022] On the other hand, as described above, a characteristic behavior of occupants during an offset frontal collision of a vehicle is that the head of a rear seat occupant on the offset side of the frontal collision load moves toward the front of the vehicle and outward in the vehicle width direction. Therefore, during such an offset frontal collision of a vehicle, there is a concern that the head of the rear seat occupant may come into contact with the lower part of the side window glass or the door trim (i.e., the rear seat occupant's head may slip under the curtain shield airbag). In this solution, by positioning the rear seat occupant protection chamber portion rearward and below the distributor portion, the rear seat occupant's head, which moves as described above, can be well protected when the rear seat occupant protection chamber portion is inflated and deployed. [Effects of the Invention]

[0023] In this invention, a distributor having a front path that supplies gas to the front seat occupant protection chamber and a rear path that supplies gas to the rear seat occupant protection chamber is located near the position of the front seat shoulder belt anchor when the curtain shield airbag is inflated and deployed. This makes it possible to utilize the difference in shoulder belt movement in a vehicle side collision and an offset front collision to vary the inflation and deployment pattern of the curtain shield airbag in each case, thereby making it possible to provide good protection for front seat occupants and rear seat occupants in both a vehicle side collision and an offset front collision without improving the inflator. [Brief explanation of the drawings]

[0024] [Figure 1] 1 is a schematic side view of a vehicle interior showing a state in which a curtain shield airbag is inflated and deployed in an embodiment. FIG. [Figure 2] FIG. 2 is a side view showing a state in which the curtain shield airbag is inflated and deployed in the embodiment. [Figure 3] FIG. 2 is an enlarged view of a main portion illustrating a state of a curtain shield airbag and a shoulder belt during a side collision of the vehicle according to the embodiment. [Figure 4] FIG. 4 is an enlarged view of a main portion illustrating a state of a curtain shield airbag and a shoulder belt in an offset frontal collision of a vehicle according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0025] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0026] -Configuration of curtain shield airbag system- 1 is a schematic side view of the interior of a vehicle cabin showing a state in which a curtain shield airbag (hereinafter, also referred to as CSA) 2 of a curtain shield airbag device (hereinafter, also referred to as CSA device) 1 according to this embodiment is inflated and deployed. In this embodiment, for convenience of explanation, the arrow UP shown in each drawing indicates the upward direction of the vehicle, and the arrow FR indicates the forward direction of the vehicle. Therefore, in the following explanation, when up, down, and front and rear directions are mentioned without special mention, they refer to up, down, front and rear of the vehicle V.

[0027] In this embodiment, a sedan-type vehicle V is used as an example, with an occupant P seated in a vehicle seat FS as a front seat and a vehicle seat RS as a rear seat. Each occupant P is a crash test dummy, and this dummy is, for example, the AM50 (50th percentile of adult American males) of the World Side Impact Dummy (World SID).

[0028] Each occupant P is seated in a vehicle seat FS, RS in a seating manner specified in the side collision test method, and is restrained in the vehicle seat FS, RS by a seat belt SB of a three-point seat belt device. In the following, an occupant P seated in a front vehicle seat FS (hereinafter sometimes simply referred to as a front seat) will be referred to as a "front seat occupant Pf," and an occupant P seated in a rear vehicle seat RS (hereinafter sometimes simply referred to as a rear seat) will be referred to as a "rear seat occupant Pr."

[0029] As shown in FIG. 1, the CSA device 1 includes a CSA 2 that expands and deploys when gas is supplied to it, an inflator 3 that supplies gas to the inside of the CSA 2, and a control device 4 that controls the operation of the inflator 3.

[0030] The CSA 2 and the inflator 3 are provided on both 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 CSA 2 and a pair of left and right inflators 3. Note that FIG. 1 shows the CSA device 1 provided on the right side of the vehicle V, and the following description will be given taking this right CSA device 1 as an example.

[0031] The CSA 2 is configured to inflate and deploy in a curtain shape along the front side window 51, approximately the upper half of the center pillar (hereinafter referred to as "B pillar") 61, and the rear side window 52. Therefore, the longitudinal direction of the CSA 2 is the front-to-rear direction. The specific configuration of the CSA 2 will be described in detail later.

[0032] The inflator 3 is a gas generating device for instantaneously supplying gas into the interior of the CSA 2, and is disposed near the approximate middle in the longitudinal direction (near the B-pillar 61) of the CSA 2. Specifically, the inflator 3 is formed in an approximately cylindrical shape, and is fixed to a roof side rail 63 constituting the roof side portion 62 via a bracket (not shown) so that its axial center is disposed approximately along the front-to-rear direction.

[0033] The gas ejection part 31 provided at one axial end (in this case, the front end) of the inflator 3 is inserted from the rear side into a connecting passage 2A formed in approximately the middle of the CSA 2 in the longitudinal direction, thereby connecting the two. This allows communication between the interior of the gas ejection part 31 and the interior of the CSA 2. The outer peripheral surface of the gas ejection part 31 and the inner peripheral surface of the connecting passage 2A are tightly fitted together to prevent gas from leaking out from between them.

[0034] 1, the left and right inflators 3 are each electrically connected to an airbag ECU (Electronic Control Unit) 100 provided in the vehicle V. The airbag ECU 100 is then electrically connected to a side collision sensor 120 and an oblique collision sensor 130 provided in the vehicle V.

[0035] The side collision sensor 120 is configured to detect or predict a side collision (side impact) of the vehicle V and output a side impact signal to the airbag ECU 100. The oblique impact sensor 130 is configured to detect or predict an oblique impact (hereinafter also referred to as an offset front impact) of the vehicle V and output an oblique impact signal to the airbag ECU 100.

[0036] The airbag ECU 100 is configured to activate the inflator 3 on the side collision side (side collision side) or the offset front collision side (near side) when a side collision signal or an oblique collision signal is input. This causes the near side CSA 2 to receive gas supply and inflate and deploy. Alternatively, the inflators 3 on both sides may be activated to inflate and deploy each CSA 2.

[0037] The airbag ECU 100, the side collision sensor 120, and the oblique collision sensor 130 constitute a control device 4.

[0038] CSA2 is woven into a single bag using, for example, the One Piece Woven (OPW) method, which uses a Jacquard loom to simultaneously weave two base fabrics and then multi-weave the necessary areas to form a seamless bag.

[0039] The method for manufacturing the CSA 2 is not limited to the OPW method described above. For example, the CSA 2 may be manufactured by sewing one or more pieces of base fabric cut out of polyamide or polyester fabric material into a bag shape.

[0040] The CSA 2 manufactured in this manner is folded into a roll with its axis extending substantially in the front-rear direction and formed into a long shape, and is stored in the roof side portion 62 together with the inflator 3.

[0041] Fig. 2 is a diagram showing the inflated and deployed state of the CSA 2 of the CSA device 1 according to this embodiment. As shown in Fig. 2, the CSA 2 includes a front seat main chamber 21 and a rear seat main chamber 22 as main chambers, a front seat front auxiliary chamber 23 as an auxiliary chamber provided forward of the front seat main chamber 21, a front seat lower auxiliary chamber (referred to as a front seat occupant protection chamber in the present invention) 24 as an auxiliary chamber provided below the front seat main chamber 21, a rear seat front auxiliary chamber 25 as an auxiliary chamber provided forward of the rear seat main chamber 22, and a rear seat lower auxiliary chamber (referred to as a rear seat occupant protection chamber in the present invention) 26 as an auxiliary chamber provided below the rear seat main chamber 22 and the rear seat front auxiliary chamber 25.

[0042] The CSA 2 also includes a gas supply passage 27 that interconnects the front main chamber 21 and the rear main chamber 22. The gas supply passage 27 is formed in the upper part of the CSA 2, approximately in the middle in the longitudinal direction, and interconnects the upper parts of the front main chamber 21 and the rear main chamber 22. From the upper end of the gas supply passage 27, the aforementioned connecting passage 2A extends upward and rearward.

[0043] Additionally, a peripheral non-inflatable portion 70 is formed on the outer peripheral edge of the CSA 2. That is, the peripheral non-inflatable portion 70 continuously constitutes the upper edge, lower edge, front edge, and rear edge of the CSA 2.

[0044] The front seat main chamber portion 21 and the front seat front auxiliary chamber portion 23 are separated by a first non-inflatable portion 71. The front seat main chamber portion 21 and the front seat front auxiliary chamber portion 23 are in communication with each other via communication portions 2a, 2b provided on both the upper and lower sides of the first non-inflatable portion 71.

[0045] The rear seat main chamber portion 22 and the rear seat front auxiliary chamber portion 25 are separated by the second non-inflatable portion 72. The rear seat main chamber portion 22 and the rear seat front auxiliary chamber portion 25 are communicated with each other by a communication portion 2c provided on the rear end side of the second non-inflatable portion 72.

[0046] The front seat main chamber portion 21 and the front seat underside auxiliary chamber portion 24 are separated by a third non-inflatable portion 73. The front end of this third non-inflatable portion 73 is connected to the outer peripheral non-inflatable portion 70, and is shaped to slope upward as it extends toward the rear of the vehicle.

[0047] The front seat lower auxiliary chamber portion 24 and the rear seat lower auxiliary chamber portion 26 are separated by a fourth non-inflatable portion 74. The fourth non-inflatable portion 74 has a lower end connected to the outer circumferential non-inflatable portion 70 and is shaped to extend in a substantially vertical direction.

[0048] The lower end of the CSA 2 is located below the door belt line BL, which passes through the lower edge of the window frame (the upper edge of the door trim of the front side door) (see FIG. 1). That is, in this embodiment, the CSA 2 extends downward, and by arranging the lower portion of the front seat front auxiliary chamber 23, the front seat under auxiliary chamber 24, and the rear seat under auxiliary chamber 26 in this extended portion, the CSA 2 is designed to protect the heads PfH, PrH of the occupant P even if the heads PfH, PrH of the occupant P move downward in a side collision or an offset front collision of the vehicle V.

[0049] As shown in Fig. 2, the front underseat auxiliary chamber 24 and the rear underseat auxiliary chamber 26 are in communication with the gas supply passage 27 via a distributor 8. The area surrounded by a virtual line in Fig. 2 corresponds to the distributor 8. The distributor 8 is configured as a flow path branching section that distributes and supplies the gas that is ejected from the inflator 3 and reaches the gas supply passage 27 to the front underseat auxiliary chamber 24 and the rear underseat auxiliary chamber 26, respectively.

[0050] The distribution section 8 has a lower opening (the inlet of the front path in the present invention) 81 that opens toward (communicates with) the auxiliary chamber section 24 below the front seat, a rear opening (the inlet of the rear path in the present invention) 82 that opens toward (communicates with) the auxiliary chamber section 26 below the rear seat, and a front opening 83 that opens toward (communicates with) the gas supply passage 27.

[0051] The lower opening 81 is configured as a space between the upper end of the third non-inflatable portion 73 and the upper end of the fourth non-inflatable portion 74. The upper end of the third non-inflatable portion 73 and the upper end of the fourth non-inflatable portion 74 face each other in the approximately longitudinal direction of the vehicle, and therefore the lower opening 81 is an opening that extends in the approximately longitudinal direction of the vehicle.

[0052] The rear opening 82 is configured as a space between the front end of the second non-inflatable portion 72 (actually, the rear end of the U-shaped bent portion) and the upper end of the fourth non-inflatable portion 74. The front end of the second non-inflatable portion 72 and the upper end of the fourth non-inflatable portion 74 face each other in the substantially vertical direction, and therefore the rear opening 82 is an opening that extends in the substantially vertical direction.

[0053] The front opening 83 is configured as a space between the upper end of the third non-inflatable portion 73 and the front end of the second non-inflatable portion 72 (actually, the front end of the U-shaped bent portion). The upper end of the third non-inflatable portion 73 and the front end of the second non-inflatable portion 72 face each other in a direction that forms a predetermined inclination angle with respect to the vertical direction (a direction that inclines upward toward the rear of the vehicle), and therefore the front opening 83 is an opening that extends in this inclined direction.

[0054] The distribution section 8 also has a front passage 84 that extends from the lower opening 81 to the front seat lower auxiliary chamber section 24 and communicates with the internal space of the front seat lower auxiliary chamber section 24, and a rear passage 85 that extends from the rear opening 82 to the rear seat lower auxiliary chamber section 26 and communicates with the internal space of the rear seat lower auxiliary chamber section 26.

[0055] Furthermore, the opening areas of the lower opening 81 and the rear opening 82 (opening areas when the CSA 2 is inflated and deployed) are set so that the opening area of the lower opening 81 is larger than the opening area of the rear opening 82. In other words, the distance between the upper end of the third non-inflatable portion 73 and the upper end of the fourth non-inflatable portion 74 is set longer than the distance between the front end of the second non-inflatable portion 72 and the upper end of the fourth non-inflatable portion 74. For example, the opening area of the lower opening 81 is set to be approximately twice the opening area of the rear opening 82. This ratio of the opening areas is not limited to this and may be set as appropriate.

[0056] 1, the distribution section 8 is disposed near the position of the shoulder belt anchor BA of the front seat FS when the CSA 2 is inflated and deployed. More specifically, as shown in Fig. 3, for example, the distribution section 8 is disposed so that the belt insertion hole BA1 formed in the shoulder belt anchor BA is located below and forward of the lower end position of the rear opening 82 (the upper end position of the fourth non-inflatable section 74). This is because, if the extension direction of the shoulder belt SHB, starting from the position of the shoulder belt anchor BA as a starting point, changes to face forward in the horizontal direction as shown in Fig. 4 (if the shoulder belt SHB assumes the position at the time of an offset frontal collision), the shoulder belt SHB will not interfere with the rear opening 82 or the rear path 85 and will not narrow these spaces, but will interfere with the lower opening 81 or the front path 84 and narrow these spaces. As long as such a state can be created, the location of the distributor 8 is not limited to the above-mentioned location.

[0057] In the inflated and deployed state, the front under-seat auxiliary chamber 24 is configured to include an inclined portion 24a that is continuous with the front path 84 and extends diagonally downward toward the front of the vehicle below the front main chamber 21, and a horizontal portion 24b that is continuous with the front end of the inclined portion 24a and extends approximately horizontally toward the front of the vehicle below the front main chamber 21. The position of the front end of the horizontal portion 24b of the front under-seat auxiliary chamber 24 is set slightly rearward of the position of the lower end of the first non-inflatable portion 71.

[0058] In the inflated and deployed state, rear-seat under-auxiliary chamber 26 is configured to include a first vertical portion 26a that is continuous with rear path 85 and extends downward, a horizontal portion 26b that is continuous with the lower end of first vertical portion 26a and extends substantially horizontally toward the rear of the vehicle, and a second vertical portion 26c that is continuous with the rear end of horizontal portion 26b and extends upward toward rear-seat main chamber 22 and rear-seat front auxiliary chamber 25. Because rear-seat under-auxiliary chamber 26 is configured in this manner, the area between rear-seat under-auxiliary chamber 26, rear-seat front auxiliary chamber 25, and gas supply passage 27 (area A in FIG. 2) is configured as a non-inflatable portion to which gas is not supplied. When CSA2 is inflated and deployed, rear seat lower auxiliary chamber portion 26, rear seat front auxiliary chamber portion 25, and gas supply passage 27 inflate, and a high tension (a force pulling the non-inflatable portion outward) acts on the entire non-inflatable portion (area A) surrounded by these portions, so that even if the head of a rear seat occupant moves toward this non-inflatable portion, the head is received and prevented from coming into contact with rear side window 52.

[0059] Additionally, a plurality of fixing tabs 9 extend upward from the upper edge of the CSA 2. Each fixing tab 9 is located on a roof side portion 62, which is the upper end of a side portion of the vehicle interior, and is fixed to a roof side rail 63 that includes a rear end (boundary between the A-pillar 64 and the roof side rail 63) of a front pillar (hereinafter referred to as an "A-pillar") 64 (see FIG. 1) and a front end (boundary between the C-pillar 65 and the roof side rail 63) of a rear pillar (hereinafter referred to as a "C-pillar") 65. That is, each fixing tab 9 is fixed to the roof side rail 63 that extends from the rear end of the A-pillar 64 to the front end of the C-pillar 65 by fasteners such as clips, bolts, and nuts (not shown).

[0060] In the CSA device 1 configured as described above, when the inflator 3 is activated by a signal from the airbag ECU 100, gas ejected from the inflator 3 is supplied to each of the chambers 21-26 through the connecting passage 2A and the gas supply passage 27. As a result, each of the chambers 21-26 is inflated and deployed between the heads PfH, PrH of the occupants Pf, Pr and the side windows 51, 52, thereby protecting the heads PfH, PrH of the occupants Pf, Pr (the relationship between specific collision types and the deployment operation of the CSA 2 will be described later).

[0061] -CSA inflation and deployment operation- Next, a description will be given of the inflation and deployment operation of the CSA 2. The inflation and deployment operation in the event of an offset frontal collision and a side collision of the vehicle V will be described below.

[0062] <Expansion and deployment during an offset frontal collision> First, a description will be given of the inflation and deployment operation during an offset frontal collision of the vehicle V. Fig. 4 is an enlarged view of the main part (enlarged view of the area around the shoulder belt anchor BA) showing the state of the CSA2 and the shoulder belt SHB during an offset frontal collision of the vehicle V.

[0063] During an offset frontal collision of the vehicle V, the occupant Pf in the front seat FS (front seat passenger) moves forward due to the inertial force of the vehicle, and as a result, the shoulder belt SHB is pulled in a direction toward the front of the vehicle, as shown in FIG. 4. That is, during an offset frontal collision, the extension direction of the shoulder belt SHB, starting from the position of the shoulder belt anchor BA, changes so that it faces horizontally forward. Because the distribution unit 8 is disposed near the position of the shoulder belt anchor BA on the front seat FS, during the initial stage of an offset frontal collision (the period when the front seat passenger Pf is moving forward), the shoulder belt SHB, whose extension direction has changed to face horizontally forward, pushes up from below the lower end edge of the CSA2, which corresponds to the front portion of the distribution unit 8 (see arrow F in FIG. 4). That is, the CSA2 is pressed in a direction narrowing the front path 84 of the distribution unit 8 or the lower opening 81, which is the entrance portion of the front path 84. Therefore, at the initial stage of this offset frontal collision, gas flows preferentially to the rear path 85 (see the solid arrow in FIG. 4 ), thereby accelerating the timing at which inflation and deployment are completed of the rear seat lower auxiliary chamber portion 26. A characteristic behavior of the occupant P during an offset frontal collision of the vehicle V is that the head PrH of the occupant Pr in the rear seat RS (rear seat occupant) moves toward the front of the vehicle and outward in the vehicle width direction. In response to this behavior, it is necessary to accelerate the timing at which inflation and deployment of the rear seat lower auxiliary chamber portion 26 is completed. According to this embodiment, by effectively utilizing the movement of the shoulder belt SHB, it is possible to accelerate the timing at which inflation and deployment of the rear seat lower auxiliary chamber portion 26 is completed during this offset frontal collision of the vehicle V.

[0064] When the front seat occupant Pf returns to his original position, the force from the shoulder belt SHB (force F acting on CSA2) is released, and a sufficient amount of gas flows into the front seat lower auxiliary chamber 24, causing the front seat lower auxiliary chamber 24 to inflate and deploy.

[0065] <Expansion and deployment during a side collision> Next, a description will be given of the inflation and deployment operation in the event of a side collision of the vehicle V. Fig. 3 is an enlarged view of the main part (enlarged view of the area around the shoulder belt anchor BA) showing the state of the CSA2 and the shoulder belt SHB in the event of a side collision of the vehicle V.

[0066] In the event of a side collision of the vehicle V, the front seat occupant Pf does not move forward, and therefore the shoulder belt SHB does not push the CSA2 upward from below. In other words, the shoulder belt SHB does not narrow the front path 84 of the distribution unit 8 or the inlet portion of the front path 84. Also, as described above, the opening area of the lower opening 81 is set larger than the opening area of the rear opening 82. This allows sufficient gas to flow toward the front path 84 (see the arrow in FIG. 3), thereby accelerating the timing at which the inflation and deployment of the front seat lower auxiliary chamber portion 24 is completed. As described above, a characteristic behavior of the occupant P during a side collision of the vehicle V is that of the head PfH of the front seat occupant Pf moving outward in the vehicle width direction. In response to this behavior, it is necessary to accelerate the timing at which the inflation and deployment of the front seat under-side auxiliary chamber portion 24 is completed. According to this embodiment, it is possible to accelerate the timing at which the inflation and deployment of the front seat under-side auxiliary chamber portion 24 is completed during a side collision of the vehicle V.

[0067] -Effects of the embodiment- As described above, in this embodiment, the distributor 8 having the front path 84 that supplies gas to the front seat lower auxiliary chamber portion (front seat occupant protection chamber portion) 24 and the rear path 85 that supplies gas to the rear seat lower auxiliary chamber portion (rear seat occupant protection chamber portion) 26 is disposed near the position of the shoulder belt anchor BA of the front seat when the CSA 2 is inflated and deployed. This makes it possible to vary the manner in which the CSA 2 is inflated and deployed in each case by utilizing the fact that the shoulder belt SHB moves differently in a side collision and an offset front collision of the vehicle V, thereby making it possible to provide good protection for the front seat occupant Pf and the rear seat occupant Pr in each case in a side collision and an offset front collision of the vehicle V without improving the inflator 3.

[0068] Furthermore, since the inlet of the front path 84 in the distribution unit 8 is disposed further forward and lower than the position of the shoulder belt anchor BA, it is possible to reliably obtain the action of pressing the CSA2 so as to narrow the front path 84 or the inlet portion of the front path 84 in the distribution unit 8 in the event of an offset frontal collision of the vehicle V. This makes it possible to sufficiently accelerate the timing at which the inflation and deployment of the rear seat under-side auxiliary chamber portion 26 is completed in the event of an offset frontal collision of the vehicle V.

[0069] Furthermore, since the inlet of the rear path 85 in the distribution unit 8 is disposed higher and rearward of the position of the shoulder belt anchor BA in the vehicle V, the inlet portion of the rear path 85 in the distribution unit 8 does not become narrow during an offset frontal collision of the vehicle V. This reliably ensures that gas flows preferentially through the rear path 85, and accelerates the timing at which the rear seat underside auxiliary chamber 26 completes inflation and deployment.

[0070] -Other embodiments- The present invention is not limited to the above-described embodiments, and all modifications and applications within the scope of the claims and equivalents thereto are possible.

[0071] For example, the above embodiment has been described taking as an example the CSA device 1 mounted on a sedan-type vehicle V. However, the present invention is not limited to this and can be applied to CSA devices mounted on other types of vehicles.

[0072] The present invention is also applicable to a CSA device 1 equipped with a CSA 2 that does not have the front seat under-side auxiliary chamber portion 24 and the rear seat under-side auxiliary chamber portion 26. [Industrial Applicability]

[0073] The present invention is applicable to a curtain shield airbag device mounted on a vehicle. [Explanation of symbols]

[0074] 1...CSA device (curtain shield airbag device) 2...CSA (Curtain Shield Airbag) 24...Front seat lower auxiliary chamber (front seat occupant protection chamber) 26... Rear seat lower auxiliary chamber section (rear seat occupant protection chamber section) 8... Distribution section 81...Lower opening (entrance of the front path) 82...Rear opening (entrance of the rear path) 84...Front path 85...Rear path V...Vehicle

Claims

1. A curtain shield airbag device including a curtain shield airbag that inflates and deploys in a side collision and an offset front collision of a vehicle, the curtain shield airbag having a front seat occupant protection chamber portion that is positioned on the side of a front seat of the vehicle in the inflated and deployed state, and a rear seat occupant protection chamber portion that is positioned on the side of a rear seat of the vehicle in the inflated and deployed state, a distributor having a front passage for supplying gas to the front seat occupant protection chamber portion and a rear passage for supplying gas to the rear seat occupant protection chamber portion, The curtain shield airbag device according to claim 1, wherein the distributor is disposed near a position where a shoulder belt anchor of the front seat is disposed when the curtain shield airbag is inflated and deployed.

2. 2. The curtain shield airbag device according to claim 1, 10. A curtain shield airbag device according to claim 9, wherein an inlet of the front path in the distribution portion is disposed forward and below a position where the shoulder belt anchor is disposed.

3. 3. The curtain shield airbag device according to claim 1, The curtain shield airbag device according to claim 1, wherein an entrance of the rear path in the distribution portion is disposed above or rearward of the vehicle relative to a position where the shoulder belt anchor is disposed.

4. 3. The curtain shield airbag device according to claim 1, a front seat occupant protection chamber portion located on the front side of the vehicle and below the distribution portion, and a rear seat occupant protection chamber portion located on the rear side of the vehicle and below the distribution portion.

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