Occupant protection device and occupant protection method

Abstract

To provide an occupant protection device which enables improvement of flexibility of arrangement of an airbag and downsizing, and to provide an occupant protection method.SOLUTION: An occupant protection device 2 according to the disclosure protects an occupant during an emergency of a vehicle 1. The occupant protection device 2 includes: a housing 20 which houses an airbag module 25 including an airbag 251; a first drive device 21 which moves the housing 20; and a second drive device 22 which inflates and deploys the airbag 251. The first drive device 21 and the second drive device 22 operate at different timings.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to an occupant protection device and an occupant protection method. [Background technology]

[0002] In recent years, many vehicles have been equipped with occupant protection devices. The occupant protection device (referred to herein as an "occupant lower leg restraint device") described in Patent Document 1 includes an airbag. The airbag inflates and deploys in an emergency (for example, in the event of a vehicle collision) to restrain and protect the occupant. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-011206 Summary of the Invention [Problem to be solved by the invention]

[0004] When an airbag is positioned far from the occupant in a vehicle before inflation and deployment, it is possible to use a large airbag in order to restrain the occupant with the airbag after inflation and deployment. However, a larger airbag leads to a larger occupant protection device and increased manufacturing costs. In other words, the placement of the airbag is limited in exchange for a smaller airbag.

[0005] An object of the present disclosure is to provide an occupant protection device and an occupant protection method that can achieve both increased freedom in airbag placement and miniaturization. [Means for solving the problem]

[0006] The occupant protection device of the present disclosure is an occupant protection device that protects an occupant in a vehicle emergency, and is characterized in that it comprises a housing that accommodates an airbag module including an airbag, a first drive device that moves the housing, and a second drive device that inflates and deploys the airbag, and the first drive device and the second drive device operate at different times.

[0007] The occupant protection method according to the present disclosure is a method for protecting an occupant in a vehicle emergency, and is characterized in that a first drive device that moves a housing that accommodates an airbag module including an airbag and a second drive device that inflates and deploys the airbag are activated at different times. [Effects of the Invention]

[0008] According to the occupant protection device and occupant protection method of the present disclosure, it is possible to achieve both an improvement in the degree of freedom in the placement of an airbag and a reduction in size. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing a vehicle equipped with an occupant protection device according to a first embodiment. [Figure 2] FIG. 1 is a schematic diagram showing the vicinity of a seat and a dashboard in a vehicle. [Figure 3] FIG. 10 is a schematic diagram for explaining a state in which the first drive device is activated. [Figure 4] FIG. 10 is a schematic diagram for explaining a state in which the second driving device is activated after the first driving device is activated. [Figure 5] FIG. 2 is a schematic diagram illustrating a state in which an airbag catches an occupant; [Figure 6] FIG. 10 is a schematic diagram illustrating a resistance mechanism using a first driving device. [Figure 7] FIG. 10 is a schematic diagram for explaining forward movement of the housing. [Figure 8] FIG. 10 is a schematic diagram showing a vehicle equipped with an occupant protection device according to a second embodiment. [Figure 9]FIG. 2 is a block diagram showing the configuration of an ECU. [Figure 10] 4 is a flowchart showing the procedure of an occupant protection process executed by the ECU. [Figure 11] FIG. 10 is a schematic diagram for explaining a state in which only the second drive device is activated. [Figure 12] FIG. 10 is a schematic diagram showing an occupant protection device according to a third embodiment. [Figure 13] FIG. 10 is a schematic diagram for explaining a return prevention mechanism. [Figure 14] 10 is a schematic diagram for explaining a return prevention mechanism provided in an occupant protection device according to a fourth embodiment. FIG. [Figure 15] 10A and 10B are schematic diagrams for explaining other examples of guide grooves. [Figure 16] FIG. 10 is a schematic diagram showing an occupant protection device according to a fifth embodiment. [Figure 17] FIG. 10 is a schematic diagram for explaining a state in which the first drive device is activated. [Figure 18] FIG. 10 is a schematic diagram for explaining a state in which the second driving device is activated after the first driving device is activated. [Figure 19] FIG. 13 is a schematic diagram showing an occupant protection device according to a sixth embodiment. [Figure 20] FIG. 10 is a schematic diagram for explaining a state in which the first drive device is activated. [Figure 21] FIG. 10 is a schematic diagram for explaining a state in which the second driving device is activated after the first driving device is activated. [Figure 22] FIG. 13 is a schematic diagram showing an occupant protection device according to a seventh embodiment. [Figure 23] FIG. 13 is a schematic diagram showing a vehicle equipped with an occupant protection device according to an eighth embodiment. [Figure 24] FIG. 10 is a schematic diagram for explaining a state in which the second driving device is activated after the first driving device is activated. [Figure 25] FIG. 13 is a schematic diagram showing an occupant protection device according to a ninth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present disclosure will be described. [Description of the Disclosure]

[0011] In the present disclosure, an airbag module is housed in a housing. A first actuation device moves the housing. The airbag module includes an airbag. A second actuation device inflates and deploys the airbag. The inflated and deployed airbag restrains an occupant, thereby protecting the occupant in the event of a vehicle emergency. The airbag moves as the housing moves. Therefore, there is no need to use a large airbag in order to place the inflated and deployed airbag closer to the occupant, nor is there any need to position the inflated and deployed airbag in a location close to the occupant in advance. In other words, it is possible to achieve both increased freedom in airbag placement and miniaturization.

[0012] Furthermore, by operating the first drive device at different times than the second drive device, the occupant can be effectively protected.

[0013] In the present disclosure, the first drive device starts operating earlier than the second drive device. That is, after the first drive device starts operating and the housing starts moving, the second drive device starts operating and the airbag starts inflating and deploying. Therefore, there is no risk that the airbag, which starts inflating and deploying before the housing starts moving, will hinder the housing from starting to move.

[0014] In the present disclosure, the second drive device starts operating at a timing earlier than at least the first drive device. That is, the first drive device starts operating after the second drive device starts operating, or the first drive device does not start operating after the second drive device starts operating (of the first and second drive devices, only the second drive device operates).

[0015] When the first drive device starts operating after the second drive device starts operating, the occupant protection device can be configured so that, for example, not only the second drive device but also the airbag that has started to inflate and deploy contributes to the movement of the housing. The occupant protection device can be configured to prevent unwanted movement of the housing if the first drive device does not start operating after the second drive device has started operating, for example if the occupant is too close to the initial position of the housing or if there is no occupant present.

[0016] In the present disclosure, since the first drive device includes a gas generator, the housing can be moved by utilizing gas ejected from the gas generator, or since the first drive device includes a small airbag (smaller than the airbag included in the airbag module), the housing can be moved by utilizing inflation and deployment of the small airbag.

[0017] In the present disclosure, the second drive device is an inflator, and therefore the gas emitted by the inflator can be used to inflate and deploy the airbag.

[0018] In the present disclosure, a housing includes a hinge structure, the hinge structure having multiple hinge stages, one end of the hinge structure being fixed in position relative to the vehicle, and the other end of the hinge structure being attached to the housing. Before the first drive device starts to operate, the hinge structure is folded, so the hinge structure is compact. The hinge structure is extended by actuation of the first drive device, which causes the housing to move in the direction of extension of the hinge structure.

[0019] In the present disclosure, the housing comprises a plurality of containers, which are nested. Before the first drive device is activated, the inner container is enclosed within the outer container, so that the containers are compact. One of the containers is fixed in position relative to the vehicle.

[0020] For example, when the outermost container is fixed in position relative to the vehicle, actuation of the first drive device causes the multiple containers to extend in such a way that the inner containers are pushed out from the outer containers, with the innermost container moving in the direction in which the inner containers are pushed out from the outer containers. Alternatively, when the innermost container is fixed in position relative to the vehicle, operation of the first drive device causes the multiple containers to extend such that the inner containers are pushed out relative to the outer containers, with the outermost container moving in the opposite direction to the direction in which the inner containers are pushed out from the outer containers.

[0021] In the present disclosure, a housing is supported rotatably about a rotation axis, the rotation axis being located on one side of the housing. Before the first drive device begins to operate, one side and the other side of the housing are aligned in the longitudinal direction of the vehicle. When the first drive device is activated, the other side of the housing rotates vertically around the rotation axis. The inflated and deployed airbag protrudes from the other side of the housing. In other words, the direction in which the airbag can protrude from the housing can be changed before and after activation of the first drive device.

[0022] In the present disclosure, the housing includes a slide rail, one end of which is fixed in position relative to the vehicle, and the other end of which is attached to the housing. Before the first drive device starts to operate, the slide rail is shortened, and therefore the slide rail is compact. The slide rail is extended by actuation of the first drive device, and the housing moves in the same direction as the slide rail is extended.

[0023] In the present disclosure, the resistance mechanism resists movement of the housing in a direction opposite to the direction of movement of the housing caused by operation of the first drive device. Hereinafter, the direction in which the housing moves as a result of the operation of the first drive device will be simply referred to as the movement direction, and movement of the housing in the direction opposite to the movement direction will be referred to as backtracking.

[0024] For example, even if a force that moves the housing backward occurs due to an occupant coming into contact with the inflated and deployed airbag, the resistance mechanism resists the backward movement of the housing. However, the resistance mechanism does not completely prevent the housing from moving backward (it allows it to do so as appropriate). Therefore, at least a portion of the occupant's kinetic energy can be absorbed by the housing moving backward. As a result, the occupant can be protected more effectively.

[0025] In the present disclosure, the resistance mechanism is a gas generator, or the resistance mechanism is an exhaust vent for a miniature airbag, which is smaller than the airbag contained in the airbag module. The resistance mechanism resists the housing from moving backward by using the pushing force of gas emitted from a gas generator (or the exhaust vent of a small airbag). That is, the resistance mechanism uses the pushing force of the gas to push the housing back in the direction of movement. If the gas generator (or small airbag) included in the first drive device also serves as a gas generator (or a small airbag with an exhaust vent that serves as a resistance mechanism), the number of parts can be reduced.

[0026] In the present disclosure, the resistance mechanism has a friction resistance portion that is configured such that the friction resistance in the direction opposite to the movement direction of the housing is greater than the friction resistance in the movement direction of the housing. The resistance mechanism resists the backward movement of the housing by using the frictional force generated by the friction resistance portion, i.e., the resistance mechanism consumes at least a portion of the kinetic energy of the housing attempting to backward move through friction. Since frictional forces are always generated by friction, the reliability of the resistance mechanism can be easily improved.

[0027] In the present disclosure, the anti-return mechanism prevents the housing from moving (returning) in a direction opposite to the direction of movement of the housing caused by operation of the first drive device. For example, even if a force that moves the housing backward is generated when an occupant comes into contact with the inflated and deployed airbag, the anti-return mechanism prevents the housing from moving backward. This prevents the housing from moving backward (and ultimately prevents the airbag from being positioned in an inappropriate position to protect the occupant), thereby providing more effective protection for the occupant.

[0028] In the following description, arrows indicating up and down, front and back, and left and right are used in the drawings.

[0029] Embodiment 1. FIG. 1 is a schematic diagram showing a vehicle equipped with an occupant protection device according to the first embodiment. In the drawing, reference numeral 1 denotes a vehicle, and the vehicle 1 has a vehicle body 11. The vehicle body 11 forms a vehicle compartment 111, and seats 12 are provided inside the vehicle compartment 111. Occupants such as a driver and passengers enter the vehicle compartment 111 and sit in the seats 12. In the following, the seat 12 will be exemplified as a passenger seat. The vehicle body 11 includes a dashboard 13. The dashboard 13 is provided in front of the seats 12.

[0030] FIG. 2 is a schematic diagram showing the vicinity of the seat 12 and the dashboard 13 in the vehicle 1. As shown in FIG. As shown in FIGS. 1 and 2, a vehicle body 11 accommodates an occupant protection device 2 in a space partitioned from a vehicle interior 111 by a dashboard 13. The dashboard 13 has an opening 131 and a cover 132. The occupant protection device 2 and the seat 12 face each other through the opening 131. Normally, the opening 131 is closed by the cover 132. By being covered by the cover 132, the occupant protection device 2 is hidden from the eyes of the occupant. The opening 131 can be opened and closed like a hinged cover, for example, around the top edge.

[0031] As shown in FIG. 2, the distance between the occupant M seated in the seat 12 and the dashboard 13 in the front-rear direction is long. As shown in FIG. 1, the occupant protection device 2 includes a housing 20, a first drive device 21, and a second drive device 22. The housing 20 is a housing made of, for example, synthetic resin. A first opening 201 is provided in the front wall of the housing 20. A second opening 202 is provided in the rear wall of the housing 20. The internal space of the housing 20 is divided into front and rear spaces by a partition wall 203.

[0032] The housing 20 includes a support plate 23 and a pair of hinge structures 24 . The support plate 23 is fixed to the vehicle body 11 with both surfaces facing forward and backward. The pair of hinge structures 24 are symmetrical in the vertical direction. The upper hinge structure 24 will be described below. The hinge structure 24 is long in one direction, and the central portion in the longitudinal direction can be bent and stretched in a hinge shape. Normally, the hinge structure 24 is folded between the upper side of the support plate 23 and the upper end of the front wall of the housing 20. The stretched hinge structure 24 faces forward and backward (see FIG. 3 described later).

[0033] The front end of the hinge structure 24 is attached to the support plate 23 so that the hinge structure 24 can swing up and down around the front end of the hinge structure 24. In other words, the front end of the hinge structure 24 is fixed in position relative to the vehicle body 11. The rear end of the hinge structure 24 is attached to the rear wall of the housing 20 so that the hinge structure 24 can swing up and down around the rear end of the hinge structure 24. The central portion of the hinge structure 24 in the longitudinal direction can be bent and stretched in a hinge-like manner. The hinge structure 24 as described above has three stages of hinges 241 at the front end, rear end, and central portion in the longitudinal direction. The axial direction of each hinge 241 faces left and right.

[0034] The first drive device 21 is accommodated in the space of the housing 20 in front of the partition wall 203. The first drive device 21 includes a small airbag 211 and a gas generator 212. The small airbag 211 is accommodated in the housing 20 in a folded state. The gas generator 212 is, for example, a small inflator, and includes a gas generating agent and an ignition device. The ignition device ignites the gas generating agent upon receiving an ignition signal from an impact sensor 31 (described later), causing the gas generator 212 to eject gas. The gas ejected from the gas generator 212 is introduced into the internal space of the small airbag 211. The small airbag 211 is inflated and deployed by the gas injected from the gas generator 212. The inflated and deployed small airbag 211 advances forward from the housing 20 through the first opening 201.

[0035] FIG. 3 is a schematic diagram for explaining a state in which the first driving device 21 is in operation. The small airbag 211, which has advanced forward from the housing 20, abuts against the support plate 23 from the rear side. At this time, the housing 20 receives a rearward reaction force from the support plate 23 via the small airbag 211 and moves rearward. As the housing 20 moves, the hinge structure 24 extends. Because the hinge structure 24 extends rearward, the housing 20 is prevented from moving in any direction other than rearward. Here, the other direction refers to upward, downward, leftward, rightward, or forward. The occupant protection device 2 may further include a guide member that regulates the direction of movement of the housing 20.

[0036] The housing 20, which has moved rearward, abuts against the lid 132 and pushes open the lid 132. When the lid 132 is pushed open, the opening 131 is opened, and the housing 20 advances rearward from the dashboard 13 through the opened opening 131. As a result, the housing 20 approaches the occupant M seated in the seat 12. When the hinge structure 24 is fully extended, the rearward movement of the housing 20 is forcibly stopped. The hinge structure 24 also functions as a stopper that prevents the housing 20 from moving excessively.

[0037] In this manner, the first driving device 21 moves the housing 20. The hinge structure 24 is folded before the first drive device 21 starts to operate, and therefore the hinge structure 24 is compact. The hinge structure 24 is appropriately spaced from the first opening 201, and there is no risk of the hinge structure 24 interfering with the forward advance of the small airbag 211 through the first opening 201.

[0038] As shown in FIG. 1, the second drive device 22 and the airbag module 25 are accommodated in the space behind the partition wall 203 of the housing 20. The airbag module 25 includes an airbag 251 and a shape-retaining member 252. The airbag 251 is larger than the small airbag 211. The airbag 251 is accommodated in the housing 20 in a folded state. The shape-retaining member 252 is a tape, a case, or the like, and retains the shape of the airbag 251 by restraining it in the folded state.

[0039] The second drive device 22 is an inflator, and has a gas generating agent and an ignition device. When an ignition signal is input, the ignition device ignites the gas generating agent, thereby ejecting gas. The gas ejected from the second drive device 22 is introduced into the internal space of the airbag 251. The airbag 251 expands when gas is injected from the second drive device 22, destroying the shape-retaining member 252 and releasing the restraint, thereby deploying.

[0040] The vehicle 1 is equipped with an impact sensor 31 ("S" in the figure) and a timer 32 ("T" in the figure). The impact sensor 31 detects an impact that occurs in an emergency involving the vehicle 1 (for example, when the vehicle 1 collides with another vehicle). Upon detecting the impact, the impact sensor 31 simultaneously outputs an ignition signal to the first drive device 21 and the timer 32. Upon receiving the ignition signal from the impact sensor 31, the first drive device 21 moves the housing 20 rearward, as described above (see FIG. 3).

[0041] When the ignition signal is input from the impact sensor 31, the timer 32 starts measuring the time that has elapsed since the ignition signal was input, and outputs the ignition signal to the second drive device 22 when a predetermined time has elapsed. The predetermined time is preset in the timer 32 and is, for example, the time required from the time an ignition signal is input to the first drive device 21 to the time when the hinge structure 24 is fully extended and the rearward movement of the housing 20 stops. In this case, when the predetermined time has elapsed, the housing 20 has finished moving rearward.

[0042] The predetermined time set in the timer 32 is not limited to the time described above, and may be, for example, the time required from the time an ignition signal is input to the first drive device 21 until the time when the housing 20 finishes opening the cover 132 of the dashboard 13. In this case, the housing 20 is in the process of moving backward.

[0043] FIG. 4 is a schematic diagram for explaining a state in which the second driving device 22 is activated after the first driving device 21 is activated. The airbag 251 is inflated and deployed by gas being injected from the second drive device 22, and the inflated and deployed airbag 251 advances rearward from the housing 20 through the second opening 202. As shown in Fig. 3, the housing 20 is approaching the occupant M from the front, and therefore, as shown in Fig. 4, the airbag 251 that advances from the housing 20 further inflates and deploys in the vehicle interior 111 at a position close to the occupant M.

[0044] The airbag 251 inflated and deployed as described above restrains the occupant M seated in the seat 12 from the front. As a result, the occupant M can be protected in the event of an emergency involving the vehicle 1. The airbag 251 not only protects the occupant M, but also contributes to protecting the driver by restraining him / her from the side, for example.

[0045] According to the above-described occupant protection device 2, the airbag 251 also moves rearward as the housing 20 moves rearward. Therefore, it is not necessary to use a large airbag in order to bring the inflated and deployed airbag 251 closer to the occupant M, nor is it necessary to preliminarily position the uninflated and deployed airbag 251 in a portion of the vehicle 1 close to the occupant M. In other words, it is possible to achieve both improved flexibility in airbag placement and miniaturization.

[0046] The first drive device 21 and the second drive device 22 operate at different times, and the first drive device 21 starts operating earlier than the second drive device 22. In other words, after the housing 20 starts moving as a result of the first drive device 21 starting to operate, the airbag 251 starts to inflate and deploy as a result of the second drive device 22 starting to operate. Therefore, there is no risk that the airbag 251, which starts to inflate and deploy before the housing 20 starts to move, will hinder the housing 20 from starting to move. As a result, the occupant M can be effectively protected.

[0047] The first drive device 21 is not limited to a configuration including the small airbag 211, and may be configured such that a gas generator 212 sprays gas toward the support plate 23 to apply a rearward reaction force to the housing 20. Alternatively, the first drive device 21 may be configured to include an actuator that pushes the housing 20 rearward when energized, and a power source that energizes the actuator when an ignition signal is input. Alternatively, the first drive device 21 may be configured to include a biasing member that biases the housing 20 rearward, and a locking mechanism that normally restrains the biasing member and releases the biasing member when an ignition signal is input. The passenger protection device 2 may be configured such that the impact sensor 31 outputs an ignition signal to both the gas generator 212 of the first drive device 21 and the second drive device 22 simultaneously.

[0048] The first drive device 21 is not limited to being housed in the housing 20. For example, the first drive device 21 may be attached to the front surface of the housing 20. In this case, the small airbag 211 inflates and deploys toward the support plate 23, and pushes the housing 20 forward by receiving a reaction force from the support plate 23. Alternatively, the first drive device 21 may be attached to the rear surface of the support plate 23. In this case, the small airbag 211 inflates and deploys toward the front surface of the housing 20, and pushes the housing 20 forward.

[0049] FIG. 5 is a schematic diagram for explaining a state in which the airbag 251 receives the occupant M. As shown in FIG. A forward external force is applied to the housing 20 via the airbag 251 that has received the occupant M. The forward external force is a force that tries to push the housing 20, which has advanced rearward from the dashboard 13, back forward. Because the external force applied to the housing 20 by the occupant M is large, there is a risk that the housing 20, and therefore the airbag 251, will suddenly move forward and move away from the occupant M, thereby reducing the restraining force on the occupant M. Therefore, it is desirable that the occupant protection device 2 further include a resistance mechanism that resists the forward movement of the housing 20.

[0050] In this embodiment, the first driving device 21 also functions as a resistance mechanism, thereby making it possible to reduce the number of parts. FIG. 6 is a schematic diagram for explaining a resistance mechanism using the first driving device 21. As shown in FIG. The small airbag 211 is provided with an exhaust vent 213. After the small airbag 211 is inflated and deployed by the gas ejected from the gas generator 212, the gas naturally escapes from the exhaust vent 213 of the small airbag 211. The gas is ejected forward from the exhaust vent 213 and pushes the partition wall 203 of the housing 20 forward. In other words, the resistance mechanism using the first drive device 21 uses the pushing force of the gas ejected from the exhaust vent 213 to resist the forward movement of the housing 20.

[0051] FIG. 7 is a schematic diagram for explaining the forward movement of the housing 20. As shown in FIG. By using the pressing force of the gas ejected from the exhaust vent 213 to resist the forward movement of the housing 20, the forward movement speed of the housing 20 is reduced, and in turn the speed at which the airbag 251 moves away from the occupant M is reduced. Therefore, there is no risk of the restraining force on the occupant M being reduced. Moreover, since the airbag 251 slowly moves forward away from the occupant M, it is possible to absorb at least a portion of the kinetic energy of the occupant M and reduce the reaction force from the airbag 251 to the occupant M. As a result, it is possible to protect the occupant M more effectively.

[0052] Hinge structure 24 may also serve as the resistance mechanism. In this case, each hinge 241 is provided with a friction resistance portion in which the friction resistance in the direction in which hinge structure 24 extends is smaller than the friction resistance in the direction in which hinge structure 24 is folded. Because frictional force is always generated by friction, the reliability of the resistance mechanism can be easily improved.

[0053] The location of the occupant protection device 2 is not limited to the rear side of the dashboard 13 . For example, the occupant protection device 2 may be disposed inside the seat 12. In this case, the support plate 23 is fixed to the frame of the seat 12. The housing 20 moves forward to approach directly beside the occupant M, or moves from the seat 12 in a direction approaching the driver's seat. Alternatively, the occupant protection device 2 may be incorporated into a ceiling, pillar, door, or the like.

[0054] Embodiment 2. FIG. 8 is a schematic diagram showing a vehicle 1 equipped with an occupant protection device 2 according to the second embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiment 1. Below, differences from embodiment 1 will be explained, and other components that are the same as those of embodiment 1 will be assigned the same reference numerals and explanations thereof will be omitted.

[0055] The vehicle 1 is provided with an ECU 33 instead of the timer 32, and is further provided with an occupant sensor 34 ("W" in the drawing). The occupant sensor 34 is attached to the seat 12. The occupant sensor 34 detects whether an occupant M is seated in the seat 12. For example, the occupant sensor 34 detects the weight of the seat 12, and continues to output a seating signal indicating that the occupant M is seated while the detection result exceeds a predetermined value.

[0056] FIG. 9 is a block diagram showing the configuration of the ECU 33. The ECU 33 is an in-vehicle electronic control unit. The ECU 33 includes a temporary storage unit 331 using a volatile memory, a storage unit 332 using a nonvolatile memory, and a control unit 333 having a CPU. The temporary storage unit 331 and the storage unit 332 are each connected to the control unit 333 via a bus.

[0057] The memory unit 332 stores a computer program for controlling the operation of the occupant protection device 2. The control unit 333 uses the temporary memory unit 331 as a work area and executes various types of calculation processing, control processing, and the like in accordance with the computer program stored in the memory unit 332. When the occupant sensor 34 outputs a seating signal, the seating signal is input to the ECU 33. The ignition signal output by the impact sensor 31 is also input to the ECU 33.

[0058] FIG. 10 is a flowchart showing the procedure of the passenger protection process executed by the ECU 33. The control unit 333 determines whether an ignition signal has been input from the impact sensor 31 (S11), and if no ignition signal has been input (NO in S11), the vehicle 1 is not in an emergency, so the control unit 333 executes the processing of S11 again. If the ignition signal is input (YES in S11), the vehicle 1 is in an emergency, so the control unit 333 determines whether or not a seated signal is input from the occupant sensor 34 (S12).

[0059] If the seating signal is input (YES in S12), an occupant M is seated in the seat 12. Therefore, in order to effectively protect the occupant M, it is necessary to move the housing 20 close to the occupant M before inflating and deploying the airbag 251. Therefore, the control unit 333 outputs an ignition signal to the gas generator 212 of the first driving device 21 (S13). The first driving device 21, to which the ignition signal is input from the control unit 333, moves the housing 20 rearward, as in the first embodiment (see FIG. 3).

[0060] In addition, the control unit 333 starts counting the time that has elapsed since the ignition signal was input from the impact sensor 31 (S14), determines whether a predetermined time has elapsed (S15), and if the predetermined time has not yet elapsed (NO in S15), executes the processing of S15 again. If the predetermined time has elapsed (YES in S15), the control unit 333 outputs an ignition signal to the second drive device 22 (S16) and ends the occupant protection process. The second drive device 22 to which the ignition signal is input from the control unit 333 inflates and deploys the airbag 251 in the same manner as in the first embodiment (see FIG. 4).

[0061] If the seating signal is not input (NO in S12), there is no occupant M seated in the seat 12. Therefore, there is no need to move the housing 20. It is also desirable to prioritize early inflation and deployment of the airbag 251 to protect the driver with the airbag 251. Therefore, the control unit 333 moves the process to S16. In this case, the processes of S13 to S15 are not executed, and therefore the first driving device 21 does not operate.

[0062] FIG. 11 is a schematic diagram for explaining a state in which only the second driving device 22 is in operation. The airbag 251 is inflated and deployed by gas being injected from the second drive device 22, and the inflated and deployed airbag 251 protrudes rearward from the housing 20 through the second opening 202. The airbag 251 that protrudes from the housing 20 abuts rearward against the lid body 132 and pushes open the lid body 132. Pushing open the lid body 132 opens the opening 131, and the airbag 251 protrudes rearward from the dashboard 13 through the opened opening 131. The airbag 251 that protrudes from the dashboard 13 further inflates and deploys in the vehicle interior 111. The inflated and deployed airbag 251 contributes to restraining and protecting the driver from the sides.

[0063] The occupant sensor 34 is not limited to detecting the presence or absence of an occupant M, and may also detect, for example, the posture, seating position, and physique of the occupant M seated in the seat 12. The control unit 333 estimates the size of the spatial margin between the dashboard 13 and the occupant M based on the detection result of the occupant sensor 34. If the estimated spatial margin is equal to or greater than a predetermined volume, the control unit 333 determines YES in the processing of S12. If the estimated spatial margin is less than the predetermined volume, the control unit 333 determines NO in the processing of S12. Instead of the occupant sensor 34, a distance measurement sensor may detect the distance from the dashboard 13 to the occupant M. When executing the process of S12, the control unit 333 determines YES if the detection result of the distance measurement sensor is equal to or greater than a predetermined distance, and determines NO if the detection result is less than the predetermined distance.

[0064] 10, the control unit 333 selects either a first pattern in which the second drive device 22 is activated after the first drive device 21 is activated, or a second pattern in which only the second drive device 22 is activated. However, the control unit 333 may be configured to select either the first pattern or a third pattern in which the first drive device 21 is activated after the second drive device 22 is activated. Alternatively, the control unit 333 may be configured to select either one of the first to third patterns or a fourth pattern in which the first drive device 21 and the second drive device 22 are activated simultaneously.

[0065] According to the above-described passenger protection device 2, the second drive device 22 starts to operate at a timing earlier than at least the first drive device 21. In other words, the first drive device 21 does not start to operate after the second drive device 22 starts to operate, or the first drive device 21 starts to operate after the second drive device 22 starts to operate.

[0066] The occupant protection device 2 can be configured to prevent unnecessary movement of the housing 20 if the first drive device 21 does not start operating after the second drive device 22 has started operating, for example, if the occupant M is too close to the initial position of the housing 20 or if the occupant M is not present. When the first drive device 21 starts to operate after the second drive device 22 starts to operate, the occupant protection device 2 can be configured so that, for example, not only the second drive device 22 but also the airbag 251 that has started to inflate and deploy contributes to the movement of the housing 20.

[0067] Embodiment 3. FIG. 12 is a schematic diagram showing an occupant protection device 2 according to the third embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiments 1 and 2. Below, differences from embodiments 1 and 2 will be explained, and other components that are the same as those of embodiments 1 and 2 will be assigned the same reference numerals and explanations thereof will be omitted. The occupant protection device 2 further includes a pair of return prevention mechanisms 4. The pair of return prevention mechanisms 4 are arranged symmetrically, for example, one on the top and one on the bottom of the housing 20. The return prevention mechanism 4 located on the top side of the housing 20 will be described below.

[0068] The return prevention mechanism 4 includes a guide member 40, an engagement hole 41, and an engagement shaft . The guide member 40 is plate-shaped, with both surfaces facing up and down. The guide member 40 is fixed to the vehicle body 11 so that the lower surface of the guide member 40 contacts the upper surface of the housing 20 from above. When the housing 20 moves, the upper surface of the housing 20 slides against the lower surface of the guide member 40. Therefore, the guide member 40 prevents the housing 20 from shifting upward when the housing 20 moves. The engagement hole 41 opens to the lower surface of the guide member 40 .

[0069] An accommodation hole 204 penetrates the upper wall of the housing 20. At least a portion of the engagement shaft 42 is accommodated in the accommodation hole 204 with its axial direction facing up and down. The engagement shaft 42 is biased upward by a biasing member (not shown). As a result of being biased by the biasing member, the upper end surface of the engagement shaft 42 is pressed against the lower surface of the guide member 40. The left-right position of the engagement shaft 42 is equal to the left-right position of the engagement hole 41. The front-rear position of the engagement shaft 42 before the housing 20 starts to move is forward of the front-rear position of the engagement hole 41. The distance between the engagement shaft 42 and the engagement hole 41 in the front-rear direction corresponds to the distance the housing 20 moves when the first drive device 21 is operated.

[0070] FIG. 13 is a schematic diagram for explaining the return prevention mechanism 4. As shown in FIG. As the housing 20 moves rearward, the engagement shaft 42 also moves rearward, and the upper end surface of the engagement shaft 42 slides against the lower surface of the guide member 40. The engagement shaft 42, which is biased upward, enters the engagement hole 41 when the accommodating hole 204 faces the engagement hole 41 vertically. At this time, the circumferential surface of the engagement shaft 42 engages with the circumferential surfaces of the engagement hole 41 and the accommodating hole 204. As a result, the housing 20, which has been moving rearward, is forcibly stopped, and forward movement of the housing 20 is prevented.

[0071] For example, even if a force that moves the housing 20 forward is generated when the occupant M comes into contact with the inflated and deployed airbag 251, the return prevention mechanism 4 prevents the housing 20 from moving forward. This makes it possible to prevent the housing 20 from moving forward (and thus to prevent the airbag 251 from being disposed in a position that is inappropriate for protecting the occupant M). This makes it possible to protect the occupant M more effectively.

[0072] A guide groove extending in the front-rear direction may be provided on the underside of the guide member 40. An engagement hole 41 is continuous with the rear end of the guide groove. The upper end face of the engagement shaft 42 is pressed against the inner bottom face of the guide groove. The peripheral surface of the engagement shaft 42 comes into contact with both the left and right inner faces of the guide groove, thereby preventing left-right displacement of the housing 20.

[0073] Embodiment 4. FIG. 14 is a schematic diagram for explaining the return prevention mechanism 4 provided in the occupant protection device 2 according to the fourth embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiment 3. Below, differences from embodiment 3 will be explained, and other components that are the same as those of embodiment 3 will be assigned the same reference numerals and explanations thereof will be omitted.

[0074] As in the third embodiment, the occupant protection device 2 includes a pair of return prevention mechanisms 4. However, in this embodiment, the pair of return prevention mechanisms 4 are arranged symmetrically, one on each side of the housing 20. The following describes the return prevention mechanism 4 located on the left side of the housing 20.

[0075] Both surfaces of the guide member 40 face left and right. The guide member 40 is fixed to the vehicle body 11 with both surfaces facing left and right. A guide groove 43 is provided on the right surface of the guide member 40 instead of the engagement hole 41 of the third embodiment. The guide groove 43 extends in the front-rear direction. The length of the guide groove 43 in the front-rear direction corresponds to the distance that the housing 20 moves when the first drive device 21 is operated.

[0076] The engagement shaft 42 protrudes leftward from the left side wall of the housing 20, and is inserted into the guide groove 43 so that the tip surface of the engagement shaft 42 contacts the inner bottom surface of the guide groove 43. When the housing 20 moves, the tip surface of the engagement shaft 42 slides against the inner bottom surface of the guide groove 43. Therefore, the guide member 40 prevents the housing 20 from shifting to the left when the housing 20 moves. The circumferential surface of the engagement shaft 42 contacts both the upper and lower inner surfaces of the guide groove 43, thereby preventing the housing 20 from shifting in the vertical direction.

[0077] A first narrow portion 431, where the width of the guide groove 43 is partially narrowed, is provided at the rear end of the front end of the guide groove 43. When the first drive device 21 is not yet activated, the engagement shaft 42 is positioned at the front end of the guide groove 43, and so the first narrow portion 431 is located rearward of the engagement shaft 42 (see FIG. 14A). At this time, the first narrow portion 431 prevents the engagement shaft 42 from shifting rearward, and therefore the housing 20 is prevented from shifting rearward before the first drive device 21 is activated.

[0078] When the first driving device 21 is actuated, the engagement shaft 42 breaks through the first narrow portion 431 and moves rearward until it reaches the rear end of the guide groove 43 (see FIG. 14B). A second narrow portion 432, in which the width of the guide groove 43 is partially narrowed, is provided at the front end of the rear end portion of the guide groove 43. Since the kinetic energy of the engagement shaft 42 is consumed when the engagement shaft 42 breaks through the second narrow portion 432, there is no risk that the engagement shaft 42, which collides with the inner rear end surface of the guide groove 43, will bounce back and move forward.

[0079] An engagement hole 433 is provided on the lower inner surface at the rear end of the guide groove 43. When the engagement shaft 42 reaches the rear end of the guide groove 43, it naturally falls into the engagement hole 433. Therefore, even if a rearward external force is applied to the engagement shaft 42 when the airbag 251 receives the occupant M, there is no risk that the engagement shaft 42 will rise and break through the second narrow portion 432 and move forward. As a result of the above, the housing 20, which had been moving backward, is forced to stop, and the forward movement of the housing 20 is prevented.

[0080] FIG. 15 is a schematic diagram for explaining another example of the guide groove 43. In FIG. 15 is J-shaped. The guide groove 43 has an inclined portion 434 and a curved portion 435 integrally therewith. The inclined portion 434 is linear, extends rearward from the front end, and is inclined upward. The curved portion 435 is continuous with the rear end of the inclined portion 434. The curved portion 435 is curved, and curves downward toward the rear and then toward the front and rear. The position of the bottom of the curved portion 435 in the front-to-rear direction is forward and below the position of the rear end of the guide groove 43.

[0081] When the first driving device 21 is not yet activated, the engagement shaft 42 is positioned at the front end of the guide groove 43 (see FIG. 15A). The front end of the guide groove 43 is at the bottom of the inclined portion 434, so that the engagement shaft 42 is prevented from shifting rearward.

[0082] When the first drive device 21 is activated, the engagement shaft 42 rises rearward along the inclined portion 434 and enters the curved portion 435 (see FIG. 14B). The engagement shaft 42 moves rearward and downward while being guided by the front half of the curved portion 435, and reaches the rear end of the guide groove 43. Next, the engagement shaft 42 moves forward and downward while being guided by the rear half of the curved portion 435, and drops to the bottom of the inclined portion 434. Therefore, even if a rearward external force is applied to the engagement shaft 42 when the airbag 251 receives the occupant M, there is no risk that the engagement shaft 42 will rise along the curved portion 435 or move forward along the inclined portion 434. As a result of the above, the housing 20, which had been moving backward, is forced to stop, and the forward movement of the housing 20 is prevented.

[0083] Embodiment 5. FIG. 16 is a schematic diagram showing an occupant protection device 2 according to the fifth embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiments 1 and 2. Below, differences from embodiments 1 and 2 will be explained, and other components that are the same as those of embodiments 1 and 2 will be assigned the same reference numerals and explanations thereof will be omitted. In the first and second embodiments, the housing 20 is disposed on one side of the support plate 23 and moves linearly in a direction away from the support plate 23. On the other hand, in the present embodiment, the housing 20 disposed on one side of the support plate 23 moves in a rotational manner toward the other side of the support plate 23.

[0084] The support plate 23 shown in FIG. 16 is fixed to the vehicle body 11 with both surfaces facing up and down. The housing 20 has one open side and houses a second drive device 22 and an airbag module 25 . The first drive device 21 is not housed in the housing 20. The first drive device 21 includes a box body 214 in addition to a small airbag 211 and a gas generator 212. The small airbag 211 and the gas generator 212 are housed in the box body 214. The box body 214 has an opening on one side, and is attached to the lower surface of the support plate 23 with the opening of the box body 214 facing downward.

[0085] The housing 20 includes a support body 51 instead of the hinge structure 24. The support body 51 includes three support members 511 to 513. The support members 511 and 513 extend in the front-rear direction. The support member 512 extends in the up-down direction. The support member 511 is fixed to the upper surface of the support plate 23. The support member 513 is disposed below the lower surface of the support plate 23. The support member 512 connects the support members 511 and 513 in front of the support plate 23. In other words, the support members 511 to 513 are connected in this order in a U-shape. The front end of the support member 511 and the upper end of the support member 512 are hinge-connected using a hinge pin 514. The lower end of the support member 512 and the front end of the support member 513 are hinge-connected using a hinge pin 515.

[0086] The housing 20 is disposed below the first driving device 21 and is attached to a support member 513. The support member 513 is engaged with a box body 214 by an engaging portion (not shown). The support body 51 incorporates a biasing member (not shown) that biases the support member 513 in a direction to rotate it forward around the lower hinge pin 515, and a biasing member (not shown) that biases the support member 512 in a direction to rotate it upward around the upper hinge pin 514.

[0087] FIG. 17 is a schematic diagram for explaining a state in which the first driving device 21 is in operation. An ignition signal is input to the gas generator 212 of the first driving device 21 in an emergency. When gas is injected from the gas generator 212, the small airbag 211 inflates and deploys, and advances downward from the box body 214. The engagement between the box body 214 and the support member 513 is released by the small airbag 211 advancing from the box body 214. Then, the pressing force from the small airbag 211 and the biasing force of the biasing member incorporated in the support body 51 cause the housing 20 to rotate forward about the lower hinge pin 515, and further, the housing 20 rotates upward about the upper hinge pin 514. As a result, the housing 20 rotates from the lower surface side to the upper surface side of the support plate 23.

[0088] FIG. 18 is a schematic diagram for explaining a state in which the second driving device 22 is activated after the first driving device 21 is activated. At the timing when the housing 20 moves onto the upper surface of the support plate 23, an ignition signal is input to the second driving device 22. When gas is injected from the second driving device 22, the airbag 251 is inflated and deployed, and the inflated and deployed airbag 251 advances from the housing 20.

[0089] Embodiment 6. FIG. 19 is a schematic diagram showing an occupant protection device 2 according to the sixth embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiments 1 and 2. Below, differences from embodiments 1 and 2 will be explained, and other components that are the same as those of embodiments 1 and 2 will be assigned the same reference numerals and explanations thereof will be omitted. The housing 20 of this embodiment includes an outer box 26 and an inner box 27 (multiple containers) nested one inside the other. The outer box 26 and the inner box 27 are each cylindrical with a bottom, and the axial direction of each of the outer box 26 and the inner box 27 is oriented in the front-to-rear direction.

[0090] The outer box 26 is fixed to the support plate 23 so that the outer bottom surface is in contact with the rear surface of the support plate 23. The outer box 26 may be fixed directly to the vehicle body 11 without using the support plate 23. The inner box 27 is contained within the outer box 26 so as to be movable in the front-rear direction with the outer peripheral surface of the inner box 27 in contact with the inner peripheral surface of the outer box 26. Therefore, the housing 20 is compact. The outer box 26 also serves as a resistance mechanism, and has a friction resistance portion 261 on the inner circumferential surface of the outer box 26, at least in the area that comes into contact with the outer circumferential surface of the inner box 27. The friction resistance portion 261 provides a friction resistance that is significantly greater when the inner box 27 moves forward than when the inner box 27 moves backward. For example, the friction resistance portion 261 is a friction surface that has many fine irregularities, and the irregularities of the friction surface are exaggerated in Figure 19.

[0091] The outer bottom surface of the inner box 27 faces the inner bottom surface of the outer box 26. The first driving device 21 is attached to the outer bottom surface of the inner box 27. The inner box 27 accommodates the second drive device 22 and the airbag module 25 .

[0092] FIG. 20 is a schematic diagram for explaining a state in which the first driving device 21 is in operation. An ignition signal is input to the gas generator 212 of the first driving device 21 in an emergency. When gas is injected from the gas generator 212, the small airbag 211 inflates and deploys between the outer bottom surface of the inner box 27 and the inner bottom surface of the outer box 26. As a result, the inner box 27 receives a rearward reaction force from the outer box 26 via the small airbag 211, and moves rearward as if being pushed rearward from the outer box 26. As a result, the housing 20 extends rearward.

[0093] The housing 20 is not limited to a configuration in which the bottom wall side of the outer box 26 is fixed in position relative to the vehicle body 11 and the inner box 27 is pushed rearward from the outer box 26. The opening side of the inner box 27 may be fixed in position relative to the vehicle body 11 and the inner box 27 may be pushed forward relatively from the outer box 26, causing the outer box 26 to move rearward. The number of containers included in the housing 20 is not limited to two, the outer box 26 and the inner box 27. The housing 20 may include three or more nested containers. In this case, the housing 20 also extends telescopically by operation of the first drive device 21.

[0094] FIG. 21 is a schematic diagram for explaining a state in which the second driving device 22 is activated after the first driving device 21 is activated. After the outer box 26 starts to move at the earliest, an ignition signal is input to the second driving device 22. When gas is injected from the second driving device 22, the airbag 251 is inflated and deployed, and the inflated and deployed airbag 251 advances out from the inner box 27. When the airbag 251 receives the occupant M, a forward external force is applied to the inner box 27 via the airbag 251 that receives the occupant M. The forward external force is a force that tries to suddenly push the inner box 27, which has advanced rearward from the outer box 26, back forward.

[0095] However, the friction resistance portion 261 of the outer box 26, which also serves as a resistance mechanism, resists the sudden forward movement of the inner box 27. This reduces the forward movement speed of the inner box 27, and in turn reduces the speed at which the airbag 251 moves away from the occupant M. Therefore, there is no risk of the restraining force on the occupant M being reduced. Moreover, since the airbag 251 moves forward slowly away from the occupant M, at least a part of the kinetic energy of the occupant M is consumed by friction, and the reaction force from the airbag 251 to the occupant M can be reduced. As a result, the occupant M can be protected even more effectively.

[0096] Since the frictional force from the friction resistance portion 261 to the inner box 27 is always generated by friction, the reliability of the resistance mechanism can be easily improved. Note that first driving device 21, rather than outer box 26, may also serve as the resistance mechanism, as in the case of embodiment 1. Gas ejected from exhaust vent 213 of small airbag 211 pushes inner box 27 backward, so that forward movement of inner box 27 can be resisted.

[0097] Embodiment 7. FIG. 22 is a schematic diagram showing an occupant protection device 2 according to the seventh embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiment 6. Below, differences from embodiment 6 will be explained, and other components that are the same as those of embodiment 6 will be assigned the same reference numerals and explanations thereof will be omitted. The occupant protection device 2 is provided with a return prevention mechanism for the inner box 27, and the housing 20 also serves as the return prevention mechanism. The return prevention mechanism includes a movable claw 271 and a support portion 272.

[0098] Movable claw 271 shown in Figure 22B is a movable claw. Support portion 272 is arranged near the rear end of inner box 27. Support portion 272 includes a through-hole that penetrates the right side wall of inner box 27, and an axis member that supports movable claw 271 so that it can swing. Movable claw 271 can swing in a direction that protrudes from the through-hole of support portion 272 towards the outside of inner box 27, and in a direction that retracts into the through-hole of support portion 272. Movable claw 271 is biased in a direction that movable claw 271 protrudes from the through-hole. Although not shown, a movable claw 271 and a support portion 272 are also provided on the left wall of the inner box 27.

[0099] Before the first driving device 21 is activated, the inner box 27 is enclosed in the outer box 26, as shown in Fig. 22A. At this time, the movable claw 271 abuts against the inner peripheral surface of the outer box 26 and is pressed into the support portion 272. After the first driving device 21 is actuated, the inner box 27 is pushed rearward from the outer box 26 as shown in Fig. 22B. The movable claw 271 protrudes outward from the support portion 272 when it moves forward beyond the front end of the inner box 27. Even if an external force is applied to the inner box 27 to move the inner box 27 forward, the movable claws 271 engage with the periphery of the opening of the outer box 26, so that the inner box 27 can be prevented from moving forward.

[0100] Embodiment 8. FIG. 23 is a schematic diagram showing a vehicle 1 equipped with an occupant protection device 2 according to the eighth embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiments 1 and 2. Below, differences from embodiments 1 and 2 will be explained, and other components that are the same as those of embodiments 1 and 2 will be assigned the same reference numerals and explanations thereof will be omitted. The vehicle 1 is equipped with a panel-shaped display device 14. The display device 14 is attached to the rear end of the dashboard 13 with the display screen facing the seats 12. The display device 14 protrudes above the top surface of the dashboard 13.

[0101] The occupant protection device 2 is disposed on the upper surface of the dashboard 13, and in front of the display device 14. The display device 14 hides the occupant protection device 2 from the view of the occupant M seated in the seat 12. The first drive device 21 is not housed in the housing 20, and does not have a hinge structure 24. The first drive device 21 has a box body 214 in addition to a small airbag 211 and a gas generator 212. The small airbag 211 and the gas generator 212 are housed in the box body 214. The box body 214 has an opening on one side, and is attached to the top surface of the dashboard 13 with the opening of the box body 214 facing upward.

[0102] The housing 20 includes a support body 52 instead of the hinge structure 24. The support body 52 includes a rotation shaft 521 and a pair of support members 522 on the left and right. The housing 20 is placed on the box body 214 so that the bottom surface of the housing 20 covers the opening of the box body 214 . The rotation shaft 521 is provided on the front side of the housing 20 and extends in the left-right direction. Each support member 522 is provided to protrude upward from the upper surface of the dashboard 13. The tip ends of the pair of left and right support members 522 support both left and right ends of the rotation shaft 521. The housing 20 is supported by the support body 52 so as to be rotatable around the rotation shaft 521. The rear side of the housing 20 is rotatable in the up-down direction around the rotation shaft 521.

[0103] Before the first drive device 21 is activated, the front and rear sides of the housing 20 are aligned in a direction parallel to the top surface of the dashboard 13. The second opening 202 (see FIG. 1) of the housing 20 faces the front surface (non-display screen) of the display device 14.

[0104] FIG. 24 is a schematic diagram for explaining a state in which the second driving device 22 is actuated after the first driving device 21 is actuated. An ignition signal is input to the gas generator 212 of the first driving device 21 in an emergency. When gas is injected from gas generator 212, small airbag 211 inflates and deploys, and advances upward from box body 214. Housing 20 is pushed by small airbag 211 that has advanced from box body 214, causing housing 20 to rotate upward about rotation axis 521. At this time, the rear end of housing 20 rotates upward about rotation axis 521, and second opening 202 of housing 20 faces higher than the top end of display device 14.

[0105] At the timing when the second opening 202 of the housing 20 faces upward beyond the uppermost end of the display device 14, an ignition signal is input to the second driving device 22. When gas is injected from the second drive device 22, the airbag 251 inflates and deploys, and the inflated and deployed airbag 251 advances from the housing 20 through the second opening 202. The airbag 251 that has advanced from the housing 20 passes above the display device 14 and advances forward of the display device 14, and is disposed between the display device 14 and the occupant M. As a result of the above, the airbag 251 can protect the occupant M by bypassing the display device 14 from above.

[0106] Embodiment 9. FIG. 25 is a schematic diagram showing an occupant protection device 2 according to a ninth embodiment. The vehicle 1 and the occupant protection device 2 of this embodiment are substantially the same as the vehicle 1 and the occupant protection device 2 of embodiments 1 and 2. Below, differences from embodiments 1 and 2 will be explained, and other components that are the same as those of embodiments 1 and 2 will be assigned the same reference numerals and explanations thereof will be omitted. The housing 20 is provided with a pair of slide rails 28 instead of the pair of hinge structures 24. The pair of slide rails 28 are symmetrical. The left slide rail 28 will be described below.

[0107] The slide rail 28 includes an outer rail 281 and an inner rail 282 . The outer rail 281 is fixed to the vehicle body 11 so that its longitudinal direction faces forward and backward and protrudes rearward from the left side of the rear surface of the support plate 23. The inner rail 282 has a longitudinal direction facing forward and backward and is supported by the outer rail 281 so as to be able to run along the outer rail 281 in the forward and backward direction. The inner rail 282 is fixed to the left side surface of the housing 20 .

[0108] The slide rail 28 extends and retracts as the inner rail 282 moves. When the inner rail 282 moves forward and the outer rail 281 and the inner rail 282 completely overlap each other, the slide rail 28 is at its shortest. As the inner rail 282 moves rearward, the slide rail 28 extends rearward. When the slide rail 28 extends, the outer rail 281 and the inner rail 282 form the front end and rear end of the slide rail 28.

[0109] Before the first driving device 21 starts to operate, the slide rail 28 is shortened. Therefore, the slide rail 28 is compact. The operation of the first driving device 21 moves the housing 20 forward, and the slide rail 28 is extended forward in accordance with the movement of the housing 20. As a result, the housing 20 moves forward. The slide rail 28 may also be provided with a friction resistance portion of the resistance mechanism or a movable claw of the return prevention mechanism.

[0110] The embodiments disclosed herein are to be considered as illustrative in all respects and not restrictive. The scope of the present invention is intended to include not only the above-mentioned meaning but also the meaning equivalent to the claims and all modifications within the scope of the claims. The constituent elements (technical features) disclosed in each embodiment can be combined with each other, and new technical features can be formed by such combinations. Furthermore, the independent and dependent claims described in the claims can be combined with each other in any and all combinations, regardless of the reference format. Furthermore, while the claims use a format in which a claim references two or more other claims (multiple claim format), this is not limited to this format. A multiple claim (multi-multi claim) that references at least one other multiple claim may also be used. [Explanation of symbols]

[0111] 1 vehicle 2 Occupant protection devices 20 Housing (anti-return mechanism) 21 First drive unit (resistance mechanism) 211 Small airbag (small airbag) 212 Gas Generator 213 Exhaust Vent 22 Second drive device (inflator) 24 Hinge structure 241 Hinge 25 Airbag Module 251 Airbag 26 Outer box (container, resistance mechanism) 261 Friction resistance part 27 Inner box (container) 28 Slide rail 4. Anti-return mechanism 521 Rotation axis M Crew

Claims

1. An occupant protection device (2) for protecting an occupant (M) in an emergency of a vehicle (1), a housing (20) containing an airbag module (25) including an airbag (251); a first drive device (21) for moving the housing (20); a second driving device (22) for inflating and deploying the airbag (251); Equipped with The occupant protection device (2) is characterized in that the first drive device (21) and the second drive device (22) are actuated at different timings.

2. The passenger protection device (2) according to claim 1, characterized in that the timing at which the first drive device (21) starts to operate is earlier than the timing at which the second drive device (22) starts to operate.

3. The passenger protection device (2) according to claim 1, characterized in that the timing at which the second drive device (22) starts to operate is earlier than the timing at which the first drive device (21) starts to operate.

4. 2. The device (2) according to claim 1, characterized in that the first drive device (21) comprises a gas generator (212) or an airbag (211) smaller than the airbag (251).

5. The occupant protection device (2) according to claim 1, characterized in that the second actuating device (22) is an inflator.

6. The housing (20) comprises a plurality of nested containers (26, 27), One of the containers (26) is fixed in position relative to the vehicle (1), Before the first driving device (21) starts to operate, the inner container (27) is enclosed in the outer container (26), The occupant protection device (2) according to claim 1, characterized in that, upon actuation of the first drive device (21), the plurality of containers (26, 27) extend such that the inner container (27) is pushed out relatively from the outer container (26).

7. The housing (20) has a hinge structure (24) whose one end is fixed in position relative to the vehicle (1) and whose other end is attached to the housing (20); The occupant protection device (2) according to claim 1, characterized in that the hinge structure (24) has a multi-stage hinge (241), is folded before the first drive device (21) starts to operate, and is extended by the operation of the first drive device (21).

8. The housing (20) is supported rotatably around a rotation axis (521) located on one side of the housing (20), The inflated and deployed airbag (251) advances from the other side of the housing (20), Before the first drive device (21) starts to operate, the one side and the other side are aligned in the longitudinal direction of the vehicle (1), The occupant protection device (2) according to claim 1, characterized in that, when the first driving device (21) is actuated, the other side rotates and moves in the vertical direction around the rotation shaft (521).

9. The housing (20) includes a slide rail (28) having one end fixed to the vehicle (1) and the other end attached to the housing (20); The occupant protection device (2) according to claim 1, characterized in that the slide rail (28) is shortened before the first drive device (21) starts to operate, and is extended by the operation of the first drive device (21).

10. The occupant protection device (2) according to claim 6, 7 or 9, further comprising a resistance mechanism (21, 26) that resists movement of the housing (20) in a direction opposite to the direction of movement of the housing (20) caused by operation of the first drive device (21).

11. The occupant protection device (2) according to claim 10, characterized in that the resistance mechanism has an exhaust vent (213) of the airbag (211) that is smaller than the gas generator (212) or the airbag (251), and resists the movement of the housing (20) in the reverse direction by using a pressing force of gas ejected from the gas generator (212) or the exhaust vent (213).

12. The occupant protection device (2) according to claim 10, characterized in that the resistance mechanism has a friction resistance portion (261) whose friction resistance in the opposite direction is greater than the friction resistance in the movement direction, and uses the friction force generated by the friction resistance portion (261) to resist movement of the housing (20) in the opposite direction.

13. The occupant protection device (2) according to claim 1, further comprising a return prevention mechanism (4, January 26, 2024) that prevents the housing (20) from moving in a direction opposite to the direction of movement of the housing (20) caused by the operation of the first drive device (21).

14. A method for protecting an occupant (M) in an emergency of a vehicle (1), comprising: A method for protecting an occupant (M), characterized in that a first drive device (21) that moves a housing (20) that accommodates an airbag module (25) including an airbag (251) and a second drive device (22) that inflates and deploys the airbag (251) are activated at different times.

Images