Occupant protection device

Abstract

To prevent further inflation and deployment of an airbag from being hindered after a connection section is broken by inflation and deployment of the airbag.SOLUTION: An occupant protection device includes: a glove box having an inner section that forms a storage section, an outer section that is arranged behind the inner section and opens / closes a window section of a vehicle interior panel member and a connection section that connects the inner section and the outer section; a panel-shaped knee restraint member that is provided integrally with the outer section and restrains the knees of a vehicle occupant at the time of a vehicle collision; a drive section that moves at least the outer section of the glove box rearward at the time of the vehicle collision; and an airbag that is inflated and deployed at the time of the vehicle collision and breaks the connection section. The airbag pops out into a cabin after breakage of the connection section by inflation and deployment to protect the vehicle occupant. The outer section has a panel body section that has a rear face facing rearward and comes into contact with the knees of the vehicle occupant at the time of the vehicle collision and an upper wall section extending forward from an upper end of the panel body section. A breakage expected portion of the connection section is located below an upper wall section in a connection state of the inner section and the outer section.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to an occupant protection device mounted on an automobile. [Background technology]

[0002] Conventionally, knee restraint devices (i.e., knee bolsters) that are mounted on vehicles and that restrain the knees of a vehicle occupant during a vehicle collision are known (see, for example, Patent Document 1). The knee restraint device described in Patent Document 1 includes a panel-shaped knee restraint member (i.e., knee panel) and an actuator that moves the knee restraint member rearward to contact the knees of the vehicle occupant. The knee restraint member is disposed on an instrument panel (hereinafter referred to as "instrument panel") located in front of the vehicle seat. The actuator includes a rail that forms a closed cross section, a cylinder disposed within the closed cross section, and an inflator that releases gas into a space in front of the cylinder within the closed cross section during a vehicle collision.

[0003] In the knee restraint device, when a vehicle collision occurs, the inflator of the actuator releases gas into the space in front of the cylinder. When gas flows into the space in front of the cylinder, the cylinder moves rearward along the rail, causing the knee restraint member to abut against the knees of the vehicle occupant. In this case, the input from the knees of the vehicle occupant to the knee restraint member deforms energy absorbing members, such as ribs, arranged in front of the knee restraint member, thereby absorbing the impact on the vehicle occupant. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-90954 Summary of the Invention [Problem to be solved by the invention]

[0005] In the knee restraint device described in Patent Document 1, an actuator uses a cylinder in a closed space to move the knee restraint member rearward. A vehicle equipped with this knee restraint device requires a separate airbag for protecting the vehicle occupant, and it is conceivable to provide the airbag for protecting the vehicle occupant in front of the knee restraint device. Alternatively, it is conceivable to use the airbag for protecting the vehicle occupant as part of the knee restraint device to move the knee restraint member rearward, i.e., to use the force associated with the inflation and deployment of the airbag for protecting the vehicle occupant to move the knee restraint member rearward. In such a configuration, it is necessary to inflate and deploy the airbag into the space between the rear surface of the instrument panel, which is above the knee restraint member, and the head and chest of the vehicle occupant while moving the knee restraint member rearward.

[0006] It is important that the knee restraint member described above moves rearward from the instrument panel side by the actuator in the event of a vehicle collision, but it is appropriate to fix it to the instrument panel side via a connecting part to prevent rearward movement or vibration during normal driving before the vehicle collision. In this structure, it is preferable that the connecting part is shaped so that it securely fixes the knee restraint member to the instrument panel side before the vehicle collision, but breaks easily in the event of a vehicle collision.

[0007] However, if the point at which the connecting part breaks during a vehicle collision is on the trajectory of the airbag's inflation and deployment and is located in a position that protrudes further than other structures, after the connecting part breaks and the knee restraint member begins to move rearward, the airbag may easily get caught on the broken part of the connecting part during deployment, which may hinder the airbag from expanding and deploying in the desired direction.

[0008] The present invention has been made in consideration of the above points, and aims to provide an occupant protection device that can prevent further inflation and deployment of the airbag from being hindered after the connecting portion is broken by the inflation and deployment of the airbag. [Means for solving the problem]

[0009] One aspect of the present invention is a glove box having an inner part forming a storage section, an outer part disposed behind the inner part for opening and closing a window provided on a panel member in a vehicle interior, and a connecting part for connecting the inner part and the outer part, a panel-shaped knee restraint member provided integrally with the outer part for restraining the knees of a vehicle occupant in the event of a vehicle collision, a drive part for moving at least the outer part of the glove box rearward in the event of a vehicle collision, and a knee restraint member disposed between the inner part and the outer part for inflating and deploying in the event of a vehicle collision to close the connecting part. and an airbag that breaks the connecting portion, the airbag being an occupant protection airbag that breaks the connecting portion by inflating and deploying and then jumps out into the vehicle compartment to protect a vehicle occupant, the outer portion having a panel main body portion with its rear surface facing rearward and that comes into contact with the knees of a vehicle occupant in the event of a vehicle collision, and an upper wall portion extending forward from an upper end of the panel main body portion, the expected breaking point of the connecting portion being a point that fits below the upper wall portion when the inner portion and the outer portion are connected by the connecting portion.

[0010] According to this configuration, after the connecting portion is broken by inflation and deployment of the airbag, further inflation and deployment of the airbag can be prevented from being hindered. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a perspective view of a front portion of a vehicle interior of a vehicle equipped with an occupant protection device according to an embodiment of the present invention, viewed from the rear. [Figure 2] 2 is a side cross-sectional view showing a state (solid line) of an occupant protection device of the present embodiment before a vehicle collision and a state (two-dot chain line) after the vehicle collision. FIG. [Figure 3] 1 is an exploded perspective view of a glove box in which an occupant protection device according to an embodiment of the present invention is provided. [Figure 4] 4 is a side cross-sectional view illustrating a state in which a glove box is moved relative to an interior panel member in the present embodiment. FIG. [Figure 5] 1 is a perspective view showing the structure of a connecting portion between an inner portion and an outer portion of a glove box to which an occupant protection device of the present embodiment is provided. [Figure 6] 6 is a cross-sectional view taken along the line VI-VI in FIG. 5. [Figure 7] 1 is a cross-sectional view showing a state of breakage caused by a vehicle collision at a connecting portion between an inner portion and an outer portion of a glove box to which the occupant protection device of the present embodiment is attached. [Figure 8] 2 is a side cross-sectional view showing a knee restraint member and a drive unit of the occupant protection device according to the embodiment. FIG. [Figure 9] 2 is a side cross-sectional view showing a knee restraint member, a drive unit, and a forward movement restricting unit of the occupant protection device according to the present embodiment. FIG. [Figure 10] 10 is a side cross-sectional view showing a knee restraint member and a drive unit of an occupant protection device according to a modified embodiment of the present invention. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0012] Specific embodiments and modifications of the passenger protection device according to the present invention will be described below with reference to Figures 1 to 10. In the present embodiment and modifications, the terms "front," "rear," "left," "right," "up," and "down" are used relative to the traveling direction of the vehicle 1.

[0013] The occupant protection device 20 of this embodiment is mounted on a vehicle 1 as shown in Figures 1 and 2, and is a device that protects the vehicle occupant P by restraining the knees of the vehicle occupant P and absorbing the impact on the vehicle occupant P in the event of a collision of the vehicle 1 (specifically, a frontal collision).

[0014] The vehicle occupant P to be protected is preferably seated in the passenger seat in a normal posture and restrained by a seat belt, and further preferably has the soles of his / her feet placed on the floor of the vehicle compartment. The vehicle 1 equipped with the occupant protection device 20 is, for example, an electric vehicle, a hybrid vehicle, a plug-in hybrid vehicle, or a fuel cell vehicle.

[0015] The occupant protection device 20 is disposed on an instrument panel (hereinafter referred to as instrument panel) 3 located below the windshield glass 2. The instrument panel 3 is an interior panel member provided at the front of the passenger compartment of the vehicle 1. The instrument panel 3 extends in the left-right direction of the vehicle. The instrument panel 3 is formed so that its rear end protrudes rearward near the center in the vertical direction. A lower instrument panel 3a is provided at the bottom of the instrument panel 3 in front of the passenger seat.

[0016] As shown in FIG. 1, the instrument panel lower section 3a of the instrument panel 3 has an inclined section 3b and a window section 3c. The inclined section 3b is a section at the rear end of the instrument panel lower section 3a that is inclined so that the lower section is positioned more forward. The window section 3c is an opening that penetrates the instrument panel lower section 3a in the front-rear direction. The window section 3c is provided in the inclined section 3b. The window section 3c is formed, for example, in a rectangular shape that is elongated in the left-right direction of the vehicle.

[0017] As shown in Figures 1 and 2, the vehicle 1 has a glove compartment 10. The glove compartment 10 is a storage box located in front of the passenger seat. The glove compartment 10 is formed to fit into the window portion 3c. The glove compartment 10 can be opened and closed relative to the instrument panel 3. Particularly in the closed state, the glove compartment 10 is arranged so that a portion thereof is exposed to the interior of the vehicle through the window portion 3c on the surface of the instrument panel lower section 3a, and the other portion thereof is accommodated in the front space at the rear of the instrument panel lower section 3a. As shown in Figures 2 and 3, the glove compartment 10 has an inner portion 11, an outer portion 12, and a connecting portion 13.

[0018] The inner part 11 is a part that forms a storage part 11a, which is a space for storing items such as a vehicle inspection certificate holder, a tissue case, and CDs. The inner part 11 is formed in a case shape. The storage part 11a is formed in a cubic or rectangular parallelepiped shape, for example. The inner part 11 has an opening at the top for putting in and taking out stored items.

[0019] The outer part 12 is a part that opens and closes the window part 3c of the instrument panel lower 3a. The outer part 12 is disposed behind the inner part 11. The outer part 12 is formed in a panel shape. The outer part 12 is formed so that the surface facing the interior of the vehicle cabin (i.e., the rear surface) is flush with the rear surface of the instrument panel lower 3a when the window part 3c is closed. The outer part 12 is positioned so as to face, in the front-rear direction, the knees of a vehicle occupant P seated in a normal posture in the passenger seat.

[0020] The outer part 12 is composed of multiple parts, each formed into a panel shape. For example, as shown in FIG. 3, the outer part 12 is composed of a front outer part 12a, an intermediate outer part 12b, and a rear outer part 12c. The front outer part 12a forms the rear surface of the outer part 12 and is exposed inside the vehicle cabin. The rear outer part 12c forms the front surface of the outer part 12 and is exposed in the space in front of the instrument panel 3. The intermediate outer part 12b is interposed between the front outer part 12a and the rear outer part 12c. The outer part 12 is assembled by assembling the front outer part 12a, the intermediate outer part 12b, and the rear outer part 12c to each other using clip fitting, bolt fastening, or the like.

[0021] The connecting portion 13 connects the inner part 11 and the outer part 12. That is, the inner part 11 and the outer part 12 are connected together at the connecting portion 13. The connecting portion 13 has the function of preventing relative movement between the inner part 11 and the outer part 12 during normal driving before a vehicle collision, thereby suppressing the generation of vibrations and abnormal noise. The connecting portion 13 engages the inner part 11 and the outer part 12, for example, by a snap-fit ​​joint. As shown in Figures 5 and 6, the connecting portion 13 has a claw portion 13a provided on the inner part 11 and a hook portion 13b provided on the outer part 12. The connecting portion 13 engages the inner part 11 and the outer part 12 when the claw portion 13a hooks onto the hook portion 13b.

[0022] The claw portion 13a is formed at the tip of the cantilever beam 14 that extends rearward from the rear end of the inner part 11. The claw portion 13a is formed in a tapered shape. Specifically, the claw portion 13a is formed so that the length in a direction perpendicular to the front-to-rear direction from the cantilever beam 14 (e.g., the up-and-down direction) gradually increases from the tip side (i.e., the rear side) to the base side (i.e., the front side) of the cantilever beam 14. The cantilever beam 14 is formed integrally with the main body of the inner part 11. The cantilever beam 14 can bend in a direction perpendicular to the front-to-rear direction (e.g., the up-and-down direction). The direction in which the tapered claw portion 13a extends from the cantilever beam 14 coincides with the direction in which the cantilever beam 14 bends.

[0023] The hook portion 13b is a portion on which the claw portion 13a is hooked. The hook portion 13b is formed on the periphery of an insertion hole 15 provided in the outer part 12. The insertion hole 15 is provided to penetrate the rear outer part 12c of the outer part 12. The insertion hole 15 is formed to a size that allows the cantilever beam 14 to enter from the front to the rear of the rear outer part 12c, and more specifically, is formed to a size that allows the claw portion 13a to enter when the cantilever beam 14 is in a state where it is bent more than normal. After the claw portion 13a reaches the rear of the insertion hole 15, the cantilever beam 14 is released from its bending, and the claw portion 13a is hooked on the hook portion 13b.

[0024] The cantilever 14 has two legs extending from the rear end of the main body of the inner part 11, and the claw 13a is sandwiched between the tips of the two legs. The cantilever 14 has a portion forward of the claw 13a (specifically, the front end of the claw 13a) that is weakest against a tensile force in the front-rear direction. The shape or material of the cantilever 14 is set so that, when the claw 13a is hooked on the hook 13b, the base (i.e., the connection between the cantilever 14 and the main body of the inner part 11) becomes the weakest portion against a tensile force in the front-rear direction. The weakest portion of the cantilever 14 may be configured so that, for example, the thickness or width of the leg is smaller than other portions.

[0025] When the claw portion 13a is hooked on the hook portion 13b, the tensile force in the front-rear direction at which the weakest portion of the cantilever beam 14 breaks is smaller than the force at which the claw portion 13a and the hook portion 13b disengage or the force at which the base of the claw portion 13a breaks. Therefore, after the inner part 11 and the outer part 12 are engaged by the connecting portion 13, the weakest portion of the cantilever beam 14 breaks before the claw portion 13a and the hook portion 13b disengage and before the base of the claw portion 13a breaks when the airbag 61 is inflated and deployed, as described below. The expected breakage point R at which the connecting portion 13 is expected to break when the airbag 61 is inflated and deployed is the weakest portion of the cantilever beam 14 (for example, its base) (see FIGS. 6 and 7).

[0026] After engaging the inner part 11 and the outer part 12, when a tensile force of a predetermined level or more acts between the inner part 11 and the outer part 12 to pull them apart in the front-to-rear direction, the connecting part 13 can cause the weakest part of the cantilever beam 14 to break at the assumed breaking point R without releasing the engagement between the claw part 13a and the hook part 13b. When a tensile force of a predetermined level or more acts between the inner part 11 and the outer part 12, causing the weakest part of the cantilever beam 14 to break, the outer part 12 moves rearward relative to the inner part 11 while taking in at least a part of the cantilever beam 14, including the claw part 13a, as a single unit.

[0027] As shown in Figures 6, 7, 8, and 9, the outer portion 12 (specifically, the front outer part 12a) has a panel main body portion 16 and an upper wall portion 17. The panel main body portion 16 has a rear surface facing rearward and is a wall portion that comes into contact with the knees of a vehicle occupant P during a vehicle collision. The rear surface of the panel main body portion 16 widens along the inclined portion 3b of the instrument panel lower 3a and is inclined so that the lower portion is positioned more forward. As shown in Figures 2, 8, and 9, the lower portion of the panel main body portion 16 has a lower wall portion 18 that extends forward from the lower end of the inclined rear surface. The lower wall portion 18 is formed so that the outer surface facing the interior of the vehicle cabin faces downward and the inner surface facing the interior of the instrument panel 3 faces upward.

[0028] The upper wall portion 17 is a wall portion extending forward from the upper portion (e.g., the upper end) of the panel main body portion 16. The upper wall portion 17 is formed integrally with the panel main body portion 16, for example, by bending the upper portion of the panel main body portion 16. The upper wall portion 17 has an eave shape so as to cover the upper ends of the middle outer part 12b and the rear outer part 12c, which are parts in front of the front outer part 12a of the outer part 12. Furthermore, it is preferable that the upper wall portion 17 is located in a position that does not protrude rearward beyond the rear surface of the instrument panel 3 when the glove compartment 10 is in the closed position.

[0029] As shown in Fig. 6, the inner part 11 is formed so that the upper end of the rear end 11b is located lower than the height position of the upper wall part 17 of the outer part 12. The rear end 11b of the inner part 11 has a panel-like rear wall 11b1 that forms the storage part 11a and faces rearward, and an upper wall 11b2 that extends rearward from the upper end of the rear wall 11b1. The inner part 11 is formed so that the rear end 11b (particularly the rear end of the upper wall 11b2) fits below the upper wall part 17 when the inner part 11 and the outer part 12 are engaged. In other words, when the inner part 11 and the outer part 12 are engaged, the upper wall part 17 covers at least the rear end of the rear end 11b of the inner part 11 like a canopy.

[0030] The cantilever 14 extends rearward from the rear wall 11b1 of the rear end portion 11b of the inner part 11. The cantilever 14 is disposed on the rear wall 11b1 below the upper wall 11b2. The cantilever 14 is disposed so that the weakest portion (for example, the base) is located below the upper wall 17 of the outer part 12 when the inner part 11 and the outer part 12 are engaged with each other.

[0031] That is, the assumed fracture point R, which is the weakest part of the connecting part 13, is located at a position that fits below the upper wall part 17 of the outer part 12 when the inner part 11 and the outer part 12 are connected by the connecting part 13. The longitudinal position of this assumed fracture point R is behind the longitudinal position of the upper wall part 17 when the inner part 11 and the outer part 12 are connected by the connecting part 13. The remaining part of the inner part 11 that is left behind integrally with the outer part 12 after the connecting part 13 breaks (specifically, the part behind the fracture point R1 (see FIG. 7 ) in the cantilever beam 14) fits below the upper wall part 17.

[0032] It is preferable that the assumed breaking point R of the connecting portion 13 is located at a height position closer to the upper wall portion 17. For example, it is preferable that the assumed breaking point R of the connecting portion 13 and the upper wall portion 17 are separated in the vertical direction by a distance of 5 mm or less.

[0033] In addition, the assumed breaking point R of the connecting portion 13 is located in a position that does not protrude rearward from an assumed plane that is flush with the rear surface of the instrument panel 3 when the inner portion 11 and the outer portion 12 are connected by the connecting portion 13, that is, it is contained within the space forward of the assumed plane that is flush with the rear surface of the instrument panel 3.

[0034] 4, the glove compartment 10 is movable between a closed position where the window 3c is closed and an open position where the window 3c is opened to expose the storage compartment 11a of the inner part 11. The glove compartment 10 moves from the closed position to the open position by causing the outer part 12 to protrude rearward from the rear surface of the instrument panel lower 3a toward the interior of the vehicle. To improve the storability of the inner part 11 in the storage compartment 11a, it is preferable that the storage compartment 11a be located inward from the rear surface of the instrument panel lower 3a when the glove compartment 10 is in the open position.

[0035] The glove compartment 10 can be opened and closed between a closed position and an open position relative to the instrument panel 3 by a movement mechanism 30. The movement mechanism 30 is a slide mechanism that moves the inner part 11 and the outer part 12 of the glove compartment 10 together in the front-to-rear direction relative to the instrument panel 3. The movement mechanism 30 is configured using, for example, a roller-type slide rail.

[0036] Specifically, the movement mechanism 30 has a first slide rail 31 and a second slide roller 32. The first slide rail 31 and the second slide roller 32 are engaged with each other and are members that perform the opening and closing operation of the glove compartment 10 relative to the instrument panel 3 by relative movement. The first slide rail 31 is provided on the instrument panel 3 side.

[0037] An instrument panel internal structure 40 (see FIGS. 2 and 3) is disposed in the space in front of the instrument panel 3. As shown in FIG. 3, the instrument panel internal structure 40 is a structure having a ceiling wall portion 41 and two side wall portions 42 extending vertically downward from both left and right ends of the ceiling wall portion 41. The instrument panel internal structure 40 is attached and fixed to the instrument panel 3 or a frame structure of the vehicle body.

[0038] The first slide rail 31 is attached to the instrument panel inner structure 40. The first slide rail 31 extends in the front-rear direction. The first slide rail 31 has, for example, an arc shape. A pair of first slide rails 31 are provided, one on each of the two side wall portions 42 of the instrument panel inner structure 40.

[0039] The second slide rollers 32 are provided in the glove box 10. Specifically, the second slide rollers 32 are attached to the inner part 11. The second slide rollers 32 are arranged on both the left and right sides of the inner part 11 in accordance with the first slide rails 31. A plurality of second slide rollers 32 are provided for each first slide rail 31, spaced apart in the front-to-rear direction.

[0040] The moving mechanism 30 opens the glove box 10 relative to the instrument panel 3, for example, by the biasing force of a spring or the opening driving force of a motor, and closes the glove box 10 relative to the instrument panel 3 by a pressing force that pushes the glove box 10 forward against the biasing force of the spring when the glove box 10 is in the open position, or by the closing driving force of a motor.

[0041] As shown in Figures 2, 3, 8, and 9, the occupant protection device 20 includes the above-mentioned glove box 10, as well as a knee restraint member 50, a drive unit 60, an impact absorbing unit 70, and a forward movement restricting unit 80.

[0042] The knee restraint member 50 is a member that restrains the knees of a vehicle occupant P in the event of a vehicle collision. The knee restraint member 50 is provided integrally with the outer part 12 of the glove compartment 10, and is a member that makes the rear surface of the front outer part 12a a receiving surface that can be contacted by the knees of the vehicle occupant P. The panel main body 16 described above is a component of the knee restraint member 50. The outer part 12, i.e., the knee restraint member 50, comes into contact with the knees of the vehicle occupant P in the event of a vehicle collision and is able to receive the forward inertial force acting on the lower legs with the soles of the vehicle occupant P's feet in contact with the vehicle compartment floor as fulcrums.

[0043] The drive unit 60 is a mechanism that, in the event of a vehicle collision, moves the outer part 12 of the glove compartment 10 rearward relative to the inner part 11, thereby moving the knee restraint member 50 rearward from the rear side of the instrument panel lower 3a. As shown in Figures 3, 4, 8, and 9, the drive unit 60 has an airbag 61, a guide rail 62, a guide arm 63, and an inflator 64.

[0044] The airbag 61 is a bag-shaped member that protects the vehicle occupant P by inflating and deploying with gas generated by the inflator 64 in the event of a vehicle collision. The airbag 61 is an occupant protection airbag that, upon inflation and deployment, comes into direct contact with the head and chest of the vehicle occupant P and elastically deforms to absorb impact, and is also a drive device that generates a force that moves the knee restraint member 50 rearward from the window portion 3c side, restraining the knees of the vehicle occupant P.

[0045] The airbag 61 is disposed in front of the knee restraint member 50, specifically, between the rear surface of the inner part 11 and the front surface of the outer part 12 of the glove compartment 10. Before inflation and deployment, the airbag 61 is in a folded state between the inner part 11 and the outer part 12. The inflator 64 is attached to the rear surface of the inner part 11. When the inflator 64 is ignited to generate gas, the gas fills the airbag 61, and the airbag 61 first inflates and deploys rearward.

[0046] 8 and 9, the knee restraint member 50 has an inclined surface 51. The inclined surface 51 is a surface that guides the airbag 61 in a desired deployment direction when the airbag 61 is inflated and deployed. The inclined surface 51 is the front surface of the outer part 12 (specifically, the panel main body part 16) that comes into contact with the airbag 61 when it is inflated and deployed, and is inclined obliquely rearward from the bottom to the top. The inclined surface 51 has the function of efficiently or effectively transmitting the pressure caused by the inflation and deployment of the airbag 61 to the knee restraint member 50, moving the knee restraint member 50 approximately horizontally toward the knees of the vehicle occupant P and deploying the airbag 61 toward the space in front of the upper body of the vehicle occupant P.

[0047] The lower wall 18 at the bottom of the panel main body 16 is formed so that its inner surface faces upward. The lower wall 18 is positioned so as to close the lower end of the space formed between the rear surface of the instrument panel lower 3a and the front surface of the outer part 12 after the outer part 12 starts to move rearward from the rear side of the instrument panel lower 3a due to inflation and deployment of the airbag 61. The lower wall 18 has the function of preventing the airbag 61 from inflating and deploying downward from the space between the rear surface of the instrument panel lower 3a and the front surface of the outer part 12 during inflation and deployment.

[0048] In the process of inflating and deploying, the airbag 61 first presses the outer part 12, i.e., the knee restraint member 50, rearward, breaking the connecting part 13 and moving the knee restraint member 50 rearward from the window part 3c side together with the outer part 12. In this case, the outer part 12, i.e., the knee restraint member 50, moves rearward, separated from the inner part 11. When the knee restraint member 50 moves rearward due to the inflation and deployment of the airbag 61, a gap is formed between the rear surface of the instrument panel lower 3a and the inclined surface 51 of the knee restraint member 50, allowing the airbag 61 to project into the vehicle compartment.

[0049] After the airbag 61 moves the knee restraint member 50 rearward as described above by inflation and deployment, it inflates and deploys so as to protrude into the vehicle compartment from the space between the rear surface of the instrument panel lower 3a and the inclined surface 51 through an upper gap. In this case, as shown in Fig. 2, the airbag 61 inflates and deploys in the space in front of the vehicle occupant P (specifically, the space between the rear surface of the instrument panel lower 3a and the vehicle occupant P) so as to face mainly the upper body of the vehicle occupant P, and protects the vehicle occupant P by elastically deforming upon receiving an impact applied to the vehicle occupant P and absorbing the impact.

[0050] The guide rail 62 and guide arm 63 engage with each other and are components that guide and guide the knee restraint member 50 as it moves rearward. The guide rail 62 is provided on the inner part 11. The guide rail 62 extends in the front-to-rear direction. A pair of guide rails 62 is provided, with one on each of the left and right end surfaces of the inner part 11. The guide arm 63 is provided on the outer part 12. The guide arm 63 extends forward in an arm-like shape from the front surface of the outer part 12. A pair of guide arms 63 are provided to match the guide rail 62.

[0051] The impact absorbing section 70 is a section that absorbs the impact applied to the vehicle occupant P who moves forward in the event of a vehicle collision. The impact absorbing section 70 is disposed in the space in front of the instrument panel 3, specifically, disposed higher than the knee restraint member 50 (specifically, the upper end thereof) in the space in front of the instrument panel 3. The impact absorbing section 70 is disposed so as not to interfere with the glove compartment 10, which opens and closes between a closed position and an open position. After a vehicle collision, when a force is applied forward to the knee restraint member 50 due to input from the knees of the vehicle occupant P, the impact absorbing section 70 dissipates to the upper part or the vertical center of the instrument panel 3 via the guide arm 63, deforming the upper part or the vertical center of the instrument panel 3, and absorbs the impact caused by the force. This configuration efficiently absorbs the impact on the vehicle occupant, thereby reducing the amount of deformation of the instrument panel 3.

[0052] The impact absorbing section 70 is provided in the instrument panel internal structure 40 in the space in front of the instrument panel 3. The impact absorbing section 70 is installed in the ceiling wall section 41 of the instrument panel internal structure 40. As shown in FIG. 3, for example, the impact absorbing section 70 is configured of a bellows-shaped member that buckles and deforms when a force is applied forward. Note that instead of a bellows-shaped structure that buckles and deforms, the impact absorbing section 70 may be made of a material such as polystyrene foam, sponge material, rubber, or gel, or may be made of a lattice structure such as a honeycomb structure or a lattice structure, as long as it is capable of absorbing impact.

[0053] The forward movement restricting portion 80 is a ratchet member that restricts the forward movement of the knee restraining member 50 when a forward force is applied to the knee restraining member 50 after the rearward movement of the knee restraining member 50 has started due to the drive portion 60. In other words, once the knee restraining member 50 has started to move rearward from its initial position on the rear side of the instrument panel lower 3a, the forward movement restricting portion 80 holds the knee restraining member 50 in position without moving it forward, even if a forward force is applied during that movement (specifically, an impact force received from the knees of the vehicle occupant P).

[0054] It should be noted that "not allowing the knee restraint member 50 to move forward" and "maintaining the position of the knee restraint member 50" do not exclude the forward movement of the knee restraint member 50 from the time when a forward force is applied to the knee restraint member 50 after the knee restraint member 50 starts to move backward until the engaging protrusion 81 described below fits into the engaging recess 82, but are concepts that include this forward movement.

[0055] 3 and 9, the forward movement restricting portion 80 has an engaging protrusion 81 and an engaging recess 82. The engaging protrusion 81 and the engaging recess 82 are members that can engage with each other. The engaging protrusion 81 and the engaging recess 82 are formed so as not to impede the rearward movement of the outer part 12, and therefore the knee restraining member 50, when they move rearward relative to the inner part 11, but so as to impede the forward movement of the outer part 12 when they move forward relative to the inner part 11.

[0056] The engaging protrusion 81 is a member that swings around an axis extending in the left-right direction. The engaging protrusion 81 is attached to the inner part 11 so that it can swing. The engaging protrusion 81 is arranged so that it does not fit into the engaging recess 82 in the upper swing position, but fits into the engaging recess 82 in the lower swing position. One engaging protrusion 81 is arranged on each of the left and right end surfaces of the inner part 11. The engaging recess 82 is a member that extends in a saw-like shape in the front-to-rear direction. The engaging recess 82 is formed in the outer part 12. The engaging recess 82 is arranged on the upper surfaces of the left and right guide arms 63 of the outer part 12. The engaging recess 82 opens upward.

[0057] The engagement recesses 82 are formed so that the recessed portions into which the engagement protrusions 81 fit and the sawtooth portions are alternately adjacent in the front-to-rear direction. The sawtooth shape of the engagement recesses 82 is formed so that the outer part 12 (and therefore the knee restraining member 50) can move smoothly rearward relative to the inner part 11, while restricting the forward movement of the outer part 12 relative to the inner part 11 after the start of rearward movement. In other words, the sawtooth shape is formed so that the angle of the rearward-facing tooth surface of each sawtooth with respect to the horizontal plane (for example, 20°) is smaller than the angle of the forward-facing tooth surface of each sawtooth with respect to the horizontal plane (for example, 80°).

[0058] The engaging protrusion 81 is attached to the inner part 11, and the engaging recess 82 is formed in the outer part 12. Therefore, when the inner part 11 and the outer part 12 move together in the front-to-rear direction, specifically during the normal closing operation in which the glove compartment 10 is moved from the open position to the closed position by the movement mechanism 30, the forward movement restricting part 80 does not restrict the knee restraining member 50 from moving forward relative to the instrument panel 3.

[0059] The operation of the passenger protection device 20 will now be described. In the occupant protection device 20, before a vehicle collision, the glove compartment 10 is in a state in which the inner part 11 and the outer part 12 are integrally connected at the connecting part 13. In this state, the outer part 12 is located on the rear side of the instrument panel lower 3a, i.e., on the window part 3c side, and the knee restraint member 50 is located in a relatively forward initial position. In this state, if a vehicle collision is detected while the vehicle 1 is traveling, the inflator 64 of the drive part 60 is activated, and the airbag 61 is inflated and deployed.

[0060] When the airbag 61 inflates and deploys, first, the outer part 12 together with the knee restraint member 50 is pressed rearward from its initial position by the airbag 61. In this case, the cantilever beam 14 breaks, the outer part 12 is separated from the inner part 11, and the knee restraint member 50 moves rearward together with the outer part 12 relative to the inner part 11 and the instrument panel 3. The knee restraint member 50 then contacts the knees of the vehicle occupant P to restrain the knees of the vehicle occupant P. Note that even if a force is applied forward to the knee restraint member 50 due to the knees of the vehicle occupant P contacting the knee restraint member 50 after the knee restraint member 50 has started to move rearward, the forward movement restricting part 80 restricts the knee restraint member 50 from moving forward.

[0061] After the knee restraint member 50 is moved rearward as described above, the airbag 61 protrudes from the space between the rear surface of the instrument panel lower 3a and the inclined surface 51 into the vehicle compartment through the upper gap, and inflates and deploys into the space between the vehicle occupant P and the instrument panel 3. In this case, even if the upper body of the vehicle occupant P is pushed forward in the vehicle compartment by the inertial force associated with the vehicle collision, the airbag 61 receives the impact on the vehicle occupant P and elastically deforms to protect the vehicle occupant P.

[0062] Furthermore, when the forward movement of knee restraint member 50 is restricted by forward movement restricting section 80 as described above, the force applied forward to knee restraint member 50 is transmitted via guide arm 63 to the upper part or the vicinity of the vertical center of instrument panel 3, and becomes a force that deforms the upper part or the vicinity of the vertical center of instrument panel 3. Impact absorbing section 70 receives this force that deforms the upper part or the vicinity of the vertical center of instrument panel 3 and absorbs the impact caused by that force.

[0063] In this way, according to the occupant protection device 20, in the event of a vehicle collision, the knee restraint member 50 can be moved rearward from the instrument panel 3 side to restrain the knees of the vehicle occupant P while restricting forward movement of the knee restraint member 50. Therefore, the knees of the vehicle occupant P do not move forward in the event of a vehicle collision, and therefore, rearward movement of the head and chest of the vehicle occupant P that would otherwise accompany the forward movement of the knees of the vehicle occupant P can be suppressed. Therefore, in the event of a vehicle collision, the vehicle occupant P can be effectively moved forward with the knees of the vehicle occupant P as a fulcrum, allowing the seat belt and airbag 61 to function effectively and efficiently absorb the impact on the vehicle occupant. Furthermore, the force applied forward from the knees of the vehicle occupant P to the knee restraint member 50 can be efficiently transmitted to the impact absorbing section 70, thereby absorbing the impact caused by the force, and thereby allowing the impact absorbing section 70 to function effectively.

[0064] Furthermore, the knee restraint member 50 is provided integrally with the outer part 12 of the glove compartment 10, and moves in the front-to-rear direction integrally with the glove compartment 10 during normal movement of the glove compartment 10 between the closed position and the open position. In other words, the forward movement restricting part 80 does not restrict the knee restraint member 50 from moving forward during normal movement of the glove compartment 10 from the open position to the closed position. Therefore, during normal movement of the glove compartment 10 from the open position to the closed position, the knee restraint member 50 provided integrally with the outer part 12 is allowed to move forward relative to the instrument panel 3, and normal movement of the glove compartment 10 can be ensured.

[0065] Therefore, the occupant protection device 20 can efficiently absorb the impact of a vehicle occupant in the event of a vehicle collision without impairing normal use of the glove compartment 10 between the closed position and the open position.

[0066] Furthermore, when the glove compartment 10 moves normally between the closed position and the open position, the sawtooth of the engaging recess 82 with which the engaging protrusion 81 of the forward movement restricting portion 80 engages is prevented from shifting sequentially in the front-to-rear direction. This makes it possible to prevent abnormal noise from being generated in the forward movement restricting portion 80 during normal movement of the glove compartment 10.

[0067] The knee restraint member 50 also has an inclined surface 51 that slopes obliquely rearward from bottom to top on the front surface of the outer part 12 that comes into contact with the airbag 61 when it is inflated and deployed. This inclined surface 51 moves the knee restraint member 50 rearward when the airbag 61 is inflated and deployed, and guides the airbag 61 in a desired deployment direction to protect the upper body of the vehicle occupant. Therefore, with this configuration, the pressure caused by the inflation and deployment of the airbag 61 is efficiently or effectively transmitted to the knee restraint member 50, causing the knee restraint member 50 to move approximately horizontally toward the knees of the vehicle occupant P, while also deploying the airbag 61 toward the space in front of the upper body of the vehicle occupant P.

[0068] Furthermore, the lower portion of the panel main body 16 of the outer part 12 has a lower wall 18 extending forward from the lower end of the inclined rear surface. The inner surface of the lower wall 18 faces upward. With this configuration, after the outer part 12 starts to move rearward from the rear side of the instrument panel lower part 3a due to inflation and deployment of the airbag 61, at least a portion of the lower end of the space formed between the rear surface of the instrument panel lower part 3a and the front surface of the outer part 12 is blocked by the lower wall 18. This prevents the airbag 61 from inflating and deploying downward from the space between the rear surface of the instrument panel lower part 3a and the front surface of the outer part 12 during inflation and deployment. Therefore, the airbag 61 is guided upward from the space between the rear surface of the instrument panel lower part 3a and the front surface of the outer part 12 during inflation and deployment, facilitating inflation and deployment into the space in front of the vehicle occupant P, thereby improving the protection performance of the vehicle occupant P.

[0069] In the occupant protection device, the knee restraint member 50 is provided integrally with the outer part 12 of the glove box 10, and before a vehicle collision, is fixed to the inner part 11 via the connecting part 13. The connecting part 13 is composed of a claw part 13a of a cantilever beam 14 formed integrally with the inner part 11, and a hook part 13b formed on the periphery of an insertion hole 15 provided in the outer part 12.

[0070] In this configuration, it is sufficient to provide a connecting portion 13 having a claw portion 13a and a hook portion 13b to the inner portion 11 and outer portion 12 of the glove box 10, and there is no need to provide the components of the connecting portion 13 to the instrument panel 3, which ensures ease of manufacturing the connecting portion 13 and ease of assembling and connecting the components together.

[0071] Furthermore, the expected breaking point R, which is expected to break when the airbag 61 inflates and deploys in a vehicle collision at the connecting part 13 connecting the inner part 11 and outer part 12 of the glove compartment 10, is the weakest part of the cantilever beam 14 formed on the inner part 11, and is a part that fits below the upper wall part 17 of the outer part 12 in the connected state by the connecting part 13. In other words, the longitudinal position of the expected breaking point R is behind the longitudinal position of the front end of the upper wall part 17 in the connected state by the connecting part 13.

[0072] In this configuration, after the connecting portion 13 breaks, the remaining portion of the inner portion 11 that remains integral with the outer portion 12 (specifically, the portion rearward of the breaking point R1 in the cantilever beam 14) will not remain in a position that protrudes forward from the front end of the upper wall portion 17, and the breaking point R1 on the outer portion 12 side is prevented from being positioned on the trajectory of the inflation and deployment of the airbag 61.

[0073] Therefore, after the knee restraint member 50 is pressed rearward and begins to move due to inflation and deployment of the airbag 61, when the airbag 61 further inflates and deploys in the desired direction to protect the upper body of the vehicle occupant, the effect that rupture of the connecting part 13 has on the deployment of the airbag 61 itself and its deployment direction can be reduced, and further inflation and deployment can be prevented from being hindered due to rupture of the connecting part 13.

[0074] Furthermore, the assumed breaking point R of the connecting part 13 is located at a position that does not protrude rearward from an assumed plane that is flush with the rear surface of the instrument panel 3 when the inner part 11 and the outer part 12 are connected by the connecting part 13. In this configuration, the breaking point R2 (see FIG. 7) of the inner part 11 that is formed after the connecting part 13 breaks will not remain in a position that protrudes rearward from the rear surface of the instrument panel 3, and the breaking point R2 on the inner part 11 side is prevented from being located on the trajectory of the inflation and deployment of the airbag 61.

[0075] Therefore, in this respect, the influence that the rupture of the connecting portion 13 due to the inflation and deployment of the airbag 61 has on the further deployment of the airbag 61 itself and on the direction of deployment can be reduced, and the further inflation and deployment can be prevented from being hindered due to the rupture of the connecting portion 13.

[0076] In the above embodiment, the connecting portion 13 has the claw portion 13a of the cantilever beam 14 formed on the inner portion 11 and the hook portion 13b formed on the periphery of the insertion hole 15 provided in the outer portion 12. However, the present invention is not limited to this, and the connecting portion 13 may have a claw portion formed on the tip of a cantilever beam that is formed integrally with the main body of the outer portion 12 and extends forward from the front end of the outer portion 12, and a hook portion formed on the periphery of the insertion hole provided in the inner portion 11.

[0077] In the above embodiment, the cantilever beam 14 on which the claw portion 13a of the connecting portion 13 is formed is integrally formed with the inner portion 11. However, the present invention is not limited to this, and the connecting portion 13 may have a clip-shaped component provided separately from the inner portion 11 and the outer portion 12, and the clip-shaped component may connect the inner portion 11 and the outer portion 12.

[0078] In the above embodiment, the drive unit 60 has an airbag 61 that inflates and deploys during a vehicle collision, and the inflation and deployment of the airbag 61 breaks the connecting portion 13, causing the outer portion 12, which is part of the glove compartment 10, to move rearward relative to the inner portion 11, thereby moving the knee restraint member 50 rearward from the window portion 3c side of the instrument panel lower 3a toward the knees of the vehicle occupant.

[0079] However, the present invention is not limited to this. As shown in FIGS. 10(A) and 10(B), the drive unit 60 may have an actuator 110 that is provided separately from the occupant-protecting airbag 100 and that is activated in the event of a vehicle collision. The actuator 110 may be activated to move the glove compartment 10 and the airbag 100 rearward in the event of a vehicle collision, thereby moving the knee restraint member 50 rearward from the window portion 3c of the instrument panel lower 3a toward the knees of the vehicle occupant P (see FIG. 10(B)) (first stage (1) shown in FIG. 10(A)). The actuator 110 may be, for example, a cylinder, a spring, a motor, or the like. The actuator 110 may also serve as an actuator used to open and close the glove compartment 10 relative to the instrument panel 3.

[0080] In this modified embodiment, in the event of a vehicle collision, the glove compartment 10 and the airbag 100 are moved rearward using an actuator 110 provided in the instrument panel 3 (first stage (1) shown in Figure 10(A)), and then the airbag 100 inflates and deploys, breaking the connecting portion 13, and the airbag 100 further inflates and deploys in the desired direction to protect the upper body of the vehicle occupant (second stage (2) shown in Figures 10(A) and (B)).

[0081] Even in this modified configuration, after the connecting portion 13 breaks, the remaining portion of the inner portion 11 that remains integral with the outer portion 12 will not be left in a position that protrudes forward from the front end of the upper wall portion 17, and the broken point R1 (see FIG. 7) on the outer portion 12 side is prevented from being located on the trajectory of inflation and deployment of the airbag 100. Therefore, when the airbag 100 inflates and deploys in a desired direction to protect the upper body of a vehicle occupant, the effect that the breakage of the connecting portion 13 has on the deployment itself and the deployment direction of the airbag 100 can be reduced, and further inflation and deployment can be prevented from being hindered due to the breakage of the connecting portion 13.

[0082] The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention, including implementing the invention by appropriately extracting and combining elements described in the embodiments. Furthermore, the specification of the present invention discloses not only the citation relationships of each claim as originally filed, but also the technical idea of ​​appropriately combining the matters described in each claim. [Explanation of symbols]

[0083] 1: vehicle, 3: instrument panel (instrument panel), 3a: instrument panel lower, 3b: inclined portion, 3c: window portion, 10: glove box, 11: inner portion, 11a: storage portion, 11b: rear end portion (of inner portion), 11b1: rear wall, 11b2: upper wall, 12: outer portion, 13: connecting portion, 13a: claw portion, 13b: hook portion, 14: cantilever beam, 15: insertion hole, 16: panel main body portion, 17: upper wall portion, 18: lower wall portion, 20: Occupant protection device, 30: Moving mechanism, 31: First slide rail, 32: Second slide roller, 40: In-instrument panel structure, 50: Knee restraint member, 51: Inclined surface, 60: Drive unit, 61, 100: Airbag, 62: Guide rail, 63: Guide arm, 64: Inflator, 70: Impact absorbing unit, 80: Forward movement restricting unit, 81: Engaging protrusion, 82: Engaging recess, 110: Actuator, P: Vehicle occupant.

Claims

1. a glove box having an inner part forming a storage part, an outer part disposed behind the inner part for opening and closing a window part provided in an interior panel member, and a connecting part connecting the inner part and the outer part; a panel-shaped knee restraining member that is integrally provided with the outer portion and that restrains the knees of a vehicle occupant in the event of a vehicle collision; a drive unit that moves at least the outer portion of the glove box rearward in the event of a vehicle collision; an airbag disposed between the inner portion and the outer portion, the airbag inflating and deploying in the event of a vehicle collision to break the connecting portion; Equipped with the airbag is an occupant protection airbag that is inflated and deployed to break the connecting portion and then jump out into the vehicle compartment to protect a vehicle occupant, The outer portion is a panel main body portion whose rear surface faces rearward and comes into contact with the knees of a vehicle occupant during a vehicle collision; an upper wall portion extending forward from an upper end portion of the panel main body; and An occupant protection device, wherein the assumed breaking point of the connecting portion is a point that fits below the upper wall portion when the inner portion and the outer portion are connected by the connecting portion.

2. 2. The occupant protection device according to claim 1, wherein the drive unit has the airbag, and the drive unit breaks the connecting portion when the airbag is inflated and deployed, thereby moving the outer part rearward from the window portion side toward the knees of a vehicle occupant.

3. the drive unit is provided separately from the airbag, and moves the glove box and the airbag rearward in the event of a vehicle collision, thereby moving the outer part rearward from the window portion side toward the knees of a vehicle occupant, The occupant protection device according to claim 1, wherein the airbag is inflated and deployed after the drive portion starts to move, thereby breaking the connecting portion.

4. 4. An occupant protection device according to claim 1, wherein the longitudinal position of the assumed breakage point is located rearward of the longitudinal position of the front end of the upper wall portion when the inner portion and the outer portion are connected by the connecting portion.

5. The connecting portion is a claw portion provided on either the inner portion or the outer portion; a hook portion provided on the other of the inner portion and the outer portion, on which the claw portion is hooked; 4. An occupant protection device according to claim 1, further comprising:

6. The claw portion is formed at a tip end of a cantilever beam extending rearward from a rear end of the inner portion, the hook portion is formed on a peripheral edge of an insertion hole provided on the outer portion and into which the cantilever beam enters, 6. The passenger protection device according to claim 5, wherein the assumed breakage location is a base portion of the cantilever beam.

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