Vehicle road airbag system

Abstract

Improve pedestrian protection for vehicles. [Solution] The vehicle road airbag system has a first bag body having a first chamber that deploys downward from the side or bottom of the vehicle body, and a second chamber provided on the outer circumferential surface of the first chamber and deploying around the first chamber. The first chamber deploys downward from the side or bottom of the vehicle body and deploys so as to contact the road surface on the outside in the vehicle width direction of the vehicle body during deployment. The second chamber expands outward from the outer circumferential surface of the first chamber, which is in contact with the road surface, and deploys on the road surface.

Description

Technical Field

[0001] This application mainly discloses a road surface airbag device for vehicles.

Background Art

[0002] A vehicle may collide with pedestrians or the like. For pedestrian protection, some vehicles deploy a pedestrian airbag on the hood (Patent Document 1). In this case, it is expected that after a pedestrian collides with a flexible bumper or the like on the front surface of the vehicle body, the pedestrian will land on the pedestrian airbag deployed on the hood. Thus, the impact on the pedestrian who has collided with the vehicle can be absorbed by the bumper and the pedestrian airbag. The bumper and the pedestrian airbag are considered to contribute to pedestrian protection.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, a pedestrian who has collided with a vehicle does not always stay on the hood or on the pedestrian airbag deployed on the hood. For example, a vehicle may be turning right or left. A pedestrian who has collided with a vehicle while it is turning right or left may land on the hood or the pedestrian airbag once, but may then fall to the left or right side of the vehicle. In addition, a pedestrian who has collided with a vehicle while it is turning right or left may be knocked down onto the ground on the left or right side of the vehicle without landing on the hood or the pedestrian airbag. When a pedestrian experiences a secondary impact from the road surface after a collision with a vehicle, they may experience an impact greater than the primary impact caused by the collision with the vehicle.

[0005] Patent Document 2 discloses a side airbag having a portion that mitigates the impact on the protected person when they make a secondary collision with the front fender portion after a primary collision with the vehicle body, and a portion that mitigates the impact on the protected person when they fall onto the road surface to the side of the vehicle body after a primary collision. The side airbag described in Patent Document 2 is a very large and bent airbag that deploys in a way that covers from the top of the front fender down to the road surface, and also covers the road surface. Airbags that inflate and deploy using high-pressure gas are not easily able to deploy in the bent shape desired by Patent Document 2. The inflator that generates the high-pressure gas becomes large. Moreover, the side airbag described in Patent Document 2 covers the area from the upper edge of the front fender to the road surface, and deploys so that it rests on the road surface from the upper edge of the front fender. Therefore, it is highly likely that it could easily move or deform even if a pedestrian simply touches it. In other words, it is difficult for the side airbag described in Patent Document 2 to remain in the desired deployed position. As a result, it is difficult to expect the side airbag described in Patent Document 2 to remain in the deployed position and absorb impact when a pedestrian's weight is applied.

[0006] Thus, vehicles are required to improve pedestrian protection. [Means for solving the problem]

[0007] A road airbag system for a vehicle according to a first embodiment of the present invention has a first bag body having a first chamber that deploys downward from the side or bottom of the vehicle body and a second chamber provided on the outer circumferential surface of the first chamber and deploying around the first chamber, wherein the first chamber deploys downward from the side or bottom of the vehicle body and, during deployment, deploys to contact the road surface on the outside of the vehicle body in the width direction, and the second chamber expands outward from the outer circumferential surface of the first chamber, which is in contact with the road surface, and deploys on the road surface.

[0008] A vehicle road airbag system according to a second embodiment of the present invention comprises a first bag fixed to a skeletal member provided at the lower part of the vehicle body and deploying downward from the side or bottom surface of the vehicle body, and an annular second bag fixed to the vehicle body at a fixed position above the first bag on the skeletal member and stored inside the front fender of the vehicle body, wherein the first bag deploys downward from the side or bottom surface of the vehicle body and deploys so as to contact the road surface on the outside in the vehicle width direction of the vehicle body during deployment, and the annular second bag breaks the fixation between the front fender and the skeletal member of the vehicle body and deploys annularly downward on the outside of the front fender, and the first bag deploys inside the annularly deployed second bag, thereby making contact with the road surface. [Effects of the Invention]

[0009] In a first embodiment of the present invention, the first chamber of the first bag, which unfolds from the side or bottom of the vehicle body, unfolds downward from the side or bottom of the vehicle body. The first chamber then comes into contact with the road surface on the outside in the vehicle width direction during unfolding. The first chamber comes into contact with the road surface during unfolding and can be pressed against the road surface. The first chamber, in a state of being pressed against the road surface, can be unfolded on the outside in the vehicle width direction. In a second embodiment of the present invention, the first bag, which is deployed from the side or bottom of the vehicle body, deploys downward from the side or bottom of the vehicle body. The first bag then comes into contact with the road surface on the outside in the width direction of the vehicle body during deployment. The first bag comes into contact with the road surface during deployment and can be pressed against the road surface. The first bag, which is pressed against the road surface, can be deployed on the outside in the width direction of the vehicle body. Such a first air chamber or first bag can remain deployed in its position without shifting relative to the road surface, even under the weight of a pedestrian, and as a result can absorb the impact on the pedestrian. The first air chamber or first bag can absorb secondary impacts from the road surface acting on a pedestrian falling onto the road from above the hood, and secondary impacts from the road surface acting on a pedestrian who is knocked to the road surface after colliding with a vehicle. The first bag can mitigate secondary impacts from the road surface that may occur after a collision with a vehicle, and is expected to improve pedestrian protection. Furthermore, the first air chamber or first bag does not need to be large enough to cover the area from the upper edge of the front fender to the road surface, nor does it need to have a curved shape. By deploying the first air chamber or the first bag on the road surface in a state where it can be pressed against the road surface, in one embodiment of the present invention, it is expected that the impact that may act on pedestrians due to secondary impacts with the road surface after a collision with a vehicle can be mitigated.

[0010] Furthermore, in a first embodiment of the present invention, there is a second air chamber that unfolds around the first air chamber. The second air chamber extends outward from the outer surface of the first air chamber, which is in contact with the road surface, and unfolds on the road surface. This expands the area of ​​the road surface that can be covered by the first bag for pedestrian protection in the first embodiment of the present invention. Pedestrians become more easily protected by the first bag.

[0011] Furthermore, in a second embodiment of the present invention, there is an annular second bag that is fixed to the vehicle body at a fixed position above the first bag on the skeletal member and stored inside the front fender of the vehicle body. The annular second bag breaks the fixation between the front fender and the skeletal member of the vehicle body and unfolds in an annular shape downward on the outside of the front fender. Also, by unfolding the first bag inside the annularly unfolded second bag, the annularly unfolded second bag can be unfolded so as to be in contact with the road surface and can be maintained in a state that is held down by the first bag. As a result, in the second embodiment of the present invention, a pedestrian attempting to go behind the second bag can be stopped by the second bag, and the space in which pedestrian protection is possible can be expanded. Pedestrians become more easily protected by the first bag. [Brief explanation of the drawing]

[0012] [Figure 1] This is an explanatory diagram of the first type of collision between a vehicle and a pedestrian. [Figure 2] Figure 1 is an explanatory diagram illustrating the second and third collision scenarios between a vehicle and a pedestrian. [Figure 3] Figure 2 shows the configuration of the secondary impact on the pedestrian in the second collision mode. [Figure 4] This is a configuration diagram of an example of a pedestrian protection device for a vehicle according to the first embodiment of the present invention. [Figure 5] This is a schematic diagram illustrating the general arrangement of the right-side road airbag system located inside the front fender. [Figure 6] Figure 5 is a schematic diagram illustrating a state in which the right first airbag of the right-side road airbag system is deployed by receiving a reaction force from the ground. [Figure 7] This is a schematic diagram illustrating a typical example of the rightmost first sac in Figure 6, viewed from the rear. [Figure 8] This is a schematic diagram illustrating the first state in which a pedestrian falls into the rightmost bag in Figure 7. [Figure 9] This is a schematic diagram illustrating the second state in which a pedestrian falls from the first bag on the right in Figure 7. [Figure 10]It is a flowchart of pedestrian protection control executed by the control unit of the pedestrian protection device. [Figure 11] It is a configuration diagram of an example of a pedestrian protection device for a vehicle according to the second embodiment of the present invention. [Figure 12] It is an explanatory diagram of a schematic example of a state in which the right first bag body and the right second bag body of the right road surface airbag device in FIG. 11 are deployed. [Figure 13] It is a view of the deployed states of the right first bag body and the right second bag body in FIG. 12 as seen from the rear. [Figure 14] It is a schematic explanatory diagram of a third state in which a pedestrian falls onto the right first bag body and the right second bag body in FIG. 12.

Embodiments for Carrying Out the Invention

[0013] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the first embodiment, after explaining the outline of the first embodiment, the collision type between the vehicle and the pedestrian, a configuration example of the pedestrian protection device, a configuration example of the road surface airbag device, a deployment example of the first bag body of the road surface airbag device, an example of the pedestrian protection state by the first bag body, and a control example of the pedestrian protection device will be described in order. In the second embodiment, after explaining the outline of the second embodiment, a configuration example of the road surface airbag device, a deployment example of the first bag body and the second bag body of the road surface airbag device, and an example of the pedestrian protection state by the first bag body and the second bag body will be described in order. At the end of the embodiment, modification examples will be described. Note that the following description of the embodiments and the drawings are examples of the invention disclosed in the present application and do not limit the invention disclosed in the present application.

[0014] [First Embodiment] (Overview) A pedestrian who has had a primary collision with a vehicle may fall from above the hood of the vehicle body onto the road surface. Also, a pedestrian who has had a primary collision with a vehicle may fall onto the road surface. It is desirable to mitigate these secondary impacts. In one embodiment of the present invention, a first bag is provided for a vehicle, having a first air chamber that unfolds downward from the side or bottom of the vehicle body, and a second air chamber provided on the outer circumferential surface of the first air chamber and unfolding around the first air chamber. The first air chamber unfolds downward from the side or bottom of the vehicle body, and unfolds so as to come into contact with the road surface on the outside of the vehicle body in the width direction during unfolding. The second air chamber unfolds on the road surface, extending outward from the outer circumferential surface of the first air chamber while it is in contact with the road surface. As a result, the first and second air chambers of the first bag are deployed above the road surface, and pedestrians who fall or tumble onto the road surface may experience reduced secondary impact from the road. Such a first bag may be stored, for example, inside the front fender of the vehicle body. The first bag stored inside the front fender may break the fixation between the lower part of the front fender and the lower part of the vehicle body's frame member and unfold downward inside the front fender. Subsequently, the first chamber of the first bag comes into contact with the road surface while unfolding on the underside of the front fender. The first chamber, which comes into contact with the road surface while unfolding, can be pressed against the road surface. As a result, even when the weight of a pedestrian is applied, the first bag is less likely to shift from the position where the first chamber is pressed against the road surface, and can absorb the impact on the pedestrian. Furthermore, the first bag has a second air chamber provided on the outer circumferential surface of the first air chamber, which unfolds around the first air chamber. This second air chamber unfolds on the road surface from the outer circumferential surface of the first air chamber, which is in contact with the road surface, so as to extend outward from the first air chamber. A pedestrian who is about to fall or trip on the road surface can fall or trip onto the second air chamber. Because the first air chamber is pressed against the road surface and is not easily displaced, the second air chamber that unfolds from the first air chamber is not easily displaced even when the weight of the pedestrian is applied, and can absorb the impact of the pedestrian. This allows for an expansion of the area of ​​the road surface that can be covered by the first bag for pedestrian protection in the first embodiment. Pedestrians become more easily protected by the first bag.

[0015] (Explanation of types of collisions between vehicles and pedestrians) First, let's explain the types of collisions between vehicle 1 and pedestrians. Figures 1 to 3 illustrate three collision scenarios between vehicle 1 and a pedestrian. Figure 1 is an explanatory diagram of the first collision scenario between vehicle 1 and a pedestrian. Figure 2 is an explanatory diagram of the second and third collision scenarios between vehicle 1 and a pedestrian shown in the figure. Figure 3 is a diagram illustrating the secondary impact on the pedestrian in the second collision scenario shown in the figure.

[0016] In the first collision scenario shown in Figure 1, the vehicle body 2 of vehicle 1 is moving in a straight line. The pedestrian collides with the center of the vehicle in the width direction of the moving vehicle 1. In this case, after colliding with vehicle 1, the pedestrian lands on the hood 4 of vehicle body 2. Furthermore, if a pedestrian airbag 5 deploys above the hood 4, the pedestrian can absorb the impact of the collision with vehicle body 2. Additionally, the front of vehicle body 2 is provided with a bumper face 7 that flexes upon impact with a pedestrian to absorb the impact. This allows a pedestrian who collides with vehicle 1 and remains on the hood 4 or the pedestrian airbag 5 to mitigate the impact of the initial collision with vehicle body 2. The pedestrian can be expected to be protected from the impact of the initial collision with vehicle 1.

[0017] In the second collision scenario shown by the solid line in Figure 2, vehicle 1 is steered to the right. Vehicle 1 steers to the right, for example, when turning right at an intersection. The pedestrian collides with vehicle 1, which is steered to the right, at a position slightly to the left of the center in the width direction of the vehicle. In this case, the pedestrian lands on the hood 4 of vehicle 1's body 2 after colliding with vehicle 1. However, in the second collision scenario, the pedestrian then falls to the left side of vehicle 2, which is being steered to the right. The pedestrian may not be able to remain on the hood 4. This situation can occur when a pedestrian walking on a crosswalk at an intersection collides with vehicle 1 turning right. This second collision scenario is likely to occur when the driver of vehicle 1 increases the steering angle to avoid the pedestrian. Furthermore, even when vehicle 1 steers to the left and turns left at an intersection, a pedestrian may collide with vehicle 1, which is steered to the left, at a point slightly to the right of the center in the width direction of the vehicle, and then fall to the right side of vehicle 2, which is also steered to the left.

[0018] Furthermore, in the second collision scenario, as shown in Figure 3, a pedestrian standing on the hood 4 of the vehicle body 2 may be thrown upwards on the hood 4 and the pedestrian airbag 5 before falling onto the road surface 90 from the height from which they were thrown. In this case, the pedestrian thrown upwards on the hood 4 may have their upper body and head lowered due to the force of the bounce, and may fall onto the road surface 90 from the height from which they were thrown while maintaining that posture. When a pedestrian falls onto the road surface 90 from a height above the hood 4 while in a posture with their upper body and head lowered, they may experience a stronger secondary impact from the road surface 90 compared to when they slide down from the hood 4.

[0019] In the third collision scenario shown by the dashed line in Figure 2, vehicle 1 is steered to the right. Vehicle 1 steers to the right, for example, when turning right at an intersection. The pedestrian collides with the front corner of the leftmost part of vehicle 1 in the direction of its width, as it is steered to the right. In this case, after colliding with the front corner of vehicle 1, the pedestrian falls onto the road surface 90 without landing on the hood 4 of vehicle body 2. Furthermore, the pedestrian's waist and upper body may be twisted during the collision due to the partial impact with the front corner of vehicle 1. Additionally, after colliding with the front corner of vehicle 1, the pedestrian may also be struck by the front fender 6 on the side of vehicle 1. The front fender 6 could forcefully knock the rotating pedestrian down. A pedestrian who is forcefully knocked down while rotating may experience a strong secondary impact with the road surface 90. This third type of collision is likely to occur if the driver of vehicle 1 attempts to avoid the pedestrian by increasing the steering angle. Furthermore, even when vehicle 1 steers to the left and turns left at an intersection, a pedestrian may collide with vehicle 1, which is steered to the left, at a point slightly to the right of the center in the width direction of the vehicle, and then fall to the right side of vehicle 2, which is also steered to the left.

[0020] In cases such as the second and third collision modes, pedestrians may experience a strong and cumulative secondary impact from the road surface 90 in addition to the primary impact from the collision with the vehicle body 2. Vehicle 1 is potentially required to be able to mitigate the secondary impact from the road surface 90 to pedestrians who fall or collapse onto the road surface 90 after a collision with vehicle body 2.

[0021] (Example of pedestrian protection device configuration) Next, an example of the overall configuration of the pedestrian protection device 50 of vehicle 1 will be described.

[0022] Figure 4 is a diagram showing an example of a pedestrian protection device 50 for a vehicle 1 according to the first embodiment of the present invention. The pedestrian protection device 50 in Figure 4 includes a front camera 51, a collision sensor 52, a pedestrian airbag device 53 that deploys the pedestrian airbag 5, a left road surface airbag device 55, a right road surface airbag device 56, and a control unit 54.

[0023] The front camera 51 captures a wide-angle image of the front of the vehicle 1. The front camera 51 may consist of a single camera or multiple cameras. Such a front camera 51 can detect pedestrians related to various collision types shown in Figures 1 to 3 by capturing images.

[0024] The collision sensor 52 detects the impact acting on the vehicle body 2 due to a collision with a pedestrian or the like. The collision sensor 52 may be, for example, an acceleration sensor. If the collision sensor 52 is an acceleration sensor, it may determine that an impact due to a collision is acting on the vehicle body 2 if the sensor's detected value is above a predetermined threshold.

[0025] The pedestrian airbag device 53 deploys the pedestrian airbag 5 over the hood 4. The pedestrian airbag device 53 includes, for example, the pedestrian airbag 5 and an inflator for the pedestrian airbag 5 (not shown).

[0026] The left road surface airbag system 55 includes a left first bag 22 and a left inflator 21. The left first bag 22 and other components of the left road surface airbag system 55 are deployed by the high-pressure gas generated by the left inflator 21. The right road surface airbag system 56 includes a right first bag 32 and a right inflator 31. The right first bag 32 and other components of the right road surface airbag system 56 are deployed by the high-pressure gas generated by the right inflator 31.

[0027] The control unit 54 includes, for example, a CPU (Central Processing Unit) (not shown) and memory. The memory stores a program for pedestrian protection control that the CPU executes. The CPU reads and executes the program stored in memory. Thus, the CPU functions as a control unit 54 that controls the overall operation of the pedestrian protection device 50 shown in the figure. The control unit 54 is connected to a front camera 51 (which acts as a sensor), a collision sensor 52 (which acts as a sensor), a pedestrian airbag system 53, a left inflator 21, and a right inflator 31. As shown in Figure 6, the control unit 54 predicts and detects a collision between the vehicle 1 and a pedestrian based on the image captured by the front camera 51, determines the type of collision, and performs pedestrian protection control according to the type of collision. For example, if it determines that the collision is of the first type, the control unit 54 deploys the pedestrian airbag 5. In response to this, if the control unit 54 determines that it is a second type of collision, or a third type of collision, it deploys the pedestrian airbag 5 and activates the inflator on the side where the pedestrian falls onto the road surface 90 or is toppled over. For example, if the pedestrian falls onto the road surface 90 on the right side of the vehicle body 2, the control unit 54 activates the right inflator 31 of the right road surface airbag device 56. As a result, a road surface airbag deploys on the side of the road surface 90 that the pedestrian falls onto or is knocked over.

[0028] (Example of road airbag system configuration) Figure 5 is a schematic diagram illustrating the arrangement of the right road airbag device 56, which is housed inside the front fender 6. The left road surface airbag device 55 may be positioned symmetrically to that shown in Figure 5.

[0029] The right-side airbag device 56 is positioned inside the right-side front fender 6. The right-side airbag device 56 may be fixed, for example, to the right-side A-pillar 11, which is a structural member of the vehicle body 2. Furthermore, the right-side front fender 6 is fixed to the structural members of the vehicle body 2 at multiple fixing points 15. The front fender 6 may be fixed to, for example, the A-pillar 11, an upper frame (not shown), etc., at multiple fixing points 15.

[0030] (Example of deployment of the right first airbag in a road airbag system) Figure 6 is a schematic diagram illustrating a state in which the right first bag 32 of the right road surface airbag device 56 in Figure 5 is deployed by receiving a reaction force from the road surface 90. Figure 7 is a schematic diagram illustrating a typical example of the right first bag 32 in Figure 6, viewed from the rear. The dashed line in Figure 7 schematically shows the initial position of the road airbag system on the right side of the vehicle body 2 before deployment. The right first bag 32 has a first air chamber 33 that unfolds vertically and three-dimensionally from the inside of the right front fender 6 and comes into contact with the road surface 90 during unfolding, and a second air chamber 34 provided along the outer circumferential surface of the first air chamber 33. The second air chamber 34 is composed of a plurality of fine air chambers arranged around the first air chamber 33. The plurality of fine air chambers as the second air chamber 34 may be provided around the entire circumference of the outer circumferential surface of the first air chamber 33. The plurality of fine air chambers as the second air chamber 34 communicate with the first air chamber 33, and high-pressure gas flows in through the first air chamber 33. Furthermore, the left first airbag 22 of the left road surface airbag device 55 also has, similar to Figures 6 and 7, a first air chamber 33 that unfolds vertically and three-dimensionally from the inside of the left front fender 6 and contacts the road surface 90 during deployment, and a second air chamber 34 provided along the outer periphery of the first air chamber 33. The second air chamber 34 is composed of a plurality of fine air chambers arranged around the first air chamber 33. The first air chamber 33 and the second air chamber 34 of the left first airbag 22 unfold in the same manner as in Figure 7, but with the left and right sides reversed.

[0031] The right first airbag 32 of the right road surface airbag device 56 begins to deploy from the stowed state shown in Figure 5 by high-pressure gas supplied from the right inflator 31. Then, as the first air chamber 33 of the right first airbag 32 begins to deploy inside the right front fender 6, it ruptures the fixing point between the lower part of the front fender 6 and the lower part of the A-pillar 11, which is a structural member of the vehicle body 2. Subsequently, the first air chamber 33 of the right first bag 32 begins to unfold downward toward the road surface 90 inside the front fender 6. Next, the first air chamber 33, which unfolds downward toward the road surface 90, comes into contact with the road surface 90 and presses against it in a planar manner. During unfolding, the first air chamber 33 of the right first bag 32 is pressed against the road surface 90 on the outer side of the vehicle body 2 in the vehicle width direction. Here, when we say that the first air chamber 33 of the right first bag 32 comes into contact with the road surface 90 during its unfolding, we mean that the first air chamber 33 of the right first bag 32 comes into contact with the road surface 90 before it has finished unfolding to the shape it would take if it were unfolded without contacting the road surface 90. Generally, it is sufficient for the first air chamber 33 of the right first bag 32 to come into contact with the road surface 90 before the internal pressure of the first air chamber 33 of the right first bag 32 reaches its maximum. As a result, the first air chamber 33 of the right first bag 32 can be deployed in a state in which it is pressed in a planar manner against the road surface 90 on the right side of the vehicle body 2, which is outside the side of the vehicle body 2 in the vehicle width direction.

[0032] Furthermore, as shown in Figures 6 and 7, the first air chamber 33 of the right first bag 32, by coming into contact with the road surface 90 during deployment, can expand three-dimensionally on the road surface 90, moving outward from the side of the vehicle body 2. The first air chamber 33 of the right first bag 32, whose deployment is restricted by the road surface 90 and the front fender 6, can expand and deploy, moving outward from the side of the vehicle body 2. The first air chamber 33 of the right first bag 32 can expand so as to protrude outward in the vehicle width direction of the vehicle body 2.

[0033] The right first bag 32 has a first air chamber 33 that unfolds vertically and three-dimensionally from the inside of the right front fender 6 and comes into contact with the road surface 90 during unfolding, and a second air chamber 34 provided along the outer circumferential surface of the first air chamber 33. The second air chamber 34 is composed of a plurality of fine air chambers arranged around the first air chamber 33. Therefore, as shown in Figures 6 and 7, the second air chamber 34 of the right first bag 32 can be deployed around the first air chamber 33 so as to be in contact with the road surface 90 when the first air chamber 33 is in contact with the road surface 90. The second air chamber 34 of the right first bag 32 deploys on the road surface 90 below the front fender 6 on the outer circumferential surface of the first air chamber 33. A portion of the second air chamber 34 can be deployed on the road surface 90 so as to extend outward from the first air chamber 33.

[0034] (Example of pedestrian protection provided by the first bag on the right) Next, using the right first bag 32 as an example, we will explain pedestrian protection provided by the right first bag 41.

[0035] Figure 8 is an explanatory diagram illustrating a schematic example of the natural unfolding state of the first right bag 32 in Figure 5. Note that Figure 8 shows only the rightmost first bag 32 for the sake of simplicity in the explanation.

[0036] As shown in Figure 8, the right first bag 32 has a first air chamber 33 that unfolds downward and a second air chamber 34 that unfolds along the outer surface of the first air chamber 33. In Figure 8, the first chamber 33 unfolds three-dimensionally into a vertically elongated, roughly ellipsoidal shape. The second chamber 34 unfolds around the entire circumference of the lower outer surface of the vertically elongated, roughly ellipsoidal first chamber 33. The first air chamber 33 and the second air chamber 34 can be expanded so that the first air chamber 33 is in planar contact with the road surface 90 due to the pressure of the high-pressure gas.

[0037] In Figure 8, the pedestrian falls onto the first air chamber 33, which is in surface contact with the road surface 90. For example, if a pedestrian falls off the right side of the vehicle body 2 from above the hood 4, they may fall onto the first air chamber 33 as shown in Figure 8. Also, if a pedestrian falls after hitting the front corner of the vehicle body 2, they may fall onto the first air chamber 33 as shown in Figure 8. In this case, since the first air chamber 33 is in planar contact with the road surface 90, it can be maintained in the position shown in Figure 8 even when the weight of a falling pedestrian is applied. Such a first air chamber 33 can absorb the impact of a falling or toppling pedestrian. As a result, even if the falling pedestrian subsequently lands on the road surface 90, the secondary impact on the pedestrian from the road surface 90 can be mitigated. The potential energy when a pedestrian falls onto the road surface 90 is at most proportional to the height from the top of the first chamber 33 to the road surface 90, and is smaller than when a pedestrian falls directly onto the road surface 90 from the top of the hood 4.

[0038] Figure 9 is a schematic diagram illustrating the second state in which a pedestrian falls from the first bag 32 on the right in Figure 7. Note that Figure 9 shows only the rightmost first bag 32 for the sake of simplicity in the explanation.

[0039] As shown in Figure 9, the right first bag 32 has a first air chamber 33 that unfolds downward and a second air chamber 34 that unfolds along the outer surface of the first air chamber 33. In Figure 9, the first chamber 33 unfolds three-dimensionally into a vertically elongated, roughly ellipsoidal shape. The second chamber 34 unfolds around the entire circumference of the lower outer surface of the vertically elongated, roughly ellipsoidal first chamber 33. The first air chamber 33 and the second air chamber 34 can be expanded so that the first air chamber 33 is in planar contact with the road surface 90 due to the pressure of the high-pressure gas.

[0040] In Figure 9, the pedestrian falls onto the second air chamber 34 surrounding the right first bag 32. For example, if the pedestrian falls off the right side of the vehicle body 2 from above the hood 4, they may fall onto the second air chamber 34 as shown in Figure 9. Also, if the pedestrian falls after hitting the front corner of the vehicle body 2, they may fall onto the second air chamber 34 as shown in Figure 9. In this case, the second air chamber 34 is provided around the first air chamber 33, which is in surface contact with the road surface 90 at the height where it is in contact with the road surface 90. Because the position of the first air chamber 33 is less likely to shift, the second air chamber 34 can be maintained in the position shown in Figure 9 even when the weight of a pedestrian falling or falling acts upon it. Such a second air chamber 34 can absorb the impact of a pedestrian falling or falling upon it. As a result, even if a pedestrian who falls or tumbles then lands on the road surface 90, the secondary impact on the pedestrian from the road surface 90 can be mitigated. Furthermore, pedestrians are less likely to be struck directly against the road surface (90).

[0041] (Example of pedestrian protection device control) Figure 10 is a flowchart of the pedestrian protection control performed by the control unit 54 of the pedestrian protection device 50. The control unit 54 repeatedly executes the pedestrian protection control shown in Figure 10 to protect pedestrians.

[0042] In step ST1, the control unit 54 determines whether a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted. For example, if the control unit 54 detects a pedestrian in front of the vehicle in the image captured by the front camera 51, it determines the possibility of a collision based on the relative position and relative movement of the pedestrian to the vehicle. For example, if a pedestrian in the captured image is moving toward the vehicle's path, the control unit 54 determines that there is a possibility of collision with the pedestrian in the vehicle's direction of travel. In addition, for example, if the control unit 54 detects a pedestrian in the positional relationship of the first to third collision configurations shown in the figure, the control unit 54 determines that there is a possibility of collision with the pedestrian in the vehicle's direction of travel. The control unit 54 then proceeds to step ST2. In all other cases, the control unit 54 determines that there is no possibility of collision with a pedestrian in the direction of the vehicle's movement and repeats this process. For example, if no pedestrian is detected in the image captured by the front camera 51, or if the pedestrian in the image is moving away from the vehicle's path, the control unit 54 determines that there is no possibility of collision with a pedestrian and repeats this process.

[0043] In step ST2, the control unit 54 predicts the collision position in the vehicle width direction with the vehicle body 2 for the pedestrian for whom the possibility of collision was determined in step ST1. Based on the relative positional relationship of the pedestrian with the vehicle and its relative movement, the control unit 54 may predict the collision position in the vehicle width direction with the vehicle body 2 if the pedestrian continues to move at its current position. If the control unit 54 predicts that a pedestrian will collide with the vehicle body 2 in the center of the vehicle width direction, it proceeds to step ST3. In contrast, if the control unit 54 does not predict that the pedestrian will collide with the vehicle body 2 in the center in the width direction, the control unit 54 proceeds to step ST4. If the control unit 54 predicts, for example, that the pedestrian will collide with the vehicle body 2 in the width direction on the right or left side, the control unit 54 proceeds to step ST.

[0044] In step ST3, the control unit 54 determines whether or not the vehicle 1, which is its own vehicle, is being steered. Vehicle 1 is steering when turning right or left at an intersection. There may be pedestrians crossing the road ahead of Vehicle 1 as Vehicle 1 is about to enter. In this case, Vehicle 1 may collide with the pedestrian while steering. When the driver of Vehicle 1 notices the pedestrian beginning to cross, they may increase the steering to avoid a collision with the pedestrian. In this case, it is considered that the second and third collision modes shown in the diagram are likely to occur. After colliding with the body 2 of Vehicle 1, the pedestrian may further fall from the hood 4 onto the road surface 90 or be pushed down onto the road surface 90 by the front fender 6 of Vehicle 1. In this case, the pedestrian may experience a primary impact from the collision with the body 2 and a secondary impact from the road surface 90. If vehicle 1 is being steered, the control unit 54 proceeds to step ST4. In contrast, if vehicle 1 is not being steered, the control unit 54 proceeds to step ST5. For example, if the control unit 54 is driving straight, it determines that vehicle 1 is not being steered and proceeds to step ST5.

[0045] In step ST4, the control unit 54 sets the activation of the road airbag system on the side where the pedestrian will collide. For example, if a pedestrian is likely to fall or stumble onto the road surface 90 to the left of the vehicle body 2, as shown in Figure 2, the control unit 54 will set the left road surface airbag device 55 to activate. In response to this, if there is a possibility that a pedestrian may fall or stumble onto the road surface 90 on the right side of the vehicle body 2, the control unit 54 sets the right road surface airbag device 56 to activate. Subsequently, the control unit 54 proceeds to step ST5.

[0046] In step ST5, the control unit 54 sets the deployment settings for the pedestrian airbag device 53 in order to deploy the pedestrian airbag 5.

[0047] In step ST6, the control unit 54 determines whether or not a collision between the vehicle 1 and a pedestrian has been detected. The control unit 54 may, for example, determine whether a collision between the vehicle 1 and a pedestrian has been detected based on the detection by the collision sensor 52. If the collision sensor 52 detects a collision between the vehicle 1 and a pedestrian, the control unit 54 proceeds to step ST8. In contrast, if the collision sensor 52 does not detect a collision between the vehicle 1 and the pedestrian, the control unit 54 proceeds to step ST7.

[0048] In step ST7, the control unit 54 determines whether or not a collision with a pedestrian has been avoided. The control unit 54 determines, for example, whether a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted based on the latest image captured by the front camera 51. If a collision with a pedestrian is not predicted, the control unit 54 may determine that a collision with a pedestrian has been avoided. In this case, the control unit 54 skips the processing of step ST8 and terminates this control. At this time, the control unit 54 may clear the settings of step ST4 or step ST5. In response to this, if a collision between the vehicle 1 (the vehicle itself) and a pedestrian is predicted based on the latest image captured by the front camera 51, the control unit 54 returns the process to step ST6. The control unit 54 repeats the processes of steps ST6 and ST7 until a collision between the vehicle 1 and a pedestrian is no longer predicted. If a collision between the vehicle 1 and a pedestrian is detected by the collision sensor 52 during this time, the control unit 54 proceeds to step ST8.

[0049] In step ST8, the control unit 54 performs pedestrian protection control. In step ST5, if the deployment of the pedestrian airbag 5 is set, the control unit 54 outputs an ignition signal to the inflator (not shown) of the pedestrian airbag device 53. As a result, the pedestrian airbag 5 deploys over the hood 4. Furthermore, if the operation of the road airbag system is set in step ST4, the control unit 54 activates the road airbag system specified in the setting. The control unit 54 outputs an ignition signal to the inflator of the road airbag system specified in the setting. Due to the high-pressure gas from the inflator, the right first bag 41 expands to the state shown in Figure 6.

[0050] In this way, the control unit 54 can deploy the pedestrian airbag 5 and activate the road airbag system on the side the pedestrian is colliding with when the pedestrian is offset from the center of the vehicle body 2 in the width direction or when the pedestrian is colliding with the vehicle 1 while the vehicle 1 is being steered.

[0051] As described above, in this embodiment, the first bags 22 and 32 that unfold from the side or bottom of the vehicle body 2 of the vehicle 1 unfold downward from the side or bottom of the vehicle body 2. The first air chambers 33 of the first bags 22 and 32 come into contact with the road surface 90 on the outside in the width direction of the vehicle body 2 during unfolding. As a result, the first air chambers 33 of the first bags 22 and 32 come into contact with the road surface 90 during unfolding, and can accumulate pressure between the vehicle body 2 and the road surface 90 as they unfold. Consequently, the first air chambers 33 of the first bags 22 and 32, which are in a state of planar pressure contact with the road surface 90 due to the accumulation of pressure, can be unfolded on the outside in the width direction of the vehicle 1. The first air chambers 33 of these first bags 22, 32 can remain in their deployed position without shifting, even when subjected to the weight of a pedestrian. As a result, the first air chambers 33 of the first bags 22, 32 can absorb the impact on the pedestrian. The first bags 22, 32 can absorb secondary impacts from the road surface 90 acting on a pedestrian falling onto the road surface 90 from the hood 4, and secondary impacts from the road surface 90 acting on a pedestrian who is knocked onto the road surface 90 after colliding with the vehicle 2. The first bags 22, 32 can mitigate secondary impacts from the road surface 90 that may occur after a collision with the vehicle 1, and are expected to improve pedestrian protection. Moreover, the first air chamber 33 of the first bag 22,32 only needs to be large enough to cover the area from below the upper edge of the front fender 6 to the road surface 90. The first air chamber 33 of the first bag 22,32 does not need to be large enough to cover the area from the upper edge of the front fender 6 to the road surface 90. Also, the first air chamber 33 of the first bag 22,32 does not need to be curved. The first bag 22,32 can be deployed to exhibit shock absorption function using the pressure of the high-pressure gas from the inflators 21,31.

[0052] In this embodiment, the first bags 22 and 32 are stored inside the front fender 6 of the vehicle body 2. The first bags 22 and 32 then break the fixation between the lower part of the front fender 6 and the lower part of the A-pillar 11, which is a structural member of the vehicle body 2, and begin to unfold downward inside the front fender 6. Subsequently, the first bags 22 and 32 come into contact with the road surface 90 on the lower inner side of the front fender 6 where the fixation to the lower part of the A-pillar 11 has been broken, while unfolding. As a result, the first bags 22 and 32 can unfold to stand upright in three dimensions on the road surface 90, and can also unfold in a way that moves away from the side of the vehicle body 2 outwards. Furthermore, when these first bags 22 and 32 are deployed on the road surface 90 on the inner lower side of the front fender 6 where the fixing to the lower part of the A-pillar 11 has broken, pedestrians may fall or topple over onto the front fender 6, which is directly supported from below by the first bags 22 and 32. The first bags 22 and 32 are expected to deform under the load together with the front fender 6 and absorb the impact that secondarily acts on pedestrians from the road surface 90.

[0053] Furthermore, in this embodiment, the first bags 22 and 32 unfold downward inside the front fender 6, and a second air chamber 34 is provided on the outer circumferential surface of the first air chamber 33, which is in contact with the road surface 90 during unfolding. The second air chamber 34 unfolds around the entire outer circumferential surface of the first air chamber 33 when it is in contact with the road surface 90, and a portion of it spreads outward from the front fender 6 than the first air chamber 33 and unfolds on the road surface 90. As a result, the second air chamber 34 of the first bag 22,32 can absorb secondary impacts from the road surface 90 acting on a pedestrian falling onto the road surface 90 from above the hood 4, and secondary impacts from the road surface 90 acting on a pedestrian who is knocked onto the road surface 90 after colliding with the vehicle body 2, over a wider area than the first air chamber 33. The second air chamber 34 of the first bag 22,32 can mitigate secondary impacts from the road surface 90 that may occur after a collision with the vehicle 1, and is expected to improve pedestrian protection. Furthermore, as the second air chamber 34 unfolds around the entire outer surface of the first air chamber 33, the first air chamber 33 is more easily unfolded and maintained in a position where the second air chamber 34 is on the road surface all around. The first bags 22 and 32 can be unfolded in the desired position on the road surface and are more likely to maintain that state. The first air chamber 33 of the first bags 22 and 32 is less likely to tip over even when a pedestrian's weight is applied, and is more likely to maintain its unfolded position on the road surface and exert the desired shock absorption capacity.

[0054] [Second Embodiment] (Overview) In the first embodiment, the first bag of the road airbag device has a first air chamber and a second air chamber. In this embodiment, an example is described in which the road airbag system has a first bag and an annular second bag.

[0055] The first bag is fixed to a structural member located at the bottom of the vehicle body and unfolds downward from the side or bottom of the vehicle body. The annular second bag is fixed to the vehicle body at a fixed position above the first bag on the structural member and is stored inside the front fender of the vehicle body. The first bag then unfolds downward from the side or bottom of the vehicle body, and unfolds so that it contacts the road surface on the outside of the vehicle's width direction during unfolding. In this way, the first bag, which is in contact with the road surface during unfolding, can be pressed against the road surface in a planar manner. As a result, even when the weight of a pedestrian is applied, the first bag is less likely to shift from its position of planar contact, and can absorb the impact on the pedestrian. Furthermore, the annular second bag breaks the fixation between the front fender and the vehicle's frame member and unfolds in an annular shape downward on the outside of the front fender. The annular second bag then makes contact with the road surface as the first bag unfolds inside it. The annular second bag, pressed down on the road surface by the first bag, is less likely to shift from its position even when subjected to the weight of a pedestrian, and can absorb the impact on the pedestrian. The second bag can hold a pedestrian who is trying to move behind the second bag in place at the unfolded position of the second bag. By unfolding the annular second bag so that it is above the first bag and pressing the annular second bag down on the road surface more than the first bag, the space in which pedestrian protection is possible can be expanded in this embodiment. Pedestrians become more easily protected.

[0056] (Example of road airbag system configuration) Figure 11 is a diagram showing an example of a pedestrian protection device 50 for a vehicle 1 according to a second embodiment of the present invention. Figure 11 is a schematic diagram illustrating the arrangement of the right road airbag device 56, which is housed inside the front fender 6. The right-side airbag unit 56 is installed so as to extend vertically along, for example, the right-side A-pillar 11, which is a structural member of the vehicle body 2. The right-side airbag unit 56 is positioned together with the A-pillar 11 inside the right-side front fender 6. Here, the right-side front fender 6 is fixed to the frame members of the vehicle body 2 at multiple fixing points 15. The front fender 6 may be fixed to, for example, the A-pillar 11, an upper frame (not shown), etc., at multiple fixing points 15. The left road surface airbag device 55 may be positioned on the vehicle body 2 in a position symmetrical to that shown in Figure 11.

[0057] (Example of deployment of the first and second airbag units in a road airbag system) Figure 12 is a schematic diagram illustrating a typical example of the right first bag 41 and right second bag 42 of the right road surface airbag system 56 shown in Figure 11 being deployed. Figure 13 is a view from the rear of the unfolded state of the right first bag 41 and the right second bag 42 in Figure 12. The right road surface airbag device 56 has a right first bag body 41 that can be deployed in a flat shape and a right second bag body 42 that can be deployed in an annular shape. The left road surface airbag device 55 also has a left first bag and a left second bag that can be deployed in a flat shape, similar to Figures 12 and 13. The left first bag and the left second bag are deployed in the same configuration as in Figure 13, but with the left and right sides reversed. In the following explanation, the right-side airbag system 56 will be used as an example, as part of the explanation of the left-side airbag system 55 and the right-side airbag system 56.

[0058] The right first bag 41 is fixed to the lower part of the right road airbag device 56. As a result, the right first bag 41 is fixed to the vehicle body 2 near the joint between the lower end of the A-pillar 11, which is a structural member provided at the lower part of the vehicle body 2, and the side sill. The right first bag 41 is also stored inside the lower part of the front fender 6 of the vehicle body 2. Then, the right first bag 41 begins to unfold due to the supply of high-pressure gas from the right inflator 31, and breaks the fixing point 15 between the lower part of the front fender 6 and the lower part of the A-pillar 11 of the vehicle body 2. Subsequently, as shown in Figure 13, the right first bag 41 unfolds into a flat plate shape from its fixed position on the vehicle body 2 toward the lower outward side of the front fender 6. Then, as shown in Figure 13, the right first bag 41 comes into contact with the road surface 90 on the outer side of the vehicle body 2 in the vehicle width direction while unfolding. The flat right first bag 41 spreads out and unfolds on the road surface 90 so as to move away from the side of the vehicle body 2 toward the outside. In this way, the right first bag 41 can be deployed from the lower or bottom side of the vehicle body 2 of the vehicle 1 and deployed to a state in which it is pressed against the road surface 90.

[0059] The right second bag 42 is stored from the top to the bottom of the right road surface airbag device 56. As shown in Figure 13, the right second bag 42 is fixed to the right road surface airbag device 56 at the upper part of the right road surface airbag device 56. The right second bag 42 is fixed to the vehicle body 2 at a fixing position above the right first bag 41 with respect to the A pillar 11. Then, the right second bag 42 begins to unfold due to the supply of high-pressure gas from the right inflator 31, and breaks the fixing point 15 between the front fender 6 and the A-pillar 11. Subsequently, as shown in Figure 13, the right second bag 42 unfolds in an annular shape downward from its fixed position to the vehicle body 2 on the outside of the front fender 6.

[0060] Furthermore, the right first bag 41 unfolds inside the right second bag 42, which unfolds in a ring shape. The right first bag 41 and the right second bag 42 may be joined together using tethers, adhesives, etc., to achieve the unfolded state shown in Figure 13. As the right first bag 41 unfolds inside the ring, the right second bag 42 can unfold so as to spread out in a ring in the width direction of the vehicle body 2. As the right second bag 42 unfolds in the width direction on the road surface 90, it can unfold in a ring so as to move away from the side of the vehicle body 2. Furthermore, the right second bag 42, which unfolds in a ring shape, is pressed against the road surface 90 by the right first bag 41, as shown in Figure 13. The right second bag 42, which unfolds in a ring shape, can be held in its unfolded position by the right first bag 41, which is pressed against the road surface 90.

[0061] (Example of pedestrian protection provided by the first and second bags) The right first bag 41 and the right second bag 42 can be unfolded as shown in Figures 12 and 13, and similar effects to those of the embodiments described above can be expected. For example, the right first bag 41 is pressed against the road surface 90 and is less likely to shift from its position in Figures 12 and 13, so it can absorb the impact on pedestrians when they fall or tumble onto the right first bag 41.

[0062] Figure 14 is a schematic diagram illustrating a third state in which a pedestrian falls from the right first bag 41 and right second bag 42 in Figure 12. In Figure 14, the right second bag 42 is deployed in an annular shape in the vehicle width direction on the outside of the front fender 6. The lower part of the right second bag 42 is in contact with the road surface 90 together with the right first bag 41 and is pressed down by the right first bag 41 against the road surface 90. A pedestrian falling from the top of the hood 4 may not necessarily fall out in the vehicle width direction on the outside of the front fender 6. As shown in Figure 14, the pedestrian may fall from the top of the hood 4 towards the rear of the vehicle 1 at an angle.

[0063] The right second bag 42, which is long in the vertical direction and extends in the width direction of the vehicle to form a ring, may come into contact with a pedestrian falling from above the hood 4 towards the diagonal rear of the vehicle 1. The right second bag 42 can be held down by the right first bag 41 against the road surface 90 and supported in such a way as to maintain that state. Therefore, the right second bag 42 can catch the shoulder or other body of a pedestrian that comes into contact with it from the front, and support the pedestrian in a way that makes it difficult for them to move further backward from the caught position. As a result, even if a pedestrian falls from the top of the hood 4 towards the rear of vehicle 1, it will be difficult for them to move behind the right first bag 41. The pedestrian will be caught by the right second bag 42 which unfolds in a ring shape, and then be able to fall onto the right first bag 41. In this manner, the annular second bag 42, which is pressed down on the road surface by the first bag 41, is less likely to shift from its pressed position even when a pedestrian's weight is applied, and can absorb the impact on the pedestrian. The second bag 42 can keep a pedestrian who is trying to move behind the second bag 42 in the position where the second bag 42 is deployed. By deploying the annular second bag 42 so that it is above the first bag 41, and pressing the annular second bag 42 down on the road surface more than the first bag 41, the space in which pedestrian protection is possible can be expanded in this embodiment. Pedestrians become more easily protected.

[0064] Furthermore, by deploying the right first bag 41 and the right second bag 42 on the outside of the front fender 6, pedestrians may have their impact mitigated by the right first bag 41 and the right second bag 42. Pedestrians may be less likely to collide directly with the road surface 90.

[0065] The embodiments described above are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or changes are possible without departing from the spirit of the invention.

[0066] (modified version) In the second embodiment described above, the right road surface airbag device 56 has both a right first bag 41 and a right second bag 42. In addition, for example, the right road surface airbag device 56 may have only the right first bag body 41. Furthermore, the left road surface airbag system 55 may also consist only of the left first bag body 22.

[0067] In the second embodiment described above, the right second bag 42 of the right road surface airbag device 56 is deployed in an annular shape, and the right first bag 41 is deployed inside the annular right second bag 42. In addition, for example, the right first bag 41 may unfold on the underside of the annular right second bag 42. Even in this case, because the right first bag 41 and the right second bag 42 are joined together, the right second bag 42 can unfold in an annular shape. Furthermore, even when the weight of a pedestrian is applied to the right second bag 42, displacement is suppressed by the right first bag 41, which is in planar contact with the road surface 90, and it is expected that the impact on the pedestrian will be mitigated. The same applies to the left road surface airbag system 55. [Explanation of Symbols]

[0068] 1...Vehicle, 2...Body, 4...Hood, 5...Pedestrian airbag, 6...Front fender, 7...Bumper face, 11...A-pillar, 15...Fixing point, 21...Left inflator, 22...Left first bag, 31...Right inflator, 32...Right first bag, 33...First air chamber, 34...Second air chamber, 41...Right first bag, 42...Right second bag, 50...Pedestrian protection device, 51...Front camera, 52...Collision sensor, 53...Pedestrian airbag device, 54...Control unit, 55...Left road surface airbag device, 56...Right road surface airbag device, 90...Road surface

Claims

1. A first air chamber that extends downward from the side or bottom of the vehicle body, A second air chamber is provided on the outer circumferential surface of the first air chamber and unfolds around the first air chamber, It has a first bag having the following characteristics: The first air chamber is, It unfolds downward from the side or bottom of the vehicle body, and unfolds so as to come into contact with the road surface on the outside in the width direction of the vehicle body during unfolding. The second air chamber is, From the outer surface of the first chamber in contact with the road surface, it spreads outward from the first chamber and unfolds on the road surface. Vehicle road airbag system.

2. The first bag body is, It is stored inside the front fender of the aforementioned vehicle body, The fixing between the lower part of the front fender and the lower part of the vehicle body frame member is broken, and the front fender unfolds downward on the inside. The first air chamber, which is deployed, is in contact with the road surface at the lower side of the front fender. A road surface airbag system for a vehicle according to claim 1.

3. The second air chamber is, Provided around the entire circumference of the outer surface of the first air chamber in contact with the road surface, Deployed around the first air chamber that is in contact with the road surface, A road airbag system for a vehicle according to claim 1 or 2.

4. A first bag-like body is fixed to a skeletal member located at the bottom of the vehicle body and extends downward from the side or bottom of the vehicle body, The frame member is fixed to the vehicle body at a fixed position above the first bag, and the annular second bag is stored inside the front fender of the vehicle body. It has, The first bag body is, It unfolds downward from the side or bottom of the vehicle body, and unfolds so as to come into contact with the road surface on the outside in the width direction of the vehicle body during unfolding. The annular second bag is The fixing between the front fender and the frame member of the vehicle body is broken, and the front fender unfolds in an annular shape downwards on the outside of the front fender. As the first bag unfolds inside the second bag which unfolds in a ring shape, it comes into contact with the road surface. Vehicle road airbag system.

5. The first bag body is, While fixed to a skeletal member provided at the lower part of the vehicle body, it is stored inside the lower part of the front fender of the vehicle body. The fixing between the lower part of the front fender and the lower part of the vehicle body frame member is broken, and the outside of the front fender extends downward and outward. During deployment, the vehicle body comes into contact with the road surface on the outside in the width direction of the vehicle. A road airbag system for a vehicle according to claim 4.

Images