vehicle

Abstract

To enhance the restraining force of curtain airbags on occupants in the event of a collision with a vehicle. [Solution] A vehicle according to one aspect of this technology includes a curtain airbag stored in the upper part of the side of the passenger compartment and deployed downward along the side when inflated; an upper pillar trim covering the center pillar and provided with a belt anchor; a lower pillar trim covering the center pillar and continuously positioned below the upper pillar trim; a rotation mechanism capable of rotating at least a portion of the upper pillar trim in the direction of the axis of rotation of the belt anchor; and a locking part that maintains the upper pillar trim in an unrotated state relative to the center pillar.

Description

Technical Field

[0001] This technology relates to the technical field of vehicles that protect passengers by deploying airbags during collisions.

Background Art

[0002] Vehicles are provided with airbags to protect passengers during collisions. There are various types of airbags, and a curtain airbag that protects passengers from collisions against the side of the vehicle is one of them.

[0003] It is desirable for the curtain airbag to contact the passenger's head as soon as possible when a collision occurs with the vehicle. However, simply increasing the size of the airbag requires a large amount of gas to inflate the airbag, and there is a problem that the time until it is fully inflated becomes long.

[0004] In order to solve this problem, Patent Document 1 below discloses a technique for bringing the airbag into contact with the passenger earlier without increasing the size of the airbag by providing a protruding portion in the pillar portion.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, the protruding portion of the configuration described in Patent Document 1 is assumed to be of a size that does not get in the way when the airbag is not inflated. Therefore, when it is necessary to protect a small-statured occupant, or when the front seat slide position is set towards the rear, the time until the rear occupant's head comes into contact with the curtain airbag may be longer, and there is a risk that it will not be able to exert appropriate restraint force.

[0007] This technology was developed in light of the above circumstances and aims to enhance the restraining force of curtain airbags on occupants in the event of a collision with a vehicle. [Means for solving the problem]

[0008] A vehicle according to one aspect of this technology includes a curtain airbag stored in the upper part of the side of the passenger compartment and deployed downward along the side when inflated; an upper pillar trim covering the center pillar and provided with a belt anchor; a lower pillar trim covering the center pillar and continuously positioned below the upper pillar trim; and a rotation mechanism capable of rotating at least a portion of the upper pillar trim in the direction of the axis of rotation of the belt anchor. For example, the upper pillar trim rotates relative to the center pillar in conjunction with the deployment of the curtain airbags during a side collision. The rotation of the upper pillar trim is performed such that, for example, the upper end moves forward and the lower end moves backward. As a result, the curtain airbag, which deploys downward, comes into contact with the rotating upper pillar trim and is guided towards the passenger compartment by being offset. [Effects of the Invention]

[0009] This technology makes it possible to enhance the restraining force of curtain airbags on occupants in the event of a collision with a vehicle. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram showing the exterior of the vehicle. [Figure 2] This figure shows the area near the center pillar of the vehicle as seen from inside the vehicle in the first embodiment. [Figure 3] This is a magnified view showing the state in which the rotation mechanism in the first embodiment is not in operation. [Figure 4] This is a magnified view showing the state in which the rotation mechanism in the first embodiment has started to operate. [Figure 5] This is a magnified view showing the rotating mechanism in operation in the first embodiment. [Figure 6] This is a perspective view showing the curtain airbag inflating and deploying in the first embodiment. [Figure 7] This figure shows the curtain airbag in the first embodiment deployed with an offset towards the center in the vehicle width direction. [Figure 8] This figure shows the area near the center pillar of the vehicle as seen from inside the vehicle in the second embodiment. [Figure 9] This figure shows the area around the center pillar of the vehicle as seen from inside the vehicle in the second embodiment, and illustrates the front and rear seats. [Figure 10] This diagram illustrates the orientation of the ring portion of the belt anchor in the second embodiment, and shows the state in which the occupant's body is not leaning forward. [Figure 11] This diagram illustrates the orientation of the ring portion of the belt anchor in the second embodiment, and shows the occupant's body in a state where it is leaning forward. [Figure 12] This is a cross-sectional view showing the rotating mechanism in the second embodiment in an inactive state. [Figure 13] This is a perspective view showing the rotating mechanism in operation in the second embodiment. [Figure 14] This is a cross-sectional view showing the operating state of the rotation mechanism in the second embodiment. [Figure 15] This is a schematic diagram showing the external appearance of the vehicle in the third embodiment. [Figure 16] It is a diagram showing a state where the first trim rotates about 30°, 60°, and 90° with respect to the center pillar in the rotation mechanism in the third embodiment. [Figure 17] It is a diagram showing the relationship between the amount of rotation of the rotating plate with respect to the rotating base and various conditions in the third embodiment. [Figure 18] It is a flowchart showing an example of the process executed by the control unit in the third embodiment. [Figure 19] It is a diagram showing a state where the curtain airbag in the third embodiment is deployed with one - step offset toward the center in the vehicle width direction. [Figure 20] It is a diagram showing a state where the curtain airbag in the third embodiment is deployed with two - step offset toward the center in the vehicle width direction.

Embodiments for Carrying out the Invention

[0011] <1. Configuration of the Vehicle> The configuration of the vehicle 1 in the first embodiment will be described with reference to FIG. 1. In the following description, the forward direction of the vehicle is regarded as the front, and the front - rear direction is described. The left - right direction is shown in the state facing the front of the vehicle.

[0012] The vehicle 1 includes a front window 2, a plurality of side windows 3, and a rear window 4. The framework between the front window 2 and the side windows 3 is provided as a front pillar 5, the framework between the side windows 3 is provided as a center pillar 6, and the framework between the side windows 3 and the rear window 4 is provided as a rear pillar 7.

[0013] The upper end portions of each of the front pillar 5, the center pillar 6, and the rear pillar 7 are connected to a plate - shaped roof 8 facing the vertical direction.

[0014] The vehicle 1 includes sensors 9 and a control device 10. The sensors 9 can be various. In this example, as an example, it includes an impact sensor 9a.

[0015] The impact sensor 9a is a sensor that detects impacts applied to the vehicle 1 from the outside. The detection signal from the impact sensor 9a is output to the control device 10 as appropriate.

[0016] Note that the sensors 9 shown in Figure 1 are just examples; for example, acceleration sensors, pressure sensors, temperature sensors, vehicle attitude sensors, etc., can be used.

[0017] The control device 10 is configured to have one or more processors, memory units, etc., and realizes predetermined functions by executing a predetermined program. For example, the control device 10 determines whether or not to deploy various airbags based on sensor signals output from various sensors 9, such as the impact sensor 9a.

[0018] Figure 2 shows a view of the area around the center pillar 6 of vehicle 1, as seen from the passenger compartment side.

[0019] Vehicle 1 has the front seat SeF and rear seat SeR mounted on the upper part of the floor panel.

[0020] The front seats (SeF) are located in pairs, separated on the left and right sides. Figure 2 illustrates one of the front seats (SeF).

[0021] The rear airbags AB are housed inside the front seat SeF. The rear airbags AB inflate and deploy in front of the rear seat occupants' heads as appropriate, according to the control of the control device 10.

[0022] A roof trim 11, which serves as an interior component, is provided on the passenger compartment side of the roof 8.

[0023] A front pillar trim 12, which serves as an interior component, is provided on the passenger compartment side of the front pillar 5.

[0024] A center pillar trim 13, which serves as an interior component, is provided on the passenger compartment side of the center pillar 6.

[0025] In the left and right side edges of the roof 8 and the front pillar 5, curtain airbags 14 are housed between interior components such as the roof trim 11 and front pillar trim 12 and the frame.

[0026] The curtain airbag 14 is formed in a bag shape and, when a side collision or offset collision occurs with the vehicle 1, inflates and deploys approximately downward under the control of the control device 10.

[0027] The center pillar trim 13 consists of an upper pillar trim 15 positioned above and a lower pillar trim 16 positioned below. In Figure 2, the lower pillar trim 16 is shown, with its internal components indicated by dashed lines.

[0028] The lower pillar trim 16 is provided continuously below the upper pillar trim 15.

[0029] The upper pillar trim 15 and the lower pillar trim 16 are provided as separate components and can be separated as needed.

[0030] The upper pillar trim 15 has a surface facing the vehicle width direction and a first trim 15a, and a pair of second trims 15b that extend from both ends of the first trim 15a in the front-rear direction toward the side window 3 or rear window 4 and have surfaces facing the front-rear direction.

[0031] A space is formed between the upper pillar trim 15 and the lower pillar trim 16 and the center pillar 6. Various structures related to the seat belt 17 are housed in the space around and inside the upper pillar trim 15 and the lower pillar trim 16.

[0032] Specifically, a belt anchor 18 having a ring-shaped portion through which a seat belt 17 is inserted is provided near the upper pillar trim 15. The belt anchor 18 may be adjustable in the vertical direction relative to the upper pillar trim 15.

[0033] A pretensioner mechanism 19 is located in the space between the lower pillar trim 16 and the center pillar trim 13. The pretensioner mechanism 19 is a mechanism that allows the seat belt 17 to be retracted by instruction from the control device 10 when a collision occurs with the vehicle 1. That is, the control device 10 determines whether or not to operate the pretensioner mechanism 19 based on signals from the sensors 9.

[0034] The belt anchor 18 is a component that redirects the seat belt 17, which extends approximately upward from between the upper pillar trim 15 and the lower pillar trim 16, so that it extends towards the shoulders of the front seat occupants.

[0035] As shown in Figure 3, the belt anchor 18 has a ring portion 20 and a shaft portion 22 that extends approximately in the vehicle width direction. The overall length of the shaft portion 22 is variable.

[0036] Vehicle 1 is equipped with a rotation mechanism 23 that rotates the first trim 15a of the upper pillar trim 15 of the center pillar trim 13 in the direction D1 around the axis Ax1 relative to the center pillar 6.

[0037] The rotating mechanism 23 comprises a rotating base 24 and a rotating plate 25, which are two disc-shaped members facing approximately in the vehicle width direction, and an elastic member 26.

[0038] The rotating base 24 and the rotating plate 25 are arranged facing each other.

[0039] The rotating base 24 is attached to one end of the shaft portion 22 of the belt anchor 18. The upper end of the ring portion 20 is attached to the end of the shaft portion 22.

[0040] The rotating plate 25 is fixed to the first trim 15a.

[0041] A compressed coil spring, acting as an elastic member 26, is positioned between the rotating base 24 and the rotating plate 25.

[0042] Furthermore, the compressed state of the elastic member 26 allows the rotating plate 25 to rotate relative to the rotating base 24 in the direction D1 around the axis of the rotation axis Ax1 as the elastic member 26 returns to its natural length.

[0043] Here, of the axial direction D1, the clockwise direction when facing the center pillar 6 directly from the passenger compartment is defined as direction D1, and the counterclockwise direction is defined as direction D1b.

[0044] During manufacturing, the elastic member 26 is attached to the rotating base 24 at one end and to the rotating plate 25 at the other end, and a force is applied in a direction that brings the rotating base 24 and the rotating plate 25 closer together. At this time, the elastic member 26 is compressed while a force is applied to the rotating base 24 that twists the rotating plate 25 in direction D1.

[0045] Therefore, when the elastic member 26 returns from the compressed state to its natural length, the rotating plate 25 rotates in the direction D1b and moves away from the rotating base 24.

[0046] Vehicle 1 is equipped with a locking mechanism 23 that maintains a close proximity between the rotating base 24 and the rotating plate 25. The locking portion 27 maintains the compressed state of the compression coil spring, which acts as the elastic member 26.

[0047] Various mechanisms are conceivable for the locking mechanism 27. For example, the locking mechanism 27 may be a wire member with one end attached to the rotating base 24 of the rotating mechanism 23 and the other end attached to the vehicle body structure near the center pillar 6.

[0048] The locking portion 27, acting as a wire component, is stretched with a constant tension, thereby maintaining the rotating base portion 24 in close proximity to the rotating plate 25.

[0049] The belt anchor 18 is designed to be directional, or in a variable position, depending on the posture of the occupant in the front seat SeF.

[0050] For example, Figure 3 shows the belt anchor 18 when the occupant of the front seat SeF is in a normal driving position. The occupant's position in the front seat SeF shown in Figure 3 is described as the "normal position".

[0051] Furthermore, Figure 4 shows the belt anchor 18 in the event of a collision involving vehicle 1, where the upper body of the occupant of the front seat SeF is severely tilted forward. The posture of the occupant of the front seat SeF shown in Figure 4 is referred to as the "collision posture."

[0052] As shown in Figures 3 and 4, when the occupant assumes a collision posture, the orientation of the ring portion 20 relative to the shaft portion 22 is more forward than when the occupant assumes a normal posture. Also, the tension applied to the ring portion 20 by the seat belt 17 is stronger in the collision posture than in the normal posture.

[0053] Since one end of the ring portion 20 is attached to one end of the shaft portion 22, and the overall length of the shaft portion 22 is variable, when the seat belt 17 is pulled strongly forward, the shaft portion 22 extends and its overall length increases.

[0054] Furthermore, the wire member acting as the locking part 27 is cut during the extension of the shaft portion 22. In other words, the locking part 27 is released during the extension of the shaft portion 22. As a result, the shaft portion 22 is fully extended and reaches its maximum length. The unlocking of the locking mechanism 27 may be achieved by a physical mechanism or by electronic control by the control device 10.

[0055] As the shaft portion 22 extends, the rotating base portion 24 attached to one end of the shaft portion 22 moves away from the rear end of the rotating plate 25 at its rear end. In other words, the rotating base 24 moves relative to the rotating plate 25 so that the bivalve shell opens.

[0056] As a result, a stronger force is applied to the contact point between the rotating base 24 and the rotating plate 25, in other words, to the front end.

[0057] Furthermore, the compressed elastic member 26, positioned between the rotating base 24 and the rotating plate 25, returns to its natural length state when the rear end of the rotating base 24 and the rear end of the rotating plate 25 are separated.

[0058] During the process in which the elastic member 26 returns from a compressed state to its natural length, the rotating plate 25 rotates relative to the rotating base 24 in the direction D1 around the axis Ax1 of the rotation axis. Although not shown in the figures, the rotation of the rotating plate 25 relative to the rotating base 24 is stopped at approximately 90 degrees.

[0059] Since the rotating plate 25 is fixed to the first trim 15a, as shown in Figure 5, the first trim 15a rotates in direction D1b relative to the center pillar 6 as the rotating plate 25 rotates.

[0060] The rotation of the rotating plate 25 in direction D1b relative to the rotating base 24 occurs before the curtain airbag 14 inflates downward and fully deploys.

[0061] Therefore, during the inflation and deployment process, the curtain airbag 14 contacts the first trim 15a from above, which is rotated relative to the rotating base 24, that is, the first trim 15a which is in a position extending substantially in the longitudinal direction of the vehicle.

[0062] The approximately central portion of the curtain airbag 14 in the longitudinal direction inflates and deploys between the front seat SeF and the upper pillar trim 15, and between the front seat SeF and the lower pillar trim 16. However, as shown in Figure 6, it is repelled by a forceful collision with the first trim 15a, which is rotated relative to the rotating base 24, and deploys offset further towards the center Di, as shown in Figure 7.

[0063] As a result, in the event of a collision from the front of the vehicle 1, or when a yawing motion occurs in the occupants, the head of the rear seat occupant, which is leaning towards the space between the front seat SeF and the upper pillar trim 15 or lower pillar trim 16, will make contact with the curtain airbag 14 at an early stage, thereby protecting the occupant's head.

[0064] <2. Second Embodiment> Vehicle 1 in the second embodiment will now be described. In the following description, the differences from the first embodiment will be mainly explained, and other parts will be omitted as appropriate.

[0065] In this embodiment, the vehicle 1 differs from the first embodiment in the configuration of the belt anchor 18 and the rotation mechanism 23.

[0066] Specifically, the belt anchor 18 comprises a ring portion 20 and a pivot hole 21 that serves as the center of rotation.

[0067] A shaft portion 22, extending approximately in the vehicle width direction, is inserted through the rotation hole 21 of the belt anchor 18. The shaft portion 22 is not shown in Figure 8 and will be explained in more detail in other figures later.

[0068] As shown in Figures 9 and 10, the rotating hole 21 formed in the belt anchor 18 is rotatable in the direction D1 around the axis Ax1 relative to the shaft portion 22. The rotating axis Ax1 is an axis that extends in the same direction as the shaft portion 22, that is, an axis that extends approximately in the direction of the vehicle width.

[0069] In other words, the ring portion 20 is capable of relative rotation in the direction D1 around the axis Ax1, with the center of the pivot hole 21 as the pivot point.

[0070] The rotation of the ring portion 20 in the direction D1 around the axis Ax1 follows the change in the position of the occupant's shoulder, as shown in Figures 9 and 10.

[0071] Vehicle 1 is equipped with a rotation mechanism 23 that rotates the first trim 15a of the upper pillar trim 15 of the center pillar trim 13 in the direction D1 around the axis Ax1 relative to the center pillar 6. The rotation mechanism 23 is not shown in Figures 9 and 10.

[0072] The configuration of the rotating mechanism 23 and the parts related to the rotational operation of the rotating mechanism 23 will be explained with reference to Figures 11 and 12.

[0073] The front end 15a1 of the first trim 15a is provided so as to protrude outwards in the vehicle width direction. The rear end 15a2 of the first trim 15a is also provided so as to protrude outwards in the vehicle width direction.

[0074] In the following explanation, the direction in the center of the vehicle width will be referred to as the center direction Di, and the direction opposite to the center direction Di will be referred to as the outward direction Do.

[0075] The shaft portion 22 is a shaft-shaped member that extends in the vehicle width direction, with the end on the passenger compartment side being the inner end 22a and the end on the outside of the vehicle being the outer end 22b. The shaft portion 22 is inserted through a through hole 6a formed in the center pillar 6, which is oriented roughly in the direction of the vehicle width.

[0076] The inner end portion 22a is positioned, for example, in the central direction Di relative to the belt anchor 18, and is formed in a disc shape with a larger diameter than the rotation hole 21 of the belt anchor 18. The inner end portion 22a functions as a retaining portion to prevent the belt anchor 18 from falling off the shaft portion 22.

[0077] The outer end portion 22b is located on the outside of the vehicle, beyond the center pillar 6, for example, by inserting the shaft portion 22 through the through hole 6a. The outer end portion 22b is formed in a disc shape with a diameter larger than that of the through hole 6a. The outer end portion 22b functions as a retaining part to prevent the shaft portion 22 from falling out of the through hole 6a.

[0078] The shaft portion 22 is slidable approximately in the vehicle width direction relative to the center pillar 6. The outer end portion 22b of the shaft portion 22 is positioned offset to the outside of the vehicle from the through hole 6a when the rotation mechanism 23 is not in operation. Furthermore, the shaft portion 22 is not capable of rotating in the axial direction D1 relative to the center pillar 6.

[0079] The rotating mechanism 23 comprises a rotating base 24 and a rotating plate 25, which are two disc-shaped members, and an elastic member 26.

[0080] The rotating base 24 and the rotating plate 25 are arranged facing each other.

[0081] The rotating base 24 and the rotating plate 25 each have recesses formed on their opposing surfaces. The space formed integrally by the recesses in the rotating base 24 and the rotating plate 25 is designated as the arrangement space SP in which the elastic member 26 is placed.

[0082] The rotating base 24 is fixed, for example, to the shaft 22. As a result, the rotating base 24 is neither rotatable nor slidable relative to the center pillar 6.

[0083] The rotating plate 25 is fixed to the first trim 15a of the upper pillar trim 15, but is not fixed to the shaft portion 22. The rotating plate 25 is capable of rotating in the axial direction D1 relative to the shaft portion 22 and the rotating base portion 24.

[0084] The elastic member 26 is positioned in a space SP formed between the rotating base 24 and the rotating plate 25, biased in a direction that separates the rotating base 24 and the rotating plate 25. In other words, the elastic member 26 functions as a biasing member that biases the rotating base 24 in a direction that separates it from the rotating plate 25.

[0085] Vehicle 1 is equipped with a locking mechanism 23 that maintains a close proximity between the rotating base 24 and the rotating plate 25. The locking portion 27 maintains the compressed state of the compression coil spring, which acts as the elastic member 26.

[0086] Various mechanisms are conceivable for the locking mechanism 27. For example, the locking mechanism 27 may be a wire member with one end attached to the rotating base 24 of the rotating mechanism 23 and the other end attached to the vehicle body structure near the center pillar 6.

[0087] The locking portion 27, acting as a wire component, is stretched with a constant tension, thereby maintaining the rotating base portion 24 in close proximity to the rotating plate 25.

[0088] Furthermore, the compressed state of the elastic member 26 allows the rotating plate 25 to rotate relative to the rotating base 24 in the direction D1 around the axis of the rotation axis Ax1 as the elastic member 26 returns to its natural length.

[0089] When the elastic member 26 returns from a compressed state to its natural length, the rotating plate 25 rotates in direction D1b relative to the rotating base 24 and moves away from it.

[0090] Furthermore, when the elastic member 26 is in a compressed state, a rotation restricting portion is provided that restricts the rotation of the rotating plate 25 relative to the rotating base 24.

[0091] In this example, the rotation-restricting portion is positioned such that the front end 15a1 and rear end 15a2 of the first trim 15a are in surface contact with the front and rear surfaces of the center pillar 6, thereby restricting the rotation of the first trim 15a relative to the center pillar 6.

[0092] Figures 13 and 14 show the state in which the tension of the wire member acting as the locking part 27 is released. In addition, to illustrate the rotation of the rotating base 24 and the rotating plate 25 in the axial direction D1, marks X are shown at specific locations in the circumferential direction of the rotating base 24 and the rotating plate 25 in Figures 11 and 13. These marks X are for illustrative purposes only and do not actually need to be present on the rotating base 24 or the rotating plate 25.

[0093] When the tension in the wire member acting as the locking part 27 is released, the force pressing the rotating base 24 outward in the Do direction disappears. As a result, the compression coil spring acting as the elastic member 26 stretches and returns to its natural length or a state close to its natural length.

[0094] Furthermore, in the event of a collision with vehicle 1, the occupants of the front seats SeF assume a collision posture, causing the belt anchor 18 to be strongly pulled in the central direction Di, or in the central direction Di and forward, as shown in Figures 13 and 14.

[0095] As a result, the shaft portion 22 moves axially with respect to the rotation axis Ax1, in other words, in the direction of the center Di, via the belt anchor 18.

[0096] The movement of the elastic member 26 back to its natural length and the movement of the shaft portion 22 toward the center Di cause the outer end 22b of the shaft portion 22 to come into contact with the through hole 6a of the center pillar 6.

[0097] As shown in the figure, when the compression coil spring, which acts as the elastic member 26, returns to its natural length, the rotating plate 25 is rotated in direction D1b relative to the rotating base 24 compared to the compressed state.

[0098] Furthermore, when the rotating plate 25 is rotated relative to the rotating base 24, the first trim 15a of the upper pillar trim 15 to which the rotating plate 25 is attached is also rotated in direction D1b relative to the rotating base 24.

[0099] Furthermore, the wire member serving as the locking part 27 is configured to be cut, for example, when the explosives for the inflation and deployment of the curtain airbag 14 are ignited, so that the rotating plate 25 rotates relative to the rotating base 24 in accordance with the inflation and deployment of the curtain airbag 14.

[0100] Furthermore, the rotation of the rotating plate 25 in direction D1b relative to the rotating base 24 occurs before the curtain airbag 14 inflates downward and fully deploys.

[0101] Therefore, similar to the first embodiment, the approximately central portion of the curtain airbag 14 in the front-rear direction is repelled by forcefully colliding with the first trim 15a, which is rotated relative to the rotating base 24 as shown in Figure 6, and deploys with a large offset in the central direction Di as shown in Figure 7.

[0102] As a result, in the event of a collision from the front of the vehicle 1, or when a yawing motion occurs in the occupant, the occupant's head, which is changing from a normal position to a collision position between the front seat SeF and the upper pillar trim 15 or lower pillar trim 16, will come into contact with the curtain airbag 14 early, thereby protecting the occupant's head.

[0103] <3. Third Embodiment> The vehicle 1 in the third embodiment differs from the first and second embodiments in that it controls the amount of rotation of the first trim 15a of the upper pillar trim 15 relative to the center pillar 6. In the following description, we will mainly explain the differences between the first and second embodiments, and will omit explanations of other parts as appropriate.

[0104] The configuration of vehicle 1 is shown in Figure 15.

[0105] Vehicle 1 is equipped with not only an impact sensor 9a but also a spring sensor 9b as part of its sensor array 9.

[0106] The spring sensor 9b is a sensor located under the seat cushion of the rear seat of the vehicle 1, and is a sensor that detects the gravitational force exerted on the seat cushion by the rear seat occupant. The spring sensor 9b is provided, for example, as a sensor that detects the degree of compression of a spring located under the seat cushion in order to improve the seating comfort of the rear seat occupant. The detection signal from the spring sensor 9b is output to the control device 10 as appropriate.

[0107] The control device 10 estimates the state of the rear-seat occupant based on the detection signal from the spring sensor 9b. For example, if it is estimated that an external impact has been applied to the vehicle 1 based on the detection signal from the impact sensor 9a, and the spring sensor 9b further detects that the compression of the spring has decreased, the control device 10 detects that the upper body of the rear-seat occupant has tilted significantly forward.

[0108] Vehicle 1 is configured to control the amount of rotation of the first trim 15a by a rotating mechanism 23.

[0109] Specifically, vehicle 1 has a wire member as the locking part 27. Unlike the first and second embodiments, the wire member as the locking part 27 can be switched bidirectionally between a "tensioned state" where a certain amount of tension is applied and a "relaxed state" where no tension is applied. That is, it is possible not only to transition the locking part 27 from the tensioned state to the relaxed state, but also to transition the locking part 27 from the relaxed state back to the tensioned state.

[0110] For example, after transitioning the wire member acting as the locking part 27 from a tensioned state to a relaxed state, the control device 10 transitions the locking part 27 back from the relaxed state to a tensioned state after a predetermined time T1 has elapsed. As a result, for example, as shown by the solid line in Figure 16, the first trim 15a in the vehicle 1 stops rotating at an angle of approximately 30 degrees relative to the center pillar 6.

[0111] Furthermore, after the wire member acting as the locking part 27 is shifted from a tensioned state to a relaxed state, the control device 10 shifts the locking part 27 back from the relaxed state to a tensioned state once a predetermined time T2 has elapsed. As a result, for example, as shown by the dashed line in Figure 16, the first trim 15a in the vehicle 1 stops rotating at an angle of approximately 60 degrees relative to the center pillar 6.

[0112] Furthermore, after transitioning the wire member acting as the locking part 27 from a taut state to a relaxed state, the control device 10 maintains the relaxed state. As a result, for example, as shown by the dashed line in Figure 16, the first trim 15a in the vehicle 1 stops rotating at an angle of approximately 90 degrees relative to the center pillar 6.

[0113] The amount of offset to the center direction Di when the curtain airbag 14 inflates and deploys varies depending on the amount of rotation of the first trim 15a relative to the center pillar 6. Specifically, the offset amounts are listed in descending order as follows: first trim 15a no rotation, 30 degrees rotation, 60 degrees rotation, and 90 degrees rotation. Note that this is merely one example.

[0114] Various configurations can be considered to stop the rotation of the rotating plate 25 relative to the rotating base 24 at a predetermined angle. For example, a continuous series of recesses and protrusions in the circumferential direction can be formed on the outermost periphery of the surface of the rotating base 24 that faces the rotating plate 25. Similarly, a continuous series of recesses and protrusions in the circumferential direction can be formed on the outermost periphery of the surface of the rotating plate 25 that faces the rotating base 24.

[0115] As a result, when the rotating base 24 and the rotating plate 25 are separated, the rotation of the rotating plate 25 relative to the rotating base 24 continues. When the rotating base 24 and the rotating plate 25 are close together, the recesses and protrusions formed on the outermost periphery of the rotating base 24 and the rotating plate 25 engage, stopping the rotation of the rotating plate 25 relative to the rotating base 24.

[0116] Figure 17 shows the relationship between the amount of rotation of the rotating plate 25 relative to the rotating base 24 controlled by the control device 10 of the vehicle 1 and various conditions.

[0117] The control device 10 controls the amount of rotation of the first trim 15a according to the physique of the front and rear seat occupants.

[0118] Various methods can be devised to estimate the physique of the front and rear seat occupants, and Figure 17 shows one example.

[0119] For example, the control device 10 estimates the size of the front seat occupant based on the angle of the seat belt at the belt anchor 18. Specifically, if the angle between the seat belt before it is folded back by the belt anchor 18 and the seat belt after it is folded back is large, the control device 10 estimates that the front seat occupant is large. Conversely, if the angle is small, the control device 10 estimates that the front seat occupant is small.

[0120] Furthermore, if the vertical position of the belt anchor 18 can be changed, the control device 10 may estimate that the higher the vertical position of the belt anchor 18, the larger the occupant of the front seat is.

[0121] Furthermore, the control device 10 estimates the size of the rear seat occupant based on the degree of compression of the spring located under the seat cushion of the rear seat SeR, and the change in the input load to the spring before and after the collision. Specifically, if the degree of compression is large, or if there is a large change in the input load to the spring before and after the collision, the control device 10 estimates that the rear seat occupant is large.

[0122] Furthermore, the magnitude of the impact when the knees of the rear seat occupants come into contact with the back of the front seat SeF may be used to estimate the physique of both the front and rear seat occupants.

[0123] For example, if the impact is significant when a rear-seat passenger's knees come into contact with the back of the front seat SeF, the control device 10 estimates that both the front and rear-seat passengers are large in stature. A particularly large impact occurs when the distance between the rear seat occupant's knees and the back of the front seat SeF is small, suggesting that the front seat SeF is positioned further back and the rear seat occupant is large in build.

[0124] Furthermore, if the impact is small, the control device 10 estimates that both the front and rear seat occupants are small in stature. A small impact occurs when the distance between the rear seat occupant's knees and the back of the front seat SeF is large, suggesting that the front seat SeF is positioned forward and the rear seat occupant is small in stature.

[0125] Furthermore, if the impact is moderate, the control device 10 estimates that one of the occupants in the front seat or the rear seat is larger in build, and the other occupant is smaller in build.

[0126] The control device 10 controls the amount of rotation of the first trim 15a relative to the center pillar 6 according to the occupant's physique, which is estimated based on these various factors.

[0127] Specifically, if both the front and rear seat occupants are large in stature, the control device 10 will not rotate the first trim 15a. In other words, the control device 10 will not release the locking mechanism 27.

[0128] When both the front and rear seat occupants are large in stature, even if the rear seat occupant's head tilts forward at an angle during a collision, it will make contact with the rear seat airbags A and B relatively quickly. Therefore, the control device 10 does not release the locking mechanism 27 and does not rotate the first trim 15a relative to the center pillar 6.

[0129] Furthermore, if the front seat occupant is small in stature and the rear seat occupant is large in stature, the control device 10 rotates the first trim 15a approximately 30 degrees relative to the center pillar 6. That is, after releasing the locking mechanism 27, the control device 10 re-locks the trim 15a after a time T1 has elapsed. As a result, the first trim 15a is rotated approximately 30 degrees relative to the center pillar 6 before the rotation stops.

[0130] When the front seat occupant is small in build and the rear seat occupant is large in build, when the rear seat occupant's head tilts diagonally forward during a collision, there is a certain distance between the rear seat airbag AB and the head, so the amount of offset in the central direction Di when the head contacts the rear seat airbag AB is considered to be moderate. In this case, since the rear seat occupant is likely to be large in build and have a large head, even if the amount of offset in the central direction Di when the curtain airbag 14 inflates and deploys is small, it is possible to advance the timing of contact between the rear seat occupant's head and the curtain airbag 14 to some extent.

[0131] Therefore, the first trim 15a is stopped with a rotation of 30 degrees relative to the center pillar 6. As a result, the curtain airbag 14 inflates and deploys with a slight offset towards the center Di, as shown in Figure 19.

[0132] Furthermore, if the front seat occupant is large and the rear seat occupant is small, the control device 10 rotates the first trim 15a approximately 60 degrees relative to the center pillar 6. That is, after releasing the locking mechanism 27, the control device 10 re-locks the trim 15a after a time T2 has elapsed. As a result, the first trim 15a is rotated approximately 60 degrees relative to the center pillar 6 before the rotation stops.

[0133] When the front seat occupant is large and the rear seat occupant is small, when the rear seat occupant's head tilts diagonally forward during a collision, there is a certain distance between the rear seat airbag AB and the head, so the amount of offset Di in the central direction when the head contacts the rear seat airbag AB is considered to be moderate. In this case, since the rear seat occupant is likely to be small in build and have a small head, the amount of offset Di in the central direction when the curtain airbag 14 inflates and deploys must be increased in order to appropriately advance the timing of contact between the rear seat occupant's head and the curtain airbag 14.

[0134] Therefore, the first trim 15a is stopped with a rotation of 60 degrees relative to the center pillar 6. As a result, the curtain airbag 14 is inflated and deployed with a moderate offset towards the center Di, as shown in Figure 20.

[0135] In addition, if both the front and rear seat occupants are small in stature, the control device 10 rotates the first trim 15a approximately 90 degrees relative to the center pillar 6. That is, after releasing the locking mechanism 27, the control device 10 does not re-lock the first trim 15a. As a result, the first trim 15a rotates approximately 90 degrees relative to the center pillar 6 before the rotation stops.

[0136] When both the front and rear seat occupants are small in stature, if the rear seat occupant's head tilts diagonally forward during a collision, there will be a considerable distance between the rear seat airbag AB and the head. This results in a large offset in the central direction Di when the head contacts the rear seat airbag AB. In this case, since the rear seat occupant is likely to be small in stature and have a small head, the offset in the central direction Di when the curtain airbag 14 inflates and deploys must be maximized to appropriately advance the timing of contact between the rear seat occupant's head and the curtain airbag 14.

[0137] Therefore, the first trim 15a is stopped with a rotation of 90 degrees relative to the center pillar 6. As a result, the curtain airbag 14 is inflated and deployed with a large offset towards the center Di, as shown in Figure 7.

[0138] Figure 18 shows an example of the processing performed by the control device 10 of vehicle 1. Note that the processing shown in Figure 18 is an excerpt of only the processing related to the operation of the curtain airbag 14.

[0139] Furthermore, although each process shown in Figure 18 is executed by the processor and circuits of the control device 10, for the sake of explanation, it will be described here as "executed by the control device 10".

[0140] In step S101 shown in Figure 18, the control device 10 acquires detection results from the sensors 9.

[0141] In step S102, the control device 10 determines whether the conditions for the curtain airbag 14 to operate have been met. The curtain airbag 14 may operate when various types of collisions are detected, or it may operate preventively when various types of collisions are anticipated.

[0142] If the control device 10 determines that the operating conditions are not met (step S102: No determination), it returns to step S101. That is, the control device 10 continues to acquire detection results from the sensors 9, which act as detection units, until the operating conditions are met.

[0143] On the other hand, if it is determined that the operating conditions have been met (step S102: Yes determination), the control device 10 determines the amount of rotation of the first trim 15a relative to the center pillar 6 in step S103. The process in step S103 can be rephrased as the process of determining the elapsed time from when the wire member acting as the locking part 27 is moved from a tensioned state to a relaxed state, and then back to a predetermined tensioned state.

[0144] Next, in step S104, the control device 10 activates the pretensioner mechanism 19.

[0145] In step S105, the control device 10 determines whether or not to rotate the first trim 15a. For example, if both the front and rear seat occupants are large in size, as shown in Figure 17, the control device 10 determines in step S105 not to rotate the first trim 15a. In this case, the control device 10 proceeds to the process in step S110.

[0146] On the other hand, if it is determined in step S105 to perform rotation 15a, for example, if it is determined that the occupant of either the front or rear seat is small in stature, as shown in Figure 17, the control device 10 proceeds to the process in step S106.

[0147] In step S106, the control device 10 unlocks the locking mechanism 27. This initiates the rotation of the first trim 15a relative to the center pillar 6.

[0148] In step S107, the control device 10 determines whether or not to relock the locking mechanism 27. For example, if it is determined that the first trim 15a should be rotated 90 degrees relative to the center pillar 6, the control device 10 will not relock the locking mechanism 27 and will automatically stop the rotation of the first trim 15a mechanically. In this case, the control device 10 determines in step S107 that it will not relock the mechanism and proceeds to the process in step S110.

[0149] On the other hand, if it is determined that the locking part 27 should be relocked, for example, if it is determined that the first trim 15a should be rotated 30 degrees or 60 degrees relative to the center pillar 6, the control device 10 proceeds to step S108 and determines whether a predetermined time has elapsed.

[0150] The predetermined time is the time T1 required to rotate the first trim 15a by 30 degrees, and the time T2 required to rotate 15a by 60 degrees.

[0151] If the control device 10 determines that the predetermined time has not elapsed, it repeats the process in step S108. On the other hand, if the control device 10 determines that the predetermined time has elapsed, it proceeds to step S109 and performs relocking by the locking unit 27.

[0152] In other words, in step S108, the control device 10 waits for a predetermined time to set the rotation angle of the first trim 15a with respect to the center pillar 6 appropriately.

[0153] In step S110, the control device 10 activates the inflation mechanism of the curtain airbag 14 by igniting the explosives, etc.

[0154] The control device 10 completes the process related to the deployment of the curtain airbag 14 upon completion of step S110.

[0155] Note that the processing timing of steps S104 and S110 shown in Figure 18 is merely an example. For example, even if each process from step S103 onwards is executed after step S110, if the rotation of the first trim 15a is completed before the curtain airbag 14 is fully inflated, step S110 may be executed before step S104.

[0156] <4. Variation> The control device 10 may use images output from a camera that photographs the vehicle interior to estimate the physique of the front and rear seat occupants. Specifically, the control device 10 may estimate the physique of each occupant based on the image analysis results and use this to control the amount of rotation of the first trim 15a.

[0157] These cameras may also include cameras used in driver monitoring systems (DMS).

[0158] Furthermore, a sensor that detects the fore-aft position of the front seat SeF may be used to estimate the distance between the head of the rear seat occupant and the rear seat airbag AB.

[0159] In addition to the above, the control device 10 may also use output signals from various sensors that detect the vehicle's speed, steering angle, etc., to determine the amount of rotation of the first trim 15a. In other words, the control device 10 can use any of the sensors provided in the vehicle 1 to determine the amount of rotation of the first trim 15a.

[0160] Furthermore, while the rotation angle of the first trim 15a relative to the center pillar 6 was controlled in 30-degree increments in the example described above, it may be controlled with even finer increments.

[0161] Furthermore, in order to vary the amount of rotation of the first trim 15a relative to the center pillar 6, the vehicle 1 may be equipped with multiple locking mechanisms. For example, vehicle 1 may be equipped with three locking parts 27 as a locking mechanism. The amount of rotation of the first trim 15a relative to the center pillar 6 may be 30 degrees when one locking part 27 is released, 60 degrees when two locking parts 27 are released, and 90 degrees when all three locking parts 27 are released.

[0162] Alternatively, vehicle 1 may be equipped with a pin and hole in addition to the locking mechanism 27 to stop the relative rotation of the rotating base 24 and the rotating plate 25. For example, the locking mechanism 27 is released when the rotation of the first trim 15a is started. Then, when stopping the rotation of the first trim 15a, the relative rotation of the rotating base 24 and the rotating plate 25 may be stopped by inserting a pin provided on either the rotating base 24 or the rotating plate 25 into a hole provided on the other.

[0163] Thus, various mechanisms can be considered to achieve the rotation of the first trim 15a relative to the center pillar 6.

[0164] Furthermore, the locking mechanism 27 may be released by electronic control of the control device 10. For example, the control device 10 may release the lock on the locking mechanism 27 based on the sensor output detecting the angle of the seat belt 17 and the sensor output detecting the tension applied to the seat belt. By detecting not only the angle but also the tension of the seat belt 17, the first trim 15a of the upper pillar trim 15 can be rotated relative to the center pillar 6 only when the occupant's upper body tilts forward significantly and quickly in response to a strong impact being applied to the vehicle 1.

[0165] Various conditions can be considered for the control device 10 to inflate and deploy the curtain airbag 14. For example, the control device 10 may detect that a collision has occurred based on the output of the impact sensor 9a, and when the angle between the belt anchor 18 and the upper pillar trim 15 exceeds a predetermined angle, it may control the locking mechanism 27 to release the lock.

[0166] <5. Summary> As described in the examples above, the vehicle 1 includes a curtain airbag 14 stored in the upper part of the side of the passenger compartment and deployed downward along the side when inflated, an upper pillar trim 15 covering the center pillar 6 and provided with a belt anchor 18, a lower pillar trim 16 covering the center pillar 6 and continuously positioned below the upper pillar trim 15, and a rotating mechanism 23 that can rotate at least a portion of the upper pillar trim 15 (first trim 15a) in the direction D1 (direction D1b) around the axis Ax1 of the belt anchor 18. For example, the upper pillar trim 15 rotates relative to the center pillar 6 in conjunction with the deployment of the curtain airbag 14 during a side collision of the vehicle 1. The rotation of the upper pillar trim 15 is performed such that, for example, the upper end moves forward and the lower end moves backward. As a result, the curtain airbag 14, which deploys downward, comes into contact with the rotated upper pillar trim 15 and is guided to be offset towards the passenger compartment. Therefore, the curtain airbag 14 can quickly press against the heads of rear-seat occupants, reducing the risk of injury to occupants and improving safety. In particular, when vehicle 1 experiences yawing behavior, the heads of rear-seat occupants tilt towards the space between the center pillar trim 13 of the center pillar 6 and the front seat SeF. In such cases, the curtain airbag 14 deploys offset towards the passenger compartment, significantly improving the safety of rear-seat occupants.

[0167] Vehicle 1 may be equipped with a locking mechanism 27 that maintains the upper pillar trim 15 in an unrotated state relative to the center pillar 6. By providing the locking mechanism 27 in vehicle 1, it is possible to prevent the upper pillar trim 15 from rotating unintentionally when the curtain airbag 14 is not deployed. In addition, in vehicle 1, the locking mechanism 27 may be released when the angle between the upper pillar trim 15 and the belt anchor 18 reaches a predetermined angle. As a result, when the seat belt 17 is used in its normal manner, the locked state of the locking part 27 is maintained, and the upper pillar trim 15 (first trim 15a) does not rotate relative to the center pillar 6. Furthermore, due to the impact of a collision or other event, the upper body of the front seat occupant tilts significantly forward, and as a result the position of the belt anchor 18 becomes nearly horizontal, the locking mechanism 27 is released, and the upper pillar trim 15 rotates relative to the center pillar 6. In other words, the upper pillar trim 15 can be rotated relative to the center pillar 6 only when a collision or similar event occurs. Furthermore, it prevents the upper pillar trim 15 from rotating during normal operation when no collision or other incidents have occurred, thus preventing the need for manual adjustments to return it to its original position.

[0168] Vehicle 1 includes one or more processors (such as the CPU of the control device 10) and a storage medium (such as memory) in which a program executed by one or more processors is stored. The program includes one or more instructions, and one or more instructions may cause one or more processors to perform the following: a process to acquire information about the collision load (information output from the impact sensor 9a) and information about the occupant's condition (information output from the spring sensor 9b); and a process to stop the rotation of the upper pillar trim 15 in the axial direction D1 so that the angle between the upper pillar trim 15 (first trim 15a) and the center pillar 6 becomes a predetermined angle based on the information about the collision load and the information about the occupant's condition. This makes it possible to stop the rotation of the upper pillar trim 15 when the curtain airbag 14 is in a position or orientation that is offset more toward the passenger compartment when it is deployed, thereby maximizing the safety of rear-seat occupants. Furthermore, in controlling the stopping of rotation, by taking into account the nature of the collision or the state of forces acting on the occupants, or by taking into account the state of the rear-seat occupants or the seat position of the front seats, it becomes possible to optimize the posture and shape of the curtain airbag 14 when it is deployed according to the situation.

[0169] In vehicle 1, the rotating mechanism 23 may include a rotating base 24 that does not rotate in accordance with the rotation of the upper pillar trim 15 (first trim 15a) and is located on the passenger compartment side of the upper pillar trim 15; a rotating part (rotating plate 25) that is attached to the upper pillar trim 15 and faces the rotating base 24 between the rotating base 24 and the upper pillar trim 15, and rotates in the axial direction D1 relative to the rotating base 24 as the upper pillar trim 15 rotates; and an elastic member 26 provided between the rotating base 24 and the rotating part. The elastic member 26 is, for example, a spring member such as a compression coil spring. The spring member is positioned between the rotating base 24 and the rotating part in a compressed state, and rotates when it returns to its free length. The rotational force generated when the compressed spring member returns to its free length causes the rotating part to rotate relative to the rotating base 24, and consequently, the upper pillar trim 15 rotates relative to the center pillar 6. This allows the curtain airbag 14 to be offset towards the passenger compartment when it deploys downwards, using a simple configuration.

[0170] In vehicle 1, the locking portion 27 may maintain a state in which the rotating portion (rotating plate 25) remains unrotated relative to the rotating base portion 24, thereby maintaining a state in which the upper pillar trim 15 remains unrotated relative to the center pillar 6. By providing a locking mechanism 23 with a locking mechanism 27 that locks the relative rotation between the rotating base 24 and the rotating part, it is possible to appropriately prevent the upper pillar trim 15 from being unintentionally rotated relative to the center pillar 6.

[0171] Furthermore, the embodiments and modified examples described above can be combined as appropriate. [Explanation of Symbols]

[0172] 1, 1 vehicle 6 Center pillar 10 Control device (processor, storage medium) 14 Curtain airbags 15 Upper Pillar Trim 15a First trim (part of the upper pillar trim) 16 Lower pillar trim 18 Belt Anchor 23 Rotation mechanism 24 Rotating base 25. Rotating plate (rotating part) 26 Elastic members 27 Rock Club Ax1 Rotation axis Direction around the D1 axis

Claims

1. A curtain airbag is stored in the upper part of the side of the vehicle interior and deploys downward along the side when inflated, The upper pillar trim covers the center pillar and is equipped with a belt anchor, A lower pillar trim that covers the center pillar and is located continuously below the upper pillar trim, The belt anchor is equipped with a rotation mechanism that allows at least a portion of the upper pillar trim to rotate in the direction of the axis of rotation of the belt anchor. vehicle.

2. The system includes a locking mechanism that maintains the upper pillar trim in an unrotated state relative to the center pillar. The vehicle according to claim 1.

3. One or more processors, A storage medium storing a program executed by one or more processors, The program includes one or more instructions, The one or more instructions are provided to the one or more processors: The process involves obtaining information about the collision load and information about the occupant's condition. Based on the information regarding the collision load and the information regarding the occupant's condition, the process is executed to stop the rotation of the upper pillar trim around the axis so that the angle between the upper pillar trim and the center pillar becomes a predetermined angle. The vehicle according to claim 1.

4. The aforementioned rotating mechanism is A rotating base is provided on the vehicle interior side of the upper pillar trim, which does not rotate in accordance with the rotation of the upper pillar trim, A rotating part is attached to the upper pillar trim, facing the rotating base, between the rotating base and the upper pillar trim, and rotates in the axial direction relative to the rotating base as the upper pillar trim rotates; An elastic member provided between the rotating base and the rotating part, The vehicle according to claim 1.

Images