Airbag device

Abstract

To provide an air bag device which suppresses damage of a pedestrian or the like.SOLUTION: An air bag device comprises: an air bag 30 which is developed from a vehicle body front part of a vehicle 1 to a front side; a collision determination part 120 which establishes, when collision possibility with a human body P is a prescribed threshold value or more, a human body pre-crash determination; and an air bag development control part 110 which develops the air bag according to the human body pre-crash determination. The air bag has a traction member 40 which forms a slit part 34 where a front part of the air bag is branched by pulling a front face part 31 to be recessed to the vehicle rear side.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to an airbag device having an airbag that deploys from a front portion of a vehicle body of a vehicle such as an automobile to the outside of the vehicle. [Background technology]

[0002] 2. Description of the Related Art In vehicles such as automobiles, it has been proposed to use airbags that deploy to the outside of the vehicle to reduce damage to the vehicle body and the like in the event of a collision. As an example of technology relating to such external airbag devices, Patent Document 1 describes a method in which an inflatable element (airbag) is deployed at the front of a railway vehicle body, and a number of flexible connecting elements are used to connect the surface that comes into contact with the area of ​​the vehicle to be protected and the surface that receives the impact. Furthermore, as a technology relating to control of the shape, etc., of an airbag when it is deployed, for example, Patent Document 2 describes an airbag that is installed inside the passenger compartment of a vehicle to protect occupants in the event of a collision, which is provided with a number of tethers that regulate the separation distance of the occupant protection portion of the airbag from a storage location when inflation is complete, and locking means that locks each tether to the storage location, and which selectively releases the locking means from the locking of the tethers, thereby tilting the occupant protection portion. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2001-301550 A [Patent Document 2] JP 2008-044594 A Summary of the Invention [Problem to be solved by the invention]

[0004] 2. Description of the Related Art There is a demand for reducing damage to pedestrians and cyclists (hereinafter referred to as pedestrians and the like) in the event of a collision between a vehicle and the pedestrians and the like. An object of the present invention is to provide an airbag device which reduces damage to pedestrians and the like.

[0005] Generally, vehicles such as automobiles are designed so that in the event of a frontal collision, the front structure of the vehicle body is crushed to absorb the collision energy. Such energy absorption is often assumed to occur when the colliding vehicle has a vehicle weight equivalent to that of the subject vehicle and the collision occurs at a relative speed of, for example, several tens of kilometers per hour. However, in reality, there is a possibility of a collision with a vehicle larger than the vehicle itself, a collision with a vehicle traveling faster than the assumed vehicle speed, or a multiple collision in which multiple vehicles collide in succession, and it is also possible that sufficient energy absorption will not be possible due to the collapse of the vehicle body structure alone. For this reason, there is a demand for reducing damage during a collision without relying excessively on the vehicle body structure. In view of the above-mentioned problems, another object of the present invention is to provide an airbag device capable of reducing damage to a vehicle when it collides with an object. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems, the airbag device of the present invention is an airbag device including an airbag that deploys forward from a front part of a vehicle body, a collision determination part that establishes a human body pre-crash determination when the possibility of a collision with a human body is equal to or greater than a predetermined threshold, and an airbag deployment control part that deploys the airbag in response to the human body pre-crash determination, and the airbag has a pulling member that forms a slit part that branches a front part of the airbag by pulling a front part of the airbag and recessing it toward the rear side of the vehicle. the collision determination unit has a function of establishing an object pre-crash determination when a possibility of a collision with an object other than a human body is equal to or greater than a predetermined threshold, the airbag deployment control unit deploys the airbag in response to the object pre-crash determination, and the airbag device further has a towing member disabling unit that disables towing of the front portion by the towing member in response to the object pre-crash determination. It is characterized by: With this, in the event of a collision with a human body (pedestrian, etc.) such as a pedestrian or cyclist, the pedestrian, etc. that is hit will enter and be pinched inside the slit portion, stably restraining the pedestrian, etc., while the airbag absorbs the impact and pushes the pedestrian, etc. towards the front of the vehicle, accelerating them, reducing the relative acceleration between the vehicle body and the pedestrian, etc., thereby minimizing damage to the pedestrian, etc. In addition, by holding a pedestrian or the like in a pinched position within the slit portion, the risk of secondary damage, such as the pedestrian or the like being thrown forward toward the vehicle, can be reduced. In addition, according to this, in the event of a collision with an object other than a human body, such as another vehicle, the traction member can be disabled and the volume of the airbag can be increased, thereby improving the energy absorption capacity due to the contraction of the airbag. Furthermore, since the front portion of the airbag does not branch due to the disabling of the towing member, the shape stability of the airbag is improved, and the airbag can stably receive the collision energy input from an object such as another vehicle. In the present invention, the pulling member may be a tether made of a flexible material, and the pulling member disabling portion may be a tether cutter that cuts the tether. According to this, the above-mentioned effects can be effectively obtained with a simple configuration. In addition, in order to solve the above-mentioned problems, the airbag device of the present invention is an airbag device comprising an airbag that deploys forward from the front part of the vehicle body, a collision judgment unit that establishes a human body pre-crash judgment when the possibility of a collision with a human body is equal to or greater than a predetermined threshold, and an airbag deployment control unit that deploys the airbag in accordance with the human body pre-crash judgment, wherein the airbag has a pulling member that forms a slit portion that branches the front part of the airbag by pulling the front part and concavely toward the rear of the vehicle, and the slit portion has a space portion that is formed by pulling the rear end part with a plurality of the pulling members in a direction that widens the slit portion. With this, in the event of a collision with a human body (pedestrian, etc.) such as a pedestrian or cyclist, the pedestrian, etc. that is hit will enter and be pinched inside the slit portion, stably restraining the pedestrian, etc., while the airbag absorbs the impact and pushes the pedestrian, etc. towards the front of the vehicle, accelerating them, reducing the relative acceleration between the vehicle body and the pedestrian, etc., thereby minimizing damage to the pedestrian, etc. In addition, by holding a pedestrian or the like in a pinched position within the slit portion, the risk of secondary damage, such as the pedestrian or the like being thrown forward toward the vehicle, can be reduced. Also, according to this, by providing a space at the rear end of the slit, the performance of restraining the human body can be improved, and the above-mentioned effect can be promoted.

[0009] In the present invention, the slit portion may be configured to extend in the up-down direction and to be formed in a plurality of slit portions distributed in the vehicle width direction in the front portion of the airbag. This makes it possible to restrain a human body that is collided over a wide area in the vehicle width direction. In the specification and claims, the slit portion extending in the vertical direction means that both ends of the slit portion have a difference in height in the vertical direction, and is not limited to the slit portion being formed along the vertical direction, but also includes the state in which the slit portion is inclined, curved, or bent with respect to the vertical direction. 。 Effect of the Invention

[0010] As described above, according to the present invention, it is possible to provide an airbag device that reduces injury to pedestrians and the like. Furthermore, according to the present invention, it is possible to provide an airbag device capable of reducing damage to a vehicle when it collides with an object. [Brief description of the drawings]

[0011] [Figure 1] 1 is a diagram showing a schematic configuration of a first embodiment of an airbag device to which the present invention is applied; [Diagram 2] 1 is a block diagram showing a schematic configuration of a system for controlling an airbag device according to a first embodiment. [Diagram 3] 5 is a flowchart illustrating an operation of the airbag device of the first embodiment during a collision. [Figure 4] FIG. 2 is a diagram showing a schematic view of a state after a vehicle having the airbag device of the first embodiment collides with a pedestrian. [Diagram 5] 1 is a diagram showing a schematic view of a state after a vehicle having an airbag device according to a first embodiment collides with another vehicle. [Figure 6] FIG. 4 is a diagram showing a schematic configuration of a second embodiment of an airbag device to which the present invention is applied. [Figure 7] FIG. 11 is a diagram showing a schematic configuration of a third embodiment of an airbag device to which the present invention is applied. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] First Embodiment Hereinafter, a first embodiment of an airbag device to which the present invention is applied will be described. The airbag device of the first embodiment is provided, for example, in the front of a vehicle such as a passenger car, and is intended to provide protection (reduction of harm) in the event of a collision with a human body such as a pedestrian or cyclist, and to reduce damage to the vehicle body when it collides with an object such as another vehicle. FIG. 1 is a diagram illustrating a schematic configuration of an airbag device according to a first embodiment. FIG. 1 shows a vehicle having an airbag device according to a first embodiment as viewed from above. The vehicle 1 has, for example, a so-called two-box vehicle shape having an engine compartment 20 that protrudes forward from a passenger compartment 10 .

[0013] The vehicle interior 10 is a portion having a space in which passengers and the like are accommodated. The engine compartment 20 is a portion having a space in which power train components such as an engine, a transmission, and in the case of an electric vehicle, a motor generator and its control devices are housed. The engine compartment 20 is provided with a front side frame 21, a bumper beam 22, a front bumper 23, etc.

[0014] The front side frame 21 is a structural member that protrudes forward from a toe board (not shown), which is a partition wall provided at the front end of the passenger compartment 10, toward the front of the vehicle. The front side frame 21 functions as a base to which, for example, a power train, a cross member to which a front suspension is attached, and a strut housing that accommodates a strut of a MacPherson strut type front suspension are attached. The front side frame 21 is formed by assembling and welding members formed by press-molding steel plates, for example, so that its cross-sectional shape when viewed from the vehicle front-rear direction is a rectangular closed cross-section.

[0015] The bumper beam 22 is a structural member provided at the front of the vehicle body and extending in the vehicle width direction. The bumper beam 22 is formed into a beam shape with a closed cross section by, for example, assembling and welding members formed by press-molding steel plates, or by using an extruded aluminum alloy material. The bumper beam 22 has a middle portion connected to the front end portions of the left and right front side frames 21 . Both ends of the bumper beam 22 in the vehicle width direction protrude outward in the vehicle width direction relative to the front side frames 21. The bumper beam 22 is a load transmitting member that transmits the load received by an airbag 30 (described later) from a human body or object that it collides with, via the front side frames 21, to the rear side of the vehicle body.

[0016] The front bumper 23 is an exterior member provided at the front end of the vehicle body, and is configured by attaching a bumper face constituting a skin portion formed of, for example, a PP-based resin to the vehicle body with brackets or the like (not shown). The front portion of the front bumper 23 is curved so that the front side of the vehicle 1 is convex when the vehicle 1 is viewed from above. The bumper beam 22 is formed in an arc shape that is convex toward the front of the vehicle so as to follow the curvature of the front portion of the front bumper 23 when the vehicle 1 is viewed from above.

[0017] The airbag device of the first embodiment includes an airbag 30. The airbag 30 is formed into a bag shape by joining panels made of a base fabric such as nylon 66 fabric. The airbag 30 is deployed and further inflated by introduction of deployment gas generated by an inflator 111 in response to the establishment of each pre-crash determination, which will be described later. The airbag 30 deploys toward the front side of the vehicle from a center portion in the vehicle width direction at the front end of the vehicle body.

[0018] The airbag 30 has a front portion 31, a rear portion 32, side portions 33, etc. The front surface 31 is a surface portion that constitutes the front end portion of the airbag 30, and is the portion that comes into contact with a pedestrian, another vehicle, etc., first in the event of a collision. The rear surface portion 32 is a surface portion that constitutes the rear end portion of the airbag 30, and is disposed along the front surface portion of the front bumper . The side surface portions 33 are disposed between the left and right end portions of the front surface portion 31 and the left and right end portions of the rear surface portion 32 in the front-rear direction. In addition, an upper surface portion (not shown) is provided between the upper end of the front surface portion 31 and the upper end of the rear surface portion 32, and a lower surface portion (not shown) is provided between the lower end of the front surface portion 31 and the lower end of the rear surface portion 32.

[0019] The airbag 30 is normally attached to the bumper beam 22 in a folded state (before the pre-crash determination is established), and is housed inside the front bumper 23. In the event of a collision, the airbag 30 breaks a weakened portion formed in the front bumper 23 and is deployed toward the front side of the vehicle, and deploys forward relative to the front surface of the front bumper 23.

[0020] A tether 40 is provided inside the airbag 30. The tether 40 is a pulling member formed in a flexible belt shape by, for example, a base fabric panel formed in a belt shape. The tether 40 connects the front portion 31 and the rear portion 32 of the airbag 30, and has the function of pulling the front portion 31 toward the rear of the vehicle when the airbag 30 is deployed, and forming a slit portion 34.

[0021] In the embodiment, for example, three tethers 40 are arranged radially in a plan view seen from above. The front end of the tether 40 is connected to the inner surface of the front portion 31 . The front ends of the tethers 40 are disposed in a distributed manner in the vehicle width direction. The rear end of the tether 40 is connected to the inner surface of the rear portion 32 . The rear ends of the tethers 40 are disposed in a distributed manner in the vehicle width direction. A tether cutter 113 that cuts the tether 40 in response to a command from the airbag control unit 110 is provided at the rear end of each tether 40 . FIG. 1 shows a state in which the tether 40 is not cut (the tether 40 is in an effective state).

[0022] With the above-described configuration, when tether 40 is in an effective state (uncut state), slit portions 34 recessed toward the rear of the vehicle are formed in front portion 31 at three locations dispersed in the vehicle width direction. Each slit portion 34 is formed, for example, in the shape of a groove extending substantially along the up-down direction. In the front portion where the slit portion 34 is formed in the vehicle front-rear direction, the airbag 30 branches into a plurality of regions arranged in the vehicle width direction. As shown in FIG. 1 and other figures, in a region other than the region in which the slits 34 are formed, the front surface 31 of the airbag 30 has a convex curved surface that is convex toward the front side. This convex curved surface has the function of guiding a pedestrian or the like to either the left or right slit portion 34 when the pedestrian or the like collides with the front portion 31.

[0023] FIG. 2 is a block diagram that illustrates a schematic configuration of a system that controls the airbag device of the first embodiment. The system for controlling the airbag device comprises an airbag control unit 110, an environment recognition unit 120, and the like. Each of these units can be configured as a microcomputer having, for example, an information processing unit (processor) such as a CPU, a storage unit such as a RAM or a ROM, an input / output interface, and a bus connecting these. In addition, each unit is connected directly or via an in-vehicle LAN such as a CAN communication system, so that they can communicate with each other.

[0024] The airbag control unit 110 issues commands to an inflator 111, a vent control valve 112, and a tether cutter 113, and controls these to inflate the airbag 30 and control the state of the airbag 30 being inflated. The airbag control unit 110 functions as the airbag deployment control unit of the present invention. The inflator 111 is a chemical (pyrotechnic) gas generating device that generates deployment gas for deploying the airbag 30 in response to a command from the airbag control unit 110.

[0025] The vent control valve 112 opens and closes a vent passage (not shown) for discharging gas from within the airbag 30 (for example, opening to the atmosphere). The vent control valve 112 has a function of independently opening and closing the vent passage of the airbag 30 in response to a command from the airbag control unit 110, for example. The vent control valve 112 may, for example, comprise a solenoid valve.

[0026] The tether cutter 113 is provided at the rear end of the tether 40 and is a pulling member neutralizing unit that cuts the tether 40 in response to a command from the airbag control unit 110. Tether cutter 113 can be configured to break tether 40 by, for example, a chemical (explosive) actuator.

[0027] The airbag control unit 110 is provided with a pressure sensor 114 . The pressure sensor 114 has a function of detecting the internal pressure of the airbag 30 . The airbag control unit 110 can detect the input state of the load to the airbag 30 based on the output of the pressure sensor 114 .

[0028] The environment recognition unit 120 recognizes the environment around the vehicle based on the outputs of various sensors. The environment recognition unit 120 has a function of recognizing, for example, various objects such as pedestrians, cyclists, and other human bodies around the vehicle 1 (host vehicle), other vehicles, buildings, trees, and terrain, road shapes (lane shapes), and the like. The environment recognition unit 120 functions as a collision judgment section that makes a pre-crash judgment when a collision with a human body, such as a pedestrian, a cyclist, or a motorcycle rider, or an object other than a human body, such as another vehicle, is unavoidable (when the possibility of collision is greater than or equal to a predetermined level). The environment recognition unit 120 is connected to a stereo camera device 121, a millimeter wave radar device 122, a laser scanner device 123, and the like.

[0029] The stereo camera device 121 has a pair of cameras arranged at a predetermined distance (baseline length) apart, and has the function of recognizing, for example, human bodies such as pedestrians and cyclists, and objects such as other vehicles and buildings, and also detecting the relative positions of human bodies, objects, etc. with respect to the vehicle 1 by known stereo image processing. The stereo camera device 121 has a function of recognizing the attributes of a subject by, for example, pattern recognition of a captured image. For example, in the case of a human body such as a pedestrian, the system has a function for recognizing the physique, estimated weight, posture, and the like. Also, for example, if the object is another vehicle, it has a function of recognizing the type and size of the other vehicle (whether it is a large vehicle that is significantly heavier than vehicle 1, such as a truck, bus, or large SUV).

[0030] The millimeter wave radar device 122 is a radar device that uses radio waves in a frequency band of, for example, 30 to 300 GHz, and has the function of detecting the presence or absence of a human body, object, etc., and the relative position of the human body, object, etc. with respect to the vehicle 1. The laser scanner device (LIDAR) 123 has the function of scanning the surroundings of the vehicle 1, for example by emitting pulsed near-infrared laser light, and detecting the presence or absence of human bodies, objects, etc., and the relative positions and shapes of human bodies, objects, etc. in relation to the vehicle 1 based on the presence or absence of reflected light and the time difference until the reflected light returns. The environmental recognition unit 120 is capable of recognizing the type of collision with a human body, object, etc. (e.g., the velocity vector of the collision object relative to vehicle 1, the collision position relative to vehicle 1, etc.) and the attributes of the collision object (the physique of the human body, the model of the other vehicle, etc.) when a collision with a human body such as a pedestrian or an object such as another vehicle is unavoidable (when a pre-crash judgment is established).

[0031] Next, the operation of the airbag device of the first embodiment will be described. FIG. 3 is a flowchart illustrating the operation of the airbag device of the first embodiment during a collision. Each step will be explained in order below.

[0032] <Step S01: Pedestrian pre-crash determination> The environment recognition unit 120 uses known pre-crash judgment logic to estimate the possibility of a collision with a human body, such as a pedestrian or a cyclist, approaching from the front of the vehicle 1, and determines whether the estimated possibility is equal to or exceeds a preset threshold. If the possibility of a collision occurring is equal to or greater than the threshold, it is determined that a collision is unavoidable, a human body pre-crash determination is established, and the process proceeds to step S03; otherwise, the process proceeds to step S02.

[0033] <Step S02: Pre-crash determination for other vehicles, etc.> The environment recognition unit 120 uses a known pre-crash judgment logic to estimate the possibility of a collision with an object other than a human body, such as another vehicle or a building approaching from the front of the vehicle 1, and determines whether the estimated possibility is equal to or exceeds a preset threshold value. If the possibility of a collision occurring is equal to or greater than the threshold, it is determined that a collision is unavoidable, an object pre-crash determination is established, and the process proceeds to step S04; otherwise, the series of processes is ended (returned).

[0034] <Step S03: Airbag deployment (tether enabled)> The airbag control unit 110 issues a command to the inflator 111 to generate gas for deployment, thereby deploying the airbag 30. At this time, the tether cutter 113 is not operated, and the tether 40 connects the front portion 31 and the rear portion 32 of the airbag 30, and is maintained in an effective state in which the front portion 31 is pulled rearward. As a result, the front portion of the airbag 30 is branched by the multiple slits 34. Also, the vent control valve 112 can be kept in a closed state until the deployment of the airbag 30 is completed, for example, in order to perform the deployment quickly, and can be opened after the deployment is completed. This prevents the internal pressure of the airbag 30, whose volume is restricted by the tether 40, from becoming excessively high, and enables the airbag 30 to contract while venting in response to a collision with a pedestrian or the like, thereby absorbing energy. Thereafter, the pedestrian, etc. is pushed forward by the airbag 30 and accelerates, and after the relative speed between the pedestrian, etc. and the vehicle body decreases to a predetermined threshold or less, the vent control valve 112 is closed, the internal pressure of the airbag 30 is increased, and the restraint of the pedestrian, etc. can be strengthened. The threshold value related to this relative speed is set, for example, taking into consideration that no serious injury will occur when the pedestrian, etc. collides with the vehicle body. Then, the series of processes ends.

[0035] <Step S04: Airbag deployment (tether cut)> The airbag control unit 110 issues a command to the inflator 111 to generate gas for deployment, thereby deploying the airbag 30. At this time, the airbag control unit 110 issues a command to the tether cutter 113 to cut the end of the tether 40 on the rear portion 32 side, thereby disabling the tether 40 . Also, the vent control valve 112 can be kept closed until the deployment of the airbag 30 is completed, for example, in order to perform the deployment quickly, and can be opened after the deployment is completed. This allows the airbag 30 to be deflated and deflated at the same time in response to a collision with another vehicle or the like, thereby absorbing energy. Then, the series of processes ends.

[0036] Hereinafter, the state, operation and effect of the airbag device of the first embodiment at the time of a pedestrian collision and at the time of a collision with another vehicle will be described. FIG. 4 is a schematic diagram showing a state after a vehicle having the airbag device of the first embodiment collides with a pedestrian. When the pre-crash determination is established and a collision with a pedestrian P is predicted, the airbag 30 deploys with the tether 40 in an effective state (uncut state). In this case, as shown in FIG. 4, a plurality of slits 34 are formed by pulling the front surface 31 rearward with the tether 40.

[0037] In the example shown in FIG. 4, a pedestrian P enters a slit portion 34 in the center in the vehicle width direction and is restrained. In this state, the airbag 30 contracts while discharging gas from the vent passage, absorbing the collision energy and pushing the pedestrian P forward of the vehicle, accelerating the pedestrian P, thereby reducing the relative speed between the vehicle body and the pedestrian P. When the relative velocity becomes equal to or lower than a predetermined threshold value, the airbag control unit 110 closes the vent control valve 112 to increase the internal pressure of the airbag 30. This increases the holding force with which the pedestrian P is held inside the slit portion 34, making it possible to prevent secondary damage, such as the pedestrian P being thrown forward of the airbag 30 as the vehicle 1 decelerates.

[0038] FIG. 5 is a schematic diagram showing a state after a vehicle having the airbag device of the first embodiment collides with another vehicle. When the pre-crash determination is established and a collision with another vehicle V is predicted, the airbag 30 is deployed with the tether 40 cut (disabled).

[0039] In this case, as shown in FIG. 5, the slits 34 are not formed, and the front surface 31 has a gently curved surface shape with relatively few undulations. In this state, the volume of the airbag 30 is larger than when the tether 40 is effective, so that the impact absorption stroke of the airbag 30 in the event of a collision with another vehicle V can be increased. In addition, since the front portion of the airbag 30 is not branched, the shape stability when hit by another vehicle V is improved, and the collision energy input from the other vehicle V can be stably received.

[0040] As described above, according to the first embodiment, the following effects can be obtained. (1) In the event of a collision with a human body such as a pedestrian P or a bicycle rider (hereinafter referred to as a pedestrian P, etc.), the pedestrian P, etc. is trapped inside the slit portion 34, and the airbag 30 absorbs the impact while stably restraining the pedestrian P, etc., and pushes the pedestrian P, etc. toward the front of the vehicle, accelerating it, thereby reducing the relative acceleration with respect to the vehicle body and limiting damage to the pedestrian, etc. In addition, by restraining the pedestrian P etc. in a pinched state within the slit portion 34, the risk of secondary damage, such as the pedestrian P etc. being thrown forward toward the vehicle, can be reduced. (2) In the event of a collision with an object other than a human body, such as another vehicle V, the tether 40 is cut to increase the volume of the airbag 30, thereby improving the energy absorption capacity of the airbag 30 due to contraction. In addition, since the front portion of the airbag 30 does not branch due to the tether 40 being disabled, the shape stability of the airbag 30 is improved, and the collision energy input from an object such as another vehicle V can be stably received. (3) The slit portion 34 is formed by the tether 40 formed from a flexible base fabric panel, and the tether 40 is cut by the tether cutter 113 upon a collision with another vehicle V, etc., thereby making it possible to effectively obtain the above-mentioned effects with a simple configuration. (4) Since the slit portions 34 extend in the vertical direction and are formed in multiple locations on the front portion 31 of the airbag 30 so as to be distributed in the vehicle width direction, it is possible to restrain a pedestrian P or the like who is hit over a wide area in the vehicle width direction.

[0041] <Second embodiment> Next, a second embodiment of the airbag device to which the present invention is applied will be described. In the following embodiments, the same reference numerals are used to designate the same parts as in the previous embodiments, and the description thereof will be omitted. The differences will be mainly described. FIG. 6 is a diagram showing a schematic configuration of an airbag device according to the second embodiment. FIG. 6 shows the tether 40 in an active (uncut) state. In the second embodiment, the rear ends of the tethers 40 are arranged in a concentrated manner at the center in the vehicle width direction. A common tether cutter 113 is provided at the rear end of each tether 40 . The tether cutter 113 has a function of cutting and nullifying all the tethers 40 at once. According to the second embodiment described above, by making it possible to cut multiple tethers 40 with a common tether cutter 113, in addition to the same effects as in the first embodiment described above, it is possible to simplify the device configuration.

[0042] <Third embodiment> Next, a third embodiment of the airbag device to which the present invention is applied will be described. FIG. 7 is a diagram showing a schematic configuration of an airbag device according to the second embodiment. FIG. 7 shows the tether 40 in an active (uncut) state. In the third embodiment, one slit portion 34 is formed by a pair of tethers 40 connected to the rear surface portion 32 at two points spaced apart in the vehicle width direction. In the third embodiment, a pair of left and right tether cutters 113 are provided spaced apart in the vehicle width direction, and the tethers 40 forming each slit portion 34 are connected to the left and right tether cutters 113, respectively. At the rear end (groove bottom) of the slit portion 34, a pair of tethers 40 that pull the front portion 31 in different directions (directions that widen the slit portion 34) are connected to the front portion 31 of the airbag 30 with a gap in the vehicle width direction. As a result, a space 35 whose width in the vehicle width direction is locally increased is formed at the rear end of the slit 34 . According to the third embodiment described above, in addition to the same effects as those of the first embodiment described above, the formation of a space 35 at the rear end of the slit portion 34 enhances the ability to restrain pedestrians P, etc.

[0043] (Modification) The present invention is not limited to the above-described embodiments, and various modifications and variations are possible, which are also within the technical scope of the present invention. (1) The configurations of the airbag device and the vehicle are not limited to the above-described embodiments and may be modified as appropriate. For example, the structure, shape, material, manufacturing method, arrangement, and number of each member and part that constitutes these, as well as the specific content of various controls, are not limited to those in the respective embodiments and can be changed as appropriate. (2) The method of performing the pre-crash determination and the method of determining the type of collision are not limited to the methods described in the respective embodiments and may be modified as appropriate. (3) The number and arrangement of the pulling members (tethers) in each embodiment, and the number and arrangement of the slit portions formed thereby, are merely examples and can be changed as appropriate. For example, although the tethers are distributed in a horizontal plane in each embodiment, multiple tethers may be distributed in the vertical direction. In this case, the control of the upper tether and the lower tether (whether to remain active or to be disabled, etc.) may be different depending on the physique of the pedestrian, etc. [Explanation of symbols]

[0044] 1 car 10 compartments 20 Engine compartment 21 Front side frame 22 Bumper beam 23 Front bumper 30 Airbag 31 Front part 32 Rear section 33 Side section 34 Slit section 35 Space section 40 Tether 110 Airbag control unit 111 Inflator 112 Vent control valve 113 Tether cutter 114 Pressure Sensor 120 Environment Recognition Unit 121 Stereo Camera Device 122 Millimeter wave radar equipment 123 Laser scanner equipment P Pedestrians V Other vehicles

Claims

1. An airbag that deploys forward from a front part of a vehicle body, a collision determination unit that establishes a human body pre-crash determination when a possibility of a collision with a human body is equal to or greater than a predetermined threshold; an airbag deployment control unit that deploys the airbag in response to the human body pre-crash determination; An airbag device comprising: the airbag has a pulling member that pulls a front portion of the airbag to recess it toward the rear of the vehicle, thereby forming a slit portion that branches the front portion of the airbag; the collision determination unit has a function of establishing an object pre-crash determination when a possibility of a collision with an object other than a human body is equal to or greater than a predetermined threshold value, The airbag deployment control unit deploys the airbag in response to the object pre-crash determination, The airbag device further includes a towing member disabling unit that disables the towing of the front portion by the towing member in response to the object pre-crash determination. An airbag device comprising:

2. the pulling member is a tether made of a flexible material, The pulling member disabling unit is a tether cutter that cuts the tether.

2. The airbag device according to claim 1,

3. An airbag that deploys forward from a front part of a vehicle body, a collision determination unit that establishes a human body pre-crash determination when a possibility of a collision with a human body is equal to or greater than a predetermined threshold; an airbag deployment control unit that deploys the airbag in response to the human body pre-crash determination; An airbag device comprising: the airbag has a pulling member that pulls a front portion of the airbag to recess it toward the rear of the vehicle, thereby forming a slit portion that branches the front portion of the airbag; The slit portion has a space formed by pulling the rear end portion of the slit portion in a direction to widen the slit portion with a plurality of the pulling members. An airbag device comprising:

4. The slit portion extends in the up-down direction and is formed in a plurality of slits in the front portion of the airbag so as to be distributed in the vehicle width direction.

4. The airbag device according to claim 1, wherein:

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