Airbag device

Abstract

To provide an airbag device which reduces collision damage during a lateral collision.SOLUTION: An airbag device is provided at a vehicle having A pillars 60, B pillars 70, C pillars 80 which are sequentially provided from the front side at a vehicle body side surface part; doors 30, 40 which are provided at door openings between the respective pillars in an openable and closable manner; and side sills 50 each provided along lower edges of the doors. The airbag device includes: an airbag 100 which deploys from a storage part 51 provided at the lower side of the side sill to an outer area as seen in a vehicle width direction of the vehicle body side surface part including the doors according to a warning sign of a collision of an object and which has a first air chamber 110 in which a main part is disposed at the front relative to the B pillar, and a second air chamber 120 in which a main part is disposed at the rear relative to the B pillar; and a pressure control unit 210 which increases or decreases an inner pressure of at least one of the first air chamber and the second air chamber according to a predicted collision form predicted by a collision form prediction part 220 independently of an inner pressure in the other.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to an airbag device that is equipped with an airbag that deploys toward the outside of a vehicle in the event of a side collision of the vehicle. [Background technology]

[0002] 2. Description of the Related Art In vehicles such as automobiles, the use of an airbag device having an airbag that deploys on the exterior of the vehicle has been proposed in order to reduce damage to the vehicle body and occupants in the event of a collision. As a technology for responding to a side collision of a vehicle, for example, Patent Document 1 describes a technique in which an airbag is deployed outward in the vehicle width direction from an impact beam (door beam) portion arranged inside the door in the front-to-rear direction. Patent Document 2 describes an occupant protection system equipped with an external airbag system and a predictive collision detection system, in which an airbag having multiple air chambers arranged in the longitudinal direction is deployed from inside the door close to the occupant's seating position to the outside in the vehicle width direction in order to protect the occupant in response to a collision. Patent document 3 describes an airbag that operates sequentially to mitigate damage to a vehicle in the event of a collision, in which multiple airbags each having an inflation unit are arranged horizontally on the side of the vehicle body, etc. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6740168 [Patent Document 2] Special Publication No. 2005-537165 [Patent Document 3] Special Publication No. 2008-526593 Summary of the Invention [Problem to be solved by the invention]

[0004] In a side collision, where an object such as another vehicle strikes the side of a vehicle, the crash stroke in which the body structure can absorb energy due to damage is shorter than in a frontal collision, and there is concern that the amount of energy absorbed by the body structure may be insufficient. Furthermore, in a side collision, the speed at which the door is pushed into the vehicle interior during the collision is faster than the speed at which the vehicle body is moving, raising concerns that secondary collision damage may occur to occupants. In response to this, it has been proposed to provide an exterior airbag device that deploys outward from the side of the vehicle, as in the prior art described above. However, the load input to the airbag is ultimately input to the vehicle body, and energy absorption is heavily dependent on the compression of the vehicle body structure. There is a need to ensure energy absorption by other means, rather than relying solely on the compression of the vehicle body structure, and to reduce collision damage to the vehicle and its occupants. In view of the above-mentioned problems, an object of the present invention is to provide an airbag device that reduces collision damage during a side collision. [Means for solving the problem]

[0005] In order to solve the above-mentioned problems, the airbag device of the present invention is an airbag device installed in a vehicle having A-pillar, B-pillar, and C-pillar, which are structural members that are installed in order from the front side of the vehicle body side and extend in the vertical direction, a door that is installed in an openable and closable manner in a door opening formed in one or both of a space between the A-pillar and the B-pillar and a space between the B-pillar and the C-pillar, and a side sill that is arranged along the lower edge of the door, and the airbag deploys from a storage portion provided on the lower side of the side sill to a region outward in the vehicle width direction of the vehicle body side portion including the door in response to a warning sign of an object colliding with the vehicle body side portion, and has a first air chamber, a main portion of which is arranged forward of the B-pillar, and a second air chamber, a main portion of which is arranged rearward of the B-pillar; The aforementioned a collision mode prediction unit that predicts a collision mode of an object with a vehicle; and After the airbag is deployedThe device is characterized by comprising a pressure control unit that increases or decreases at least one of the internal pressure of the first air chamber and the internal pressure of the second air chamber independently of the internal pressure of the other air chamber. According to this, by independently controlling the internal pressure of the first air chamber and the internal pressure of the second air chamber depending on the manner in which an object, such as another vehicle, collides with the vehicle, the load input form from the object to the vehicle body can be controlled, causing at least one of the vehicle body and the object to behave in a way that reduces collision damage, and by consuming part of the energy from the collision as kinetic energy, the energy absorbed by compression of the vehicle body, etc. can be reduced, and damage and deformation of the vehicle body can be suppressed, thereby ensuring survival space for occupants.

[0006] In the present invention, the pressure control unit can be configured to increase the internal pressure of the second air chamber relative to the internal pressure of the first air chamber when the collision mode prediction unit predicts a side collision in which the collision angle with an area including the B-pillar on the side of the vehicle body is equal to or greater than a predetermined threshold. This promotes load transfer from the second air chamber to the area behind the B-pillar of the vehicle body, causing a yaw behavior (typically a spin mode behavior) in which the rear of the vehicle body is swung toward the side opposite the collision, and converts some of the energy input by the collision into kinetic energy of the vehicle body and frictional energy that causes the tires to slip, and consumes it. Furthermore, by making the internal pressure of the first air chamber lower than the internal pressure of the second air chamber, aggressiveness toward the front half of the vehicle body can be suppressed, and damage and deformation to the vehicle body can be reduced. In this specification, claims, etc., the collision angle refers to the angle (greater than or equal to 0° and less than 90°) between a line along the fore-and-aft direction of the vehicle and a line along the direction of relative movement of the colliding object relative to the vehicle when viewed in a plan view from above.

[0007] In the present invention, the pressure control unit can be configured to make the internal pressure of the first air chamber equal to or greater than the internal pressure of the second air chamber when the collision mode prediction unit predicts a collision from the diagonal front side at an impact angle smaller than a predetermined threshold value in an area forward of the B-pillar on the side of the vehicle body. This uses the strength of the vehicle's B-pillars and other parts as a reaction force to slide the object along the surface of the airbag toward the rear of the vehicle, guiding it to pass the vehicle and preventing a direct collision between the vehicle's body and the object.

[0008] In the present invention, the pressure control unit can be configured to increase the internal pressure of the second air chamber relative to the internal pressure of the first air chamber when the collision mode prediction unit predicts a collision from the diagonal front side at an impact angle smaller than a predetermined threshold value in an area rearward of the B-pillar on the side of the vehicle body. This converts the torsional input to the B-pillar into a compressive input, dispersing and transmitting the load input due to the collision to the B-pillar and C-pillar, causing the vehicle to be pushed sideways by the object (typically a skid behavior), and converting and consuming part of the energy input due to the collision into kinetic energy of the vehicle body and frictional energy that causes the tires to slip. In addition, by making the internal pressure of the first air chamber lower than the internal pressure of the second air chamber, the aggressiveness towards the front half of the vehicle body can be suppressed, and damage and deformation to the vehicle body can be reduced.Furthermore, it is less likely to prevent the second air chamber from being compressed and deforming so as to stretch in the fore-and-aft direction, and load can be transmitted more effectively from the second air chamber to the B-pillar.

[0009] In the present invention, an airbag moving unit may be provided that moves the airbag in the longitudinal direction relative to the side surface of the vehicle body in accordance with the collision type predicted by the collision type prediction unit. According to this, in addition to the pressure control described above, the airbag can be moved in the forward and backward directions relative to the side of the vehicle body, thereby more accurately transmitting load from the object to the vehicle body and promoting the above-mentioned effects. [Effects of the Invention]

[0010] As described above, according to the present invention, it is possible to provide an airbag device that reduces collision damage in the event of a side collision. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a side view of a vehicle having an airbag device according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a cross-sectional view taken along the line II-II in FIG. [Figure 3] FIG. 3 is a view taken along the line III-III in FIG. [Figure 4] 1 is a diagram showing the configuration of an airbag control system in an airbag device of a first embodiment. [Figure 5] 3 is a flowchart showing an outline of airbag deployment control in the airbag device of the first embodiment. [Figure 6] 1 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device of a first embodiment, in which the vehicle is subjected to a side collision at a large collision angle at the rear of a B-pillar. FIG. [Figure 7] 1 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device of a first embodiment, in which a side collision has occurred at a small collision angle behind the B pillar. FIG. [Figure 8] 1 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device according to a first embodiment, in which a side collision occurs in front of a B-pillar at a small collision angle. FIG. [Figure 9] 10 is a plan view seen from above of a vehicle having an airbag device according to a second embodiment of the present invention. FIG. [Figure 10] 10 is a diagram showing a schematic configuration of a mechanism for moving the first and second air chambers forward and backward in a third embodiment of an airbag device to which the present invention is applied. FIG. [Figure 11] 10 is a flowchart showing an outline of deployment control of an airbag in an airbag device of a third embodiment. [Figure 12] FIG. 10 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device of a third embodiment, in which a side collision has occurred at an angle from behind the B-pillar. [Figure 13] FIG. 10 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device of a third embodiment, in which a pole has locally collided with the side of the vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0012] First Embodiment A first embodiment of an airbag device to which the present invention is applied will be described below. The airbag device of the first embodiment relates to an automobile such as a passenger car having a door for passengers getting in and out on a side surface of the passenger compartment in which the passengers are accommodated.

[0013] FIG. 1 is a side view of a vehicle having an airbag device according to a first embodiment. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. 3 is a view taken along the line III-III in FIG. 1. FIG. In the first embodiment, the vehicle 1 is, for example, a passenger car having a so-called two-box vehicle shape with a power unit compartment 20 protruding from the front side of the passenger compartment 10.

[0014] The vehicle interior 10 is a portion having a space for accommodating passengers and the like, and is configured, for example, with two rows of seats (front seats and rear seats) arranged in the front-rear direction. On the side of the vehicle interior 10, a front side door 30, a rear side door 40, a side sill 50, an A pillar 60, a B pillar 70, a C pillar 80, a door beam 90, etc. are provided.

[0015] The front side door 30 is a door-shaped body used for front seat passengers to get in and out of the vehicle, and is provided in a door opening provided at the side of the front seat S in the front part of the vehicle interior 10 so as to be able to be opened and closed. The front end of the front side door 30 is swingably attached to the rear of the A-pillar 60 via a hinge (not shown). The rear end of the front side door 30 is detachably attached to the front portion of the B pillar 70 via a door catcher (not shown).

[0016] As shown in FIG. 2, the front side door 30 includes an outer panel 31, an inner panel 32, a door trim 33, and the like. Although FIG. 2 shows a cross section of the front side door 30 and the first air chamber 110 of the airbag 100, the cross sections of the rear side door 40 and the second air chamber 120 also have the same configuration. The outer panel 31 and the inner panel 32 are members formed into a panel shape by pressing, for example, a steel plate. The outer panel 31 is a member that constitutes a part of the outer surface (design surface) of the vehicle 1. The inner panel 32 is disposed inside the outer panel 31 in the vehicle width direction. The outer panel 31 and the inner panel 32 are joined at their outer peripheral edges, and are disposed opposite each other at a distance in the vehicle width direction in the center of the front side door 30 . The inner panel 32 is formed in a frame shape using a steel plate that is thicker than the outer panel 31 and has higher strength and bending rigidity than the outer panel 31 . The door trim 33 is an interior member exposed to the interior of the vehicle compartment 10. The door trim 33 is attached to the inner surface of the inner panel 32 in the vehicle width direction. The door trim 33 is made of a resin material such as PP.

[0017] The rear side door 40 is a door-like body used for rear seat passengers to get in and out of the vehicle, and is provided in an openable and closable manner in a door opening provided at the rear of the vehicle compartment 10, to the side of the rear seat (not shown). When the rear side door 40 is closed, the front edge of the rear side door 40 is disposed adjacent to the rear edge of the front side door 30 with an unavoidable gap therebetween. The front end of the rear side door 40 is swingably attached to the rear of the B pillar 70 via a hinge (not shown). The rear end of the rear side door 40 is detachably attached to the front portion of the C-pillar 80 via a door catcher (not shown).

[0018] The side sills 50 are vehicle body structural members formed along the lower edges of the front side doors 30 and the rear side doors 40 and extending in the longitudinal direction of the vehicle. The side sills 50 are arranged along both end portions of a floor panel (not shown) that constitutes the floor surface of the vehicle interior 10 . The front end of the side sill 50 is disposed adjacent to the rear of the front wheel house that houses the front wheels FW. The rear end of the side sill 50 is disposed adjacent to the front part of the rear wheel house that houses the rear wheel RW. A retainer 51 is provided at the bottom of the side sill 50 as a housing portion for housing the airbag 100 before deployment and the inflator 211.

[0019] The A-pillar 60 is a vehicle body structural member (front pillar) formed to protrude upward from the vicinity of the front end of the side sill 50. The lower portion of the A-pillar 60 is disposed along the front end portion of the front side door 30 . A hinge (not shown) is provided at the lower part of the A-pillar 60 to support the front side door 30 so that the door 30 can swing about an axis extending in the vertical direction. The upper portion of the A-pillar 60 is exposed so as to form part of the outer surface of the vehicle body, and is disposed inclined backward along the side edge of the windshield 11 .

[0020] The B-pillar 70 is a vehicle body structural member (center pillar) formed to protrude upward from the middle portion of the side sill 50 in the front-rear direction. The rear edge of the front side door 30 is disposed along the front portion of the B-pillar 70 . The rear end of the front side door 30 is detachably attached to the B pillar 70 via a door catch mechanism (not shown). The front edge of the rear side door 40 is disposed along the rear of the B-pillar 70 . A hinge (not shown) is provided at the rear of the B-pillar 70 to support the rear side door 40 so that the door can swing about an axis extending in the vertical direction.

[0021] The C-pillar 80 is a vehicle body structural member (rear pillar) formed to protrude upward from the vicinity of the rear end of the side sill 50. The rear edge of the rear side door 40 is disposed along the front part of the C-pillar 80 . The rear end of the rear side door 40 is detachably attached to the C-pillar 80 via a door catch mechanism (not shown).

[0022] The side sill 50, A-pillar 60, B-pillar 70, and C-pillar 80 are configured, for example, by assembling panels made by press-molding steel plates or the like and joining them using spot welding, laser welding, structural adhesives, or the like, so that the cross section along a plane perpendicular to the longitudinal direction is a closed cross section.

[0023] The door beam 90 is a member provided inside the front side door 30 and arranged across the front and rear of the front side door 30 . The door beam 90 is configured by a cylindrical pipe made of, for example, steel material. The front end 91 and rear end 92 of the door beam 90 are attached to the door inner panel 32 near the front end and rear end of the front side door 30. The door beam 90 is disposed at an angle relative to the horizontal direction so that the front end 91 is positioned higher than the rear end 92.

[0024] The vehicle 1 is equipped with an airbag 100 that deploys in an area outside the front side door 30 and the rear side door 40 in the vehicle width direction in response to a pre-crash detection (pre-crash determination) of a side collision. The airbag 100 is formed as a bag-like body by joining together a plurality of base fabric panels made of, for example, nylon fiber by sewing, fusing, or the like. The airbag 100 is inflated by introduction of inflation gas from an inflator 211, which will be described later. The airbag 100 is housed in a folded state in a retainer 51 provided in the lower part of the side sill 50 during normal use of the vehicle (before a pre-crash determination is made and before deployment). After the airbag 100 is deployed, the retainer 51 functions as a mounting portion of the airbag 100 on the vehicle body side (a base portion of the airbag unit).

[0025] As shown in FIGS. 1 and 3, the airbag 100 has a first air chamber 110, a second air chamber 120, and a partition wall . The first chamber 110 is a portion that constitutes the front portion of the airbag 100. The second chamber 120 is a portion that constitutes the rear portion of the airbag 100. The partition wall 130 is provided inside the airbag 100 and separates the first air chamber 110 and the second air chamber 120.

[0026] The front end of the first air chamber 110 is provided forward of the A-pillar 60. The rear end of the first air chamber 110 is provided in the vicinity of the B-pillar 70. The front end of the second air chamber 120 is provided adjacent to the B-pillar 70 and continuous with the rear end of the first air chamber 110 . The rear end of the second air chamber 120 is provided rearward of the C-pillar 80.

[0027] The upper ends of the first air chamber 110 and the second air chamber 120 are arranged so as to be higher than the upper end of the door beam 90 in the region from the front end to the rear end of the seating surface of the seat S in the vehicle longitudinal direction. Note that it is preferable that such a positional relationship be established throughout the entire range of the front-rear sliding of the seat S. In addition, the upper end of the second air chamber 120 is positioned above the rear door beam (not shown) provided inside the rear side door 40 in the area from the front end to the rear end of the seating surface of the rear seat (not shown).

[0028] As shown in Figure 3, the partition wall 130 is arranged at an angle relative to the vehicle width direction so that, in a plan view of the vehicle 1 viewed from above, the inner end 131 in the vehicle width direction is closer to the front of the vehicle than the outer end 132 in the vehicle width direction. The end portion 131 is disposed on the vehicle front side (A-pillar 60 side) of the B-pillar 70. The end portion 132 is disposed on the vehicle rear side (C-pillar 80 side) of the B-pillar 70. With this configuration, a rear portion of the first air chamber 110, a front portion of the second air chamber 120, and the B-pillar 70 are arranged to overlap each other when viewed from the vehicle width direction. The first air chamber 110 has the function of distributing and transmitting a load input from an object such as another vehicle V to the front side door 30, the A pillar 60, the B pillar 70, the side sill 50, and the like. The second air chamber 120 has the function of distributing and transmitting a load input from an object such as another vehicle V to the rear side door 40, the B pillar 70, the C pillar 80, the side sill 50, and the like.

[0029] FIG. 4 is a diagram showing the configuration of an airbag control system in the airbag device of the first embodiment. The control system 200 includes an airbag control unit 210, an environment recognition unit 220, and the like. The airbag control unit 210 and the environment recognition unit 220 can be configured as a microcomputer having, for example, an information processing unit such as a CPU, a storage unit such as a RAM or a ROM, an input / output interface, and a bus connecting these. The airbag control unit 210 and the environment recognition unit 220 are communicably connected to each other via an in-vehicle LAN such as a CAN communication system, or directly.

[0030] The airbag control unit 210 controls the deployment state of the airbag 100 and the internal pressure of each air chamber after deployment. To the airbag control unit 210, an inflator 211, a first air chamber pressure regulating valve 212, a second air chamber pressure regulating valve 213, a first air chamber pressure sensor 214, a second air chamber pressure sensor 215, and the like are connected.

[0031] The inflator 211 is a gas generating device that supplies deployment gas to the first air chamber 110 and the second air chamber 120 of the airbag 100, respectively, to deploy the airbag 100. The inflator 211 may be configured to generate deployment gas by causing a chemical to react in response to a deployment signal, for example. The inflator 211 may be configured to have a plurality of gas generators that supply deployment gas to the first air chamber 110 and the second air chamber 120 of the airbag 100 independently. Furthermore, if necessary, the inflator 211 may be a multi-stage inflator capable of generating deployment gas multiple times at time intervals.

[0032] The first air chamber pressure regulating valve 212 and the second air chamber pressure regulating valve 213 are provided in the first air chamber 110 and the second air chamber 120, respectively, and are control valves such as solenoid valves that adjust the internal pressure of each air chamber. The first air chamber pressure regulating valve 212 and the second air chamber pressure regulating valve 213 are normally kept closed, but open in response to a command from the airbag control unit 210, releasing a portion of the deployment gas inside each air chamber to the outside and reducing the internal pressure of the air chamber.

[0033] The first air chamber pressure sensor 214 and the second air chamber pressure sensor 215 are pressure sensors that detect the internal pressures of the first air chamber 110 and the second air chamber 120 (the pressures of the deployment gas). The outputs of the first and second chamber pressure sensors 214 and 215 are transmitted to the airbag control unit 210 . In controlling the deployment of the airbag, which will be described later, the airbag control unit 210 feedback controls the first air chamber pressure regulating valve 212 and the second air chamber pressure regulating valve 213 so that the internal pressures of the first air chamber 110 and the second air chamber 120 detected by the first air chamber pressure sensor 214 and the second air chamber pressure sensor 215 become predetermined target pressures. The airbag control unit 210 cooperates with each pressure regulation sensor and each internal pressure sensor to function as a pressure control unit of the present invention.

[0034] The environment recognition unit 220 recognizes the surrounding environment including the sides of the vehicle based on the outputs of various sensors. The environment recognition unit 220 functions as a collision mode prediction unit of the present invention. The environment recognition unit 220 is connected with sensors such as a side monitoring camera 221, a millimeter wave radar device 222, and a laser scanner device 223.

[0035] The side monitoring camera 221 has, for example, a solid-state imaging element such as a CMOS or CCD, an imaging optical system such as a group of lenses, an image processing unit, etc., and sequentially acquires images within an imaging range (angle of view) including the sides of the vehicle. The millimeter wave radar device 222 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 an object and the relative position of the object with respect to the vehicle 1. The laser scanner device (LIDAR) 223 has the function of scanning the area around the vehicle 1 by emitting pulsed near-infrared laser light, and detecting the presence or absence of an object, the relative position of the object to the vehicle 1, the shape of the object, etc., based on the presence or absence of reflected light and the time difference until the reflected light returns. When a side collision with an object such as another vehicle V is unavoidable (when a side collision pre-crash judgment is established), the environment recognition unit 220 is capable of recognizing the collision pattern with the object (for example, the object's velocity vector relative to vehicle 1, the collision position relative to vehicle 1, etc.) and the object's attributes (for example, in the case of a vehicle, the type of vehicle, shape, size, etc.).

[0036] In the first embodiment, the airbag 100 is deployed in response to the establishment of a side impact pre-crash determination, and the internal pressures of the first air chamber 110 and the second air chamber 120 are controlled independently in response to the predicted type of collision. The control of the airbag 100 will now be described. FIG. 5 is a flowchart showing an outline of the deployment control of the airbag in the airbag device of the first embodiment. Each step will be explained in order below.

[0037] <Step S01: Side Impact Pre-Crash Determination> The environment recognition unit 220 determines, based on the output of each sensor, whether or not a collision of an object such as another vehicle V with the side of the vehicle 1 from diagonally ahead is unavoidable. If it is determined that a collision is unavoidable, the side impact pre-crash determination is established and the process proceeds to step S02, otherwise the series of processes is terminated.

[0038] <Step S02: Collision angle determination> The environment recognition unit 220 estimates the collision angle θ (see Figures 6 to 8 described below) immediately before an object such as another vehicle V collides with the vehicle 1, and compares the estimated collision angle θ with a preset threshold value θth. If the collision angle θ is equal to or greater than the threshold value θth, the process proceeds to step S04, otherwise the process proceeds to step S03.

[0039] <Step S03: Collision Position Determination> The environmental recognition unit 220 estimates the position where the other vehicle V will collide with the airbag 100 (typically the center position of the load F input to the airbag 100 due to the collision), and determines whether the position (hereinafter referred to as the "collision position") in the fore-and-aft direction of the vehicle is forward of the B-pillar 70. If the collision position is forward of the B-pillar 70, the process proceeds to step S05, and otherwise (if the collision position is in an area including the B-pillar 70 or further rearward), the process proceeds to step S04.

[0040] <Step S04: Airbag deployment (front low pressure, rear high pressure)> The airbag control unit 210 activates the inflator 211 to generate deployment gas and supplies it to the first air chamber 110 and the second air chamber 120, thereby causing the airbag 100 to be unwound from the retainer 51 and deployed. At this time, the internal pressure of the first air chamber 110 is set to be lower than the internal pressure of the second air chamber 120 (the first air chamber 110 is at a relatively low pressure and the second air chamber 120 is at a relatively high pressure). At this time, the second air chamber 120 can be configured so that the pressure is not reduced by the second air chamber pressure adjustment valve 213. Furthermore, the first air chamber 110 can be configured to maintain the first air chamber pressure adjustment valve 212 in an open state at a predetermined opening degree. As a result, when the first air chamber 110 receives a load due to a collision, it contracts while discharging the deployment gas therein through the first air chamber pressure adjustment valve 212, thereby enabling energy absorption. After that, the series of processes is ended (returned).

[0041] <Step S05: Airbag deployment (equal pressure at front and rear)> The airbag control unit 210 activates the inflator 211 to generate deployment gas and supplies it to the first air chamber 110 and the second air chamber 120, thereby causing the airbag 100 to be unwound from the retainer 51 and deployed. At this time, the internal pressures of the first air chamber 110 and the second air chamber 120 are set to a high pressure equivalent to the internal pressure of the second air chamber 120 in step S04. At this time, the first air chamber 110 and the second air chamber 120 can be configured so that pressure reduction by the first air chamber pressure adjustment valve 212 and the second air chamber pressure adjustment valve 213 is not performed. After that, the series of processes is ended (returned).

[0042] The state and effect after a side collision in a vehicle equipped with the airbag device of the first embodiment will be described below. FIG. 6 is a diagram schematically illustrating a state immediately after a collision of a vehicle having the airbag device of the first embodiment, in which the vehicle is hit by a side collision at a large collision angle at the rear of the B-pillar. In this case, the first air chamber 110 is set to a lower pressure than the second air chamber 120. (Step S04) The other vehicle V mainly collides with the second air chamber 120 from the diagonal front side at an impact angle θ that is large relative to the predetermined threshold value θth, and transmits a load F to the rear side door 40, B pillar 70, C pillar 80, side sill 50, etc. via the second air chamber 120. This causes a moment M to be generated in the vehicle 1, causing the rear of the vehicle body to swing out in the direction opposite to the collision side (for example, to the right in FIG. 6, since the collision occurred from the left side). This moment M causes the vehicle 1 to exhibit yaw behavior in a spin mode centered around the vicinity of the power unit compartment 20 where heavy objects are mounted. A portion of the energy input into the vehicle body due to the collision is converted into and consumed as kinetic energy of this yaw behavior and frictional energy when the tires slip, thereby reducing the energy that needs to be absorbed by compressing the vehicle body, etc., and suppressing damage and deformation of the passenger compartment 10. Furthermore, by setting the internal pressure of the first air chamber 110 to be lower than the internal pressure of the second air chamber 120, it is possible to suppress the aggressiveness of the first air chamber 110 towards the vehicle body.

[0043] FIG. 7 is a diagram schematically illustrating a state immediately after a collision of a vehicle having the airbag device of the first embodiment, in which the vehicle is subjected to a side collision at a small collision angle behind the B-pillar. In this case, the first air chamber 110 is set to a lower pressure than the second air chamber 120. (Step S04) The other vehicle V mainly collides with the second air chamber 120 from the diagonal front side at an impact angle θ that is small relative to the predetermined threshold value θth, and transmits a load F to the rear side door 40, B pillar 70, C pillar 80, side sill 50, etc. via the second air chamber 120. This causes the vehicle 1 to undergo a behavior in which the vehicle body moves in a translational motion (typically skidding) in the vehicle width direction on the opposite side to the collision side. A portion of the energy input to the vehicle body due to the collision is converted into and consumed as kinetic energy of the lateral translational movement of the vehicle body and frictional energy when the tires slip, thereby reducing the energy that needs to be absorbed by compressing the vehicle body, etc., and suppressing damage and deformation of the passenger compartment 10. Furthermore, by setting the internal pressure of the first air chamber 110 to be lower than the internal pressure of the second air chamber 120, it is possible to suppress the aggressiveness of the first air chamber 110 towards the vehicle body.

[0044] FIG. 8 is a diagram schematically illustrating a state immediately after a collision of a vehicle having the airbag device of the first embodiment, in which a side collision occurs in front of the B-pillar at a small collision angle. In this case, the first air chamber 110 and the second air chamber 120 are both set to the same pressure (high pressure) (Step S05). Another vehicle V mainly collides with the first air chamber 110 from the oblique front side at a collision angle θ that is small (shallow) relative to the predetermined threshold value θth. At this time, the front end of the other vehicle V slips toward the rear of vehicle 1 along the outer surfaces of the first air chamber 110 and the second air chamber 120 in the vehicle width direction, and its direction of travel changes to a direction in which it can pass vehicle 1. At this time, the load F transmitted from the airbag 100 to the vehicle 1 is received by the A pillar 60, the B pillar 70, the C pillar 80, and the like. By causing the other vehicle V to pass the vehicle 1, it is possible to prevent a direct collision between the other vehicle V and the body of the vehicle 1, and reduce the energy input from the other vehicle V to the body of the vehicle 1. This reduces the energy that needs to be absorbed by compressing the body, etc., and suppresses damage and deformation of the passenger compartment 10.

[0045] According to the first embodiment described above, the following effects can be obtained. (1) By independently controlling the internal pressure of the first air chamber 110 and the internal pressure of the second air chamber 120 according to the manner in which an object such as another vehicle V collides with the vehicle 1, the input form of the load from the other vehicle V to the vehicle body can be controlled, causing behavior in at least one of the vehicle body and the object to reduce collision damage, and by consuming part of the energy from the collision as kinetic energy, the energy absorbed by compression of the vehicle body, etc. can be reduced, suppressing damage and deformation of the vehicle body and ensuring survival space for occupants. (2) When a side collision is predicted in which the impact angle θ to the area including the B-pillar 70 on the side of the vehicle body is equal to or greater than the threshold value θth, the internal pressure of the second air chamber 120 is made higher than the internal pressure of the first air chamber 110, thereby promoting load transfer from the second air chamber 120 to the area of ​​the vehicle body rearward of the B-pillar 70, causing a yaw behavior (typically a spin mode behavior) in which the rear of the vehicle body is swung toward the side opposite the collision, and converting part of the energy input by the collision into kinetic energy of the vehicle body or frictional energy due to tire slippage, and consuming it. Furthermore, by making the internal pressure of the first air chamber 110 lower than the internal pressure of the second air chamber 120, aggressiveness towards the front half of the vehicle body can be suppressed, and damage and deformation to the vehicle body can be reduced. For example, it is possible to prevent the front side door 30 from deforming, climbing over the side sill 50, and entering the vehicle interior 10. (3) When a collision from the diagonal front side is predicted with an impact angle θ smaller than the threshold value θth in an area forward of the B-pillar 70 on the side of the vehicle body, the internal pressure of the first air chamber 110 is set to a high pressure equivalent to the internal pressure of the second air chamber 120, thereby utilizing the strength of the B-pillar 70 etc. of the vehicle body to slide other vehicles V etc. along the surface of the airbag 100 and guide them to pass by vehicle 1, thereby preventing a direct collision between the body of vehicle 1 and other vehicles V etc. (4) When a collision from the diagonal front side is predicted with an impact angle θ smaller than the threshold value θth in an area rearward of the B-pillar 70 on the side of the vehicle body, the internal pressure of the second air chamber 120 is increased relative to the internal pressure of the first air chamber 110, thereby converting the torsional input of the B-pillar 70 into a compressive input, dispersing and transmitting the load input due to the collision to the B-pillar 70 and C-pillar 80, causing a skidding behavior in which the vehicle 1 is pushed sideways by another vehicle V, etc., and converting part of the energy input due to the collision into kinetic energy of the vehicle body or frictional energy due to tire slippage, and consuming it. Furthermore, by making the internal pressure of the first air chamber 110 lower than the internal pressure of the second air chamber 120, aggressiveness towards the front half of the vehicle body can be suppressed, and damage and deformation to the vehicle body can be reduced.Furthermore, it is less likely to prevent the second air chamber 120 from being compressed and deforming so as to expand in the fore-and-aft direction, and load can be transmitted more effectively from the second air chamber 120 to the B-pillar 70. (5) The partition wall 130 between the first air chamber 110 and the second air chamber 120 is positioned at an angle to the vehicle width direction, and the rear of the first air chamber 110 and the front of the second air chamber 120 are positioned so as to overlap the B-pillar 70 when viewed from the vehicle width direction, thereby enabling effective load transmission from both the first air chamber 110 and the second air chamber 120 to the B-pillar 70.

[0046] 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 parts common to the previous embodiments, and explanations thereof will be omitted, with differences being mainly described. In FIG. 9, the airbag device of the second embodiment has a partition wall 130 separating the first air chamber 110 and the second air chamber 120, which is disposed along the vehicle width direction in a plan view seen from above the vehicle. The partition wall 130 is disposed so that its position in the vehicle longitudinal direction overlaps with the middle portion of the B-pillar 50 in the vehicle longitudinal direction. In the second embodiment described above, the same effects as those of the first embodiment described above (except for the effect described in item 5) can be obtained.

[0047] Third Embodiment Next, a third embodiment of the airbag device to which the present invention is applied will be described. The airbag device of the third embodiment is characterized in that the first air chamber 110 and the second air chamber 120 of the airbag 100 after deployment can be moved in the fore-and-aft direction relative to the vehicle body using a fore-and-aft movement mechanism 300 described below. The forward / backward movement mechanism 300 cooperates with the airbag control unit 210 to function as the airbag movement section of the present invention.

[0048] FIG. 10 is a diagram showing a schematic configuration of a mechanism for moving the first air chamber 110 and the second air chamber forward and backward in an airbag device according to a third embodiment. In the third embodiment, the retainer 51 is divided into a front retainer 51F and a rear retainer 51R. The first air chamber 110 and the second air chamber 120 are also configured as independent bags, and an inflator 211 is provided in each air chamber. Before the pre-crash determination of the vehicle 1 is established, the first air chamber 110 and the second air chamber 120 are housed in a folded state in the front retainer 51F and the rear retainer 51R, respectively.

[0049] The forward / backward movement mechanism 300 is configured to include a rail 310, pulleys 321 to 324, wires 331 to 334, and the like. The rail 310 is a guide member provided inside the side sill 50 and arranged along the longitudinal direction of the side sill 50 (the front-rear direction of the vehicle). The rails 310 support the front retainer 51F and the rear retainer 51R so that they can be displaced along the longitudinal direction of the rails 310 relative to the side sills 50.

[0050] The pulley 321 is provided near the front end of the side sill 50 and is connected to the front retainer 51F via a wire 331. The pulley 321 has a function of pulling the front retainer 51F toward the front side of the vehicle by winding up the wire 331. The pulley 322 is provided near the front end of the side sill 50 and is connected to the rear retainer 52R via a wire 332. The pulley 322 has a function of pulling the rear retainer 51R toward the front of the vehicle by winding up the wire 332.

[0051] The pulley 323 is provided near the rear end of the side sill 50 and is connected to the front retainer 51F via a wire 333. The pulley 323 has a function of pulling the front retainer 51F toward the rear of the vehicle by winding up the wire 333. The pulley 324 is provided near the rear end of the side sill 50 and is connected to the rear retainer 52R via a wire 334. The pulley 324 has a function of pulling the rear retainer 51R toward the rear of the vehicle by winding up the wire 334.

[0052] The pulleys 321 to 324 are provided with actuators such as electric motors for winding up the respective wires. The actuator is controlled in response to a command from the airbag control unit 210 . The deployment control of the airbag and the longitudinal drive control in the third embodiment will be described below.

[0053] FIG. 11 is a flowchart showing an outline of the deployment control of the airbag in the airbag device of the third embodiment. Each step will be explained in order below. <Step S11: Based on the output of each sensor, the environment recognition unit 220 determines whether or not a collision of an object such as another vehicle V with the side of the vehicle 1 from diagonally front or diagonally rear is unavoidable. If it is determined that a collision is unavoidable, the side impact pre-crash determination is established and the process proceeds to step S12, otherwise the process proceeds to step S20.

[0054] <Step S12: Determining a rear-oblique collision> The environment recognition unit 220 determines whether or not an object such as another vehicle V for which the pre-crash determination has been established is colliding with the vehicle 1 from the diagonal rear side in a diagonal rear collision. If it is a diagonal rear collision, the process proceeds to step S18, and if it is any other case (a diagonal front collision or a side collision from the vehicle width direction), the process proceeds to step S13.

[0055] <Step S13: Collision Angle Determination> The environment recognition unit 220 estimates a collision angle θ immediately before an object such as another vehicle V collides with the host vehicle, and compares the estimated collision angle θ with a preset threshold value θth. If the collision angle θ is equal to or greater than the threshold value θth, the process proceeds to step S15, otherwise the process proceeds to step S14.

[0056] <Step S14: Collision Position Determination> The environment recognition unit 220 estimates the collision position where the other vehicle V collides with the airbag 100, and determines whether the collision position is forward of the B-pillar 70 in the vehicle longitudinal direction. If the collision position is in front of the B-pillar 70, the process proceeds to step S16, and otherwise (if the collision position is in an area including the B-pillar 70), the process proceeds to step S15.

[0057] <Step S15: Airbag deployment (front low pressure, rear high pressure)> The airbag control unit 210 activates the inflator 211 to generate deployment gas and supplies it to the first air chamber 110 and the second air chamber 120, thereby causing the first air chamber 110 and the second air chamber 120 of the airbag 100 to be extended from the front retainer 51F and the rear retainer 51R and deployed. At this time, the internal pressure of the first air chamber 110 is set to be lower than the internal pressure of the second air chamber 120 (the first air chamber 110 is at a relatively low pressure and the second air chamber 120 is at a relatively high pressure). At this time, the second air chamber 120 can be configured so that the pressure is not reduced by the second air chamber pressure adjustment valve 213. Furthermore, the first air chamber 110 can be configured to maintain the first air chamber pressure adjustment valve 212 in an open state at a predetermined opening degree. As a result, when the first air chamber 110 receives a load due to a collision, it contracts while discharging the deployment gas therein through the first air chamber pressure adjustment valve 212, thereby enabling energy absorption. Then, proceed to step S17.

[0058] <Step S16: Airbag deployment (front and rear equal pressure)> The airbag control unit 210 activates the inflator 211 to generate deployment gas and supplies it to the first air chamber 110 and the second air chamber 120, thereby causing the first air chamber 110 and the second air chamber 120 of the airbag 100 to be extended from the front retainer 51F and the rear retainer 51R and deployed. At this time, the internal pressures of the first air chamber 110 and the second air chamber 120 are set to be equal to the internal pressure of the second air chamber 120 in step S15. At this time, the first air chamber 110 and the second air chamber 120 can be configured so that pressure reduction by the first air chamber pressure adjustment valve 212 and the second air chamber pressure adjustment valve 213 is not performed. Then, proceed to step S17.

[0059] <Step S17: Execute Airbag Forward Control> The airbag control unit 210 issues a command to the actuator of the front-rear movement mechanism 300 to perform airbag forward movement control to displace the first air chamber 110 and the second air chamber 120 of the airbag 100 forward relative to the body of the vehicle 1. The positions of the first air chamber 110 and the second air chamber 120 after this displacement can be configured to coincide with the positions of the first air chamber 110 and the second air chamber 120 in the airbag device of the first embodiment, for example. Then, the series of processes ends. By the above control, when an object such as another vehicle V collides with the vehicle 1 from the diagonally front or side, the same effect as that described in the first embodiment with reference to Figures 6 to 8 can be obtained.

[0060] <Step S18: Airbag deployment (front low pressure, rear high pressure)> The airbag control unit 210 activates the inflator 211 to generate deployment gas and supplies it to the first air chamber 110 and the second air chamber 120, thereby causing the first air chamber 110 and the second air chamber 120 of the airbag 100 to be extended from the front retainer 51F and the rear retainer 51R and deployed. At this time, the internal pressure of the first air chamber 110 is set to be lower than the internal pressure of the second air chamber 120 (the first air chamber 110 is at a relatively low pressure and the second air chamber 120 is at a relatively high pressure). Then, proceed to step S19.

[0061] <Step S19: Execute Airbag Retraction Control> The airbag control unit 210 issues a command to the actuator of the front-rear movement mechanism 300 to perform airbag retreat control to displace the first air chamber 110 and the second air chamber 120 of the airbag 100 rearward relative to the body of the vehicle 1. The amount of displacement at this time may be set to the rearmost end of the movable range of the front retainer 51F and the rear retainer 51R, or may be controlled to an intermediate position within the movable range depending on the collision position of another vehicle V or the like detected by the environment recognition unit 220. Then, the series of processes ends.

[0062] <Step S20: Local Collision Detection> The environment recognition unit 220 estimates the possibility that the vehicle 1 will skid sideways, deviate from its lane, or otherwise collide with a relatively small object from the side of the vehicle body that may cause localized damage to the vehicle body, such as a traffic light pole, a utility pole, or a tree. If the possibility of collision is equal to or greater than a predetermined value, the local collision determination is established and the process proceeds to step S21, otherwise the series of processes is terminated.

[0063] <Step S21: Airbag deployment (front and rear equal pressure)> The airbag control unit 210 activates the inflator 211 to generate deployment gas and supplies it to the first air chamber 110 and the second air chamber 120, thereby causing the first air chamber 110 and the second air chamber 120 of the airbag 100 to be extended from the front retainer 51F and the rear retainer 51R and deployed. At this time, the internal pressures of the first air chamber 110 and the second air chamber 120 are set to be equal to the internal pressure of the second air chamber 120 in step S15. At this time, the first air chamber 110 and the second air chamber 120 can be configured so that pressure reduction by the first air chamber pressure adjustment valve 212 and the second air chamber pressure adjustment valve 213 is not performed. Then, the process proceeds to step S21.

[0064] <Step S22: Collision location tracking control> The airbag control unit 210 issues a command to the actuator of the front-rear movement mechanism 300 so that at least one of the first air chamber 110 and the second air chamber 120 of the airbag 100 can cover the collision position of an object such as a pole with the vehicle body estimated by the environment recognition unit 220, and performs collision point tracking control to move the first air chamber 110 and the second air chamber 120 in the front-rear direction relative to the side sill 50. Then, the series of processes ends.

[0065] The state and effect after a side collision in a vehicle equipped with the airbag device of the first embodiment will be described below. As described above, the effect in the case of a side collision with another vehicle V or the like from the diagonal front side is the same as the effect of the first embodiment described with reference to FIGS. FIG. 12 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device of the third embodiment, in which a side collision has occurred at an angle from behind the B-pillar. In this case, the first air chamber 110 is set to a lower pressure than the second air chamber 120. (Step S18)

[0066] Another vehicle V collides mainly with the second air chamber 120 from the diagonally rear side of the vehicle 1, and transmits a load F via the second air chamber 120 to the rear side door 40, B pillar 70, C pillar 80, side sill 50, etc. This allows for an evenly distributed load to be obtained to press hard against the B-pillar 70, and the load F input to the second air chamber 120 from another vehicle V can be efficiently transmitted to the vehicle body structure such as the B-pillar 70. This reduces local deformation of the rear side door 40, and prevents the rear side door 40 from deforming and entering the vehicle interior 10.

[0067] FIG. 13 is a diagram schematically illustrating a state immediately after a collision of a vehicle having an airbag device of the third embodiment, in which a pole has locally collided with the side of the vehicle. In this case, the first air chamber 110 and the second air chamber 120 are both set to the same pressure (high pressure) (step S21). For example, a pole P such as a utility pole or a traffic light pole may collide with the vehicle 1 from the diagonally front side of the vehicle 1 toward the center of the front side door 30 due to lane departure and skidding of the vehicle 1. In response to this, the airbag 100 is moved forward by the front-rear movement mechanism 300, and the pole P is brought into a state where it collides with the center of the first air chamber 110. The load input from the pole P to the first air chamber 110 is dispersed and transmitted via the first air chamber 110 to the A-pillar 60, the B-pillar 70, the side sill 50, the front side door 30, and the like. This prevents the front side door 30 from being locally deformed to a large extent, and reduces the risk of the front side door 30 intruding into the vehicle compartment 10 causing harm to the occupants.

[0068] As described above, according to the third embodiment, in addition to the same effects as those of the first embodiment described above, by moving the first air chamber 110 and the second air chamber 120 of the airbag 100 in the fore-and-aft direction relative to the vehicle body using the fore-and-aft movement mechanism 300, it is possible to more accurately transfer load from the object to the vehicle body, thereby promoting the above-mentioned effects.

[0069] (Variation) The present invention is not limited to the above-described embodiment, and various modifications and variations are possible, and these 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 shape, structure, material, manufacturing method, number, arrangement, etc. of each of the components that make up these can be changed as appropriate. (2) The configuration of the airbag and the arrangement of the air chambers are not limited to those of the embodiments and can be modified as appropriate. For example, if energy absorption at the top of the door can be achieved by other methods, the third air chamber may be omitted. Furthermore, other air chambers may be additionally provided in addition to the air chambers described above. Furthermore, each air chamber may be further divided. (3) The method for detecting a precursor to a collision is not limited to using the sensors of the embodiments and may be modified as appropriate. For example, other types of sensors may be used in addition to or instead of the sensors of the embodiments. Furthermore, a configuration may be adopted in which precursors to a collision are detected using vehicle-to-vehicle communication or road-to-vehicle communication. (4) In each embodiment, the storage portion (retainer 51) that stores the airbag 100 before deployment is provided inside the lower part of the side sill 50, but the location where the storage portion is provided is not limited thereto and can be changed as appropriate. For example, the storage portion may be provided on the lower surface of a floor panel or inside a side step, which is an aerodynamic part with a design that is provided on the side sill. (5) The internal pressure control of the first and second chambers in accordance with the type of collision in each embodiment is an example and can be modified as appropriate. [Explanation of symbols]

[0070] 1 vehicle FW front wheel RW rear wheel 10. Passenger compartment 20. Power unit compartment 30 Front side door 31 Outer panel 32 Inner panel 33 Door trim 34 stiffening member 40 rear side door 50 Side sill 51 Retainer 51F Front retainer 51R Rear retainer 60 A-pillar 70 B-pillar 80 C-pillar 90 Door beam 91 Front end 92 Rear end 100 Airbag 110 First air chamber 120 Second air chamber 130 Partition wall 200 Control System 210 airbag control unit 211 inflator 212 First air chamber pressure regulating valve 213 Second air chamber pressure regulating valve 214 First air chamber pressure sensor 215 Second air chamber pressure sensor 220 Environmental recognition unit 221 Side monitoring camera 222 Millimeter wave radar equipment 223 Laser scanner equipment 300 Forward / backward movement mechanism 310 Rail 321~324 Pulley 331~334 Wire V Other vehicle P Pole

Claims

1. A pillar, B pillar, and C pillar are structural members that are provided in this order from the front side of the vehicle body side and extend in the vertical direction; a door provided in an openable and closable manner in a door opening formed in one or both of a space between the A pillar and the B pillar and a space between the B pillar and the C pillar; a side sill disposed along the lower edge of the door; An airbag device provided in a vehicle having an airbag that deploys from a storage portion provided on a lower side of the side sill to an area on the outside in a vehicle width direction of the side portion of the vehicle body including the door in response to a warning sign of an object colliding with the side portion of the vehicle body, the airbag having a first air chamber whose main portion is located forward of the B-pillar and a second air chamber whose main portion is located rearward of the B-pillar; a collision mode prediction unit that predicts a collision mode of an object with the vehicle; a pressure control unit that increases or decreases at least one of the internal pressure of the first air chamber and the internal pressure of the second air chamber after the airbag is deployed, independently of the internal pressure of the other air chamber, in accordance with the collision mode predicted by the collision mode prediction unit; An airbag device comprising:

2. The pressure control unit increases the internal pressure of the second air chamber relative to the internal pressure of the first air chamber when the collision mode prediction unit predicts a side collision in which the collision angle with a region including the B-pillar in the side portion of the vehicle body is equal to or greater than a predetermined threshold.

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

3. The pressure control unit makes the internal pressure of the first air chamber equal to or greater than the internal pressure of the second air chamber when the collision mode prediction unit predicts a diagonal front collision with an area of ​​the vehicle body side portion forward of the B-pillar at a collision angle smaller than a predetermined threshold.

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

4. The pressure control unit increases the internal pressure of the second air chamber relative to the internal pressure of the first air chamber when the collision mode prediction unit predicts a diagonal front collision with an area of ​​the vehicle body side portion rearward of the B-pillar at a collision angle smaller than a predetermined threshold.

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

5. an airbag moving unit that moves the airbag in the front-rear direction relative to the side surface of the vehicle body in accordance with the collision type predicted by the collision type predicting unit; 5. The airbag device according to claim 1, wherein:

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