Vehicle airbag device

Abstract

[Problem] To provide an airbag device for a vehicle, the airbag device being capable of suppressing an injury value of a driver by using a simple configuration. [Solution] An airbag cushion 104 of an airbag device 100 for a vehicle comprises: a bottom surface 118 into which an inflator 112 is inserted; a restraint surface 116 on an occupant side; a side surface 118 which connects the bottom surface 118 and the restraint surface 116 with each other; a recessed portion 120 which is formed in a predetermined range at a center of the restraint surface 116 such that the recessed portion 120 is recessed toward the bottom surface 118 side; and one or a plurality of tethers 122 which are spanned between the recessed portion 120 and the bottom surface 118 side. The recessed portion 120 is formed by the tethers 122 pulling the recessed portion 120 toward the bottom surface 114 side at an inflation and deployment time. The airbag cushion 104 further comprises creases 204a to 204e and restraint portions 206a to 206e which are formed on an inner wall of the recessed portion 120 along a virtual line V1 at the inflation and deployment time.

Description

[Technical Field]

[0001] The present invention relates to a vehicle airbag device for restraining an occupant in an emergency. [Background technology]

[0002] Airbag devices have become standard equipment in most modern vehicles. For example, many vehicles are equipped with a driver airbag in the steering wheel. The driver airbag cushion is mainly housed in the center of the steering wheel, and its inflation pressure tears open a plastic cover or the like, causing the airbag to inflate and deploy in front of the occupant.

[0003] Airbag cushions are required to restrain occupants more efficiently. The inventors of the present application have focused on the fact that, due to the structure of the human body, rotation of the occupant's head tends to place strain on the body, and are developing an airbag cushion that can efficiently restrain the occupant while suppressing head rotation.

[0004] For example, it has been found that in the case of an oblique collision, which is a collision from an angle relative to the direction of travel, the occupant enters the airbag cushion at an angle, and the head is likely to rotate. In light of this, the applicant of the present application has developed a technology for forming a recess 120 using an internal tether 122 in the center of the airbag cushion 104 on the occupant side, as disclosed in Fig. 2 of Patent Document 1, for example. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2020-37382 Summary of the Invention [Problem to be solved by the invention]

[0006] The technology of Patent Document 1 uses components such as a central base fabric 118 and three internal tethers 122 to form the recess 120. Currently, development is underway on a technology that can form recesses more efficiently and further reduce the burden on the occupant when restrained.

[0007] In view of the above problems, an object of the present invention is to provide a vehicle airbag device that can reduce the injury level of an occupant with a simple configuration. [Means for solving the problem]

[0008] In order to solve the above problems, a typical configuration of a vehicle airbag device according to the present invention is a vehicle airbag device comprising an airbag cushion that inflates and deploys between a structure in the vehicle cabin and an occupant seated in a seat in an emergency, and an inflator installed on the structure, wherein the airbag cushion has a bottom surface into which the inflator is inserted, a restraining surface on the occupant side, a side surface connecting the bottom surface and the restraining surface, a recess formed in a predetermined range in the center of the restraining surface and recessed into the bottom surface side, and one or more tethers stretched between the recessed surface and the bottom surface, wherein the recessed surface is pulled toward the bottom surface by the tether when inflated and deployed, and the airbag cushion further has a plurality of wrinkles formed along imaginary lines on the inner wall of the recessed surface when inflated and deployed, and a plurality of restraining sections formed radially by dividing the inner wall in an inward direction by the plurality of wrinkles when inflated and deployed.

[0009] According to the above configuration, by forming a recess in the center of the restraint surface, when an occupant enters the airbag cushion at an angle due to an oblique collision or the like, it is possible to suppress, for example, head rotation compared to when the occupant is restrained simply on a flat surface. In particular, with the above configuration, wrinkles and a restraint portion are formed on the inner wall of the recess by being pulled into the inside of the airbag cushion by the tether. This restraint portion allows the occupant to be restrained more flexibly, thereby further reducing the injury level of the occupant.

[0010] The recess has an entrance on the occupant side, a midsole on the bottom side, and an intermediate portion formed at a predetermined location between the entrance and the midsole, and in a cross section perpendicular to the imaginary line of the airbag cushion, the space inside the intermediate portion may be narrower than the spaces inside the entrance and the midsole.

[0011] The recess has a middle section that juts out inward. This middle section has a small radius of curvature and a small tension, so it can restrain the occupant with less strain.

[0012] The one or more tethers may be provided in plurality, and the plurality of tethers may be arranged at three locations around the inflator in cross section.

[0013] By pulling the recessed portion with the tether, the wrinkles and the restrained portion can be efficiently formed.

[0014] When the cross section of the plurality of tethers is likened to a clock, at least one tether may be arranged near the 12 o'clock position and the other tethers may be arranged between 3 o'clock and 9 o'clock.

[0015] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0016] The tether located near the 12 o'clock position may be shorter than the other tethers.

[0017] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0018] The tethers may be of the same length.

[0019] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0020] The one or more tethers may be provided in plurality, and the plurality of tethers may be arranged at positions that divide the circumference of the inflator into thirds in cross section.

[0021] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0022] When the cross section of the plurality of tethers is likened to a clock, at least one tether may be arranged near the 12 o'clock position and the other tethers may be arranged between 3 o'clock and 9 o'clock.

[0023] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0024] The tether located near the 12 o'clock position may be shorter than the other tethers.

[0025] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0026] The tethers may be of the same length.

[0027] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0028] The one or more tethers may be provided in plurality, and the plurality of tethers may be arranged in positions facing each other across the cross section with the inflator at the center.

[0029] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0030] The plurality of tethers may be arranged near the 12 o'clock position and the 6 o'clock position when the cross section is likened to a clock.

[0031] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0032] The plurality of tethers may be arranged near the 3 o'clock position and the 9 o'clock position when the cross section is likened to a clock.

[0033] The above-mentioned tether can also be used to efficiently form the wrinkles and restraint portions by pulling the recessed portions.

[0034] The area extending from the side of the airbag cushion to at least a portion of the restraint surface may be formed by a predetermined side panel, and the side panel may include a plurality of sub-panels divided circumferentially around the side, each of the plurality of sub-panels having a pair of side edges joined to the adjacent sub-panel, one edge on the restraint surface side, and the other edge on the bottom side, and the pair of side edges may be joined to the adjacent sub-panel by stitching along an imaginary line connecting the geometric center of the inflator and the center of the occupant's head when the airbag cushion is inflated and deployed.

[0035] In the above configuration, the multiple sub-panels that form the sides of the airbag cushion and the recess are joined by stitching along an imaginary line connecting the inflator and the occupant's head. The stitching along this imaginary line absorbs the force that acts perpendicularly to the circumferential expansion of the airbag cushion as seen from the occupant. This reduces tension on the sub-panels, and the tethers pull the sub-panels into the airbag cushion, forming wrinkles and restraining portions on the inner walls of the recess. This restraining portion allows for more flexible restraint of the occupant, further reducing the injury level of the occupant.

[0036] The one side on the restraining surface side may be shorter than the other side on the bottom surface side.

[0037] In the above configuration, one side of the sub-panel on the restraining surface side is shorter than the other side on the bottom surface side. Therefore, when the sides of the sub-panels are joined to form the side panel, the side panel has a narrower shape on the restraining surface side. This side panel allows for efficient formation of recesses in the restraining surface. Furthermore, this side panel has a simple configuration and can reduce the amount of material used, resulting in reduced weight, improved material yield, and lower costs. It also allows the airbag cushion to be folded more compactly for storage.

[0038] The structure may be a steering wheel of a vehicle, with the inflator installed in the center portion of the steering wheel and the airbag cushion rolled or folded and housed in the center portion.

[0039] According to the above configuration, a driver airbag is realized, making it possible to restrain the occupant in an appropriate manner. [Effects of the Invention]

[0040] According to the present invention, it is possible to provide a vehicle airbag device that can reduce the injury level of an occupant with a simple configuration. [Brief explanation of the drawings]

[0041] [Figure 1] 1 is a diagram illustrating an example of an outline of a vehicle airbag device according to an embodiment of the present invention; [Figure 2] 1(b) is a diagram illustrating the airbag cushion when inflated and deployed from various directions. FIG. [Figure 3] 3A and 3B are diagrams illustrating the panels that constitute the airbag cushion of FIG. 2A. [Figure 4] FIG. 4 is a diagram illustrating the panels of FIG. 3(b) spread out on a plane. [Figure 5] 2A to 2C are cross-sectional views of the airbag cushion of FIG. [Figure 6] 4(c) is a diagram illustrating the stitching of the side edge of the sub-panel of FIG. [Figure 7] 6(b) is a diagram illustrating the airbag cushion of FIG. 6(a) from various directions. [Figure 8] 1(b) is a diagram illustrating a process in which the airbag cushion of FIG. 1(b) restrains the driver in an oblique collision. [Figure 9] FIG. 8 is a diagram illustrating a first modified example of the airbag cushion of FIG. 7(a). [Figure 10] FIG. 8 is a diagram illustrating a second modified example of the airbag cushion of FIG. 7(a). [Figure 11] This is a modified example of the sub-panel illustrated in FIG. [Figure 12] 3(a) and 3(b) are diagrams illustrating first and second modified examples of the side panel of FIG. [Figure 13] 3(a) and 3(b) are diagrams illustrating third and fourth modified examples of the side panel of FIG. DETAILED DESCRIPTION OF THE INVENTION

[0042] Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Dimensions, materials, and other specific values ​​shown in the embodiments are merely examples for facilitating understanding of the invention and, unless otherwise specified, do not limit the present invention. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0043] Fig. 1 is a diagram illustrating an example of an outline of a vehicle airbag device (hereinafter referred to as airbag device 100) according to a first embodiment of the present invention. Fig. 1(a) is a diagram illustrating an example of the airbag device 100 in a state before it is activated. As shown in Fig. 1(b), the airbag device 100 is implemented as a driver airbag for a driver's seat 102 on the front left side of a left-hand drive vehicle.

[0044] In this embodiment, the occupant is assumed to be a driver 166 (see FIG. 8(a)) seated in the driver's seat 102. When the driver 166 is seated in the driver's seat 102 in a normal posture, the direction that the driver 166 faces is referred to as the forward direction, and the opposite direction is referred to as the rearward direction, and the axes of the coordinate system are referred to as the front-to-back direction. When the driver 166 is seated in the driver's seat 102 in a normal posture, the right side of the driver 166 is referred to as the right direction, and the left side of the driver 166 is referred to as the left direction, and the axes of the coordinate system are referred to as the left-to-right direction. Furthermore, when the driver 166 is seated in a normal posture, the direction of the head of the driver 166 is referred to as the upward direction, and the direction of the waist of the driver 166 is referred to as the downward direction, and the axes of the coordinate system are referred to as the up-down direction.

[0045] In the drawings used below to explain the embodiments of the present invention, as necessary, the front, rear, left, right, up and down directions based on the driver 166 (see FIG. 8(a)) are indicated by arrows F (Forward), B (Back), L (Left), R (Right), U (up), and D (down).

[0046] 1(a), in an emergency, the airbag cushion 104 inflates and deploys between the vehicle interior structure and the driver seated in the seat, protecting the driver from contact with the structure. As described above, in this embodiment, the airbag device 100 is implemented as a driver airbag, and the airbag cushion 104 restrains the driver 166 (see FIG. 8(c)) to protect him from contact with the steering wheel 106, being thrown out through the windshield, etc.

[0047] The airbag cushion 104 is a bag-shaped member that can be inflated with gas, and is rolled or folded into a small storage form, and is stored in a storage section 110 in the center of the steering wheel 106 together with an inflator 112 (see Figure 5(a)).

[0048] The storage compartment 110 is located closer to the center than the rim 108 of the steering wheel 106. The storage compartment 110 has a groove-like tear line or the like on the inside of a resin cover on the surface, and is designed to tear when the airbag cushion 104 (see FIG. 1(b)) is inflated and deployed.

[0049] 1(b) is a diagram illustrating a state after the airbag device 100 has been activated. The airbag cushion 104 inflates and deploys toward the driver 166 (see FIG. 8) in the driver's seat 102 while tearing open the cover of the accommodation portion 110 due to inflation pressure from the gas from the inflator 112 (see FIG. 5(a)), and restrains the upper body and head of the driver 166 who is attempting to move forward.

[0050] The airbag cushion 104 is circular when viewed from the driver's seat side, and inflates and deploys into a shape with a recess 120 formed in the center. The airbag cushion 104 is formed by sewing or bonding a plurality of panels that make up its surface.

[0051] 2A and 2B are diagrams illustrating the airbag cushion 104 in Fig. 1B when inflated and deployed, from various directions. Fig. 2A illustrates the airbag cushion 104 in Fig. 1B as viewed from slightly above and outside the vehicle.

[0052] The airbag cushion 104 inflates and deploys into a rounded, nearly cylindrical shape. The surface of the airbag cushion 104 is broadly divided into a bottom surface 114 on the steering wheel 106 (see FIG. 1(a)) side, a restraining surface 116 on the occupant side, and a side surface 118 connecting the bottom surface 114 and the restraining surface 116.

[0053] The airbag cushion 104 has a characteristic portion, a recess 120 recessed in the center of the restraint surface 116. As shown in FIG. 8 (described later), the recess 120 is used to suppress rotation of the head 168 of the driver 166 when the occupant is restrained.

[0054] The recess 120 is formed by a tether 122 provided inside the airbag cushion 104 pulling the panel that forms the restraint surface 116 of the airbag cushion 104 toward the bottom surface 114 .

[0055] Fig. 2(b) is a diagram illustrating an example of the exposed tether 122 of Fig. 2(a). The tether 122 is a belt-shaped member, and a total of three tethers 122 are provided (first tether 122a, second tether 122b, and third tether 122c). One end of the tether 122 is connected to the central panel 130 on the restraint surface side inside the airbag cushion 104, and the other end is connected to a predetermined position on the bottom surface 114 side inside the airbag cushion 104, which is the opposite end.

[0056] Fig. 3 is a diagram illustrating each panel that constitutes the airbag cushion 104 of Fig. 2(a). Fig. 3(a) is an exploded view of the panels of the airbag cushion 104 of Fig. 2(a).

[0057] The bottom surface 114 of the airbag cushion 104 is formed by a bottom panel 124. An inner panel 126 is disposed inside the airbag cushion 104, overlapping the bottom panel 124, and a tether 122 is connected to the inner panel 126.

[0058] The composite panel 128 is a panel in which the tether 122 and the central panel 130 are integrated. The central panel 130 is disposed in the center of the restraining surface 116 (see FIG. 2(a)) and forms the insole of the recess 120. The tether 122 extends in three directions from the central panel 130 and is joined to the inner panel 126.

[0059] The side panel 132 is a panel that forms a range extending from the side surface 118 to the inner wall of the recess 120 of the restraint surface 116, and is joined to the bottom panel 124 and the central panel 130.

[0060] Fig. 3(b) is a diagram illustrating the panels of Fig. 3(a) in an unfolded state. Of these, the side panel 132 is formed by multiple sub-panels 132a to 132c divided in the circumferential direction of the side surface 118. In this embodiment, the side panel 132 is formed by combining three sub-panels 132a to 132c. Each of the sub-panels 132a to 132c has the same polygonal configuration.

[0061] Figure 4 is a diagram illustrating the panels of Figure 3(b) in a state where they are spread out on a plane. Figure 4(a) is a diagram illustrating the bottom panel 124 of Figure 3(b).

[0062] The bottom panel 124 is circular and forms a reaction surface that receives a reaction force from the steering wheel 106 (see FIG. 1(a)) when the airbag cushion 104 is inflated and deployed. A fixing area 156 is formed in the center of the bottom panel 124 as an area where the inflator 112 (see FIG. 5) is inserted and fixed to the housing portion 110 (see FIG. 1(a)). In addition, vent holes 157a and 157b are provided as areas for discharging gas to the outside.

[0063] Fig. 4(b) is a diagram illustrating the inner panel 126 of Fig. 3(b). The inner panel 126 has a fixing region 158 formed therein as a portion where the inflator 112 (see Fig. 5(a)) is inserted, overlapping the fixing region 156 of the bottom panel 124. Also, three protrusions 160a to 160c are formed as portions where the three tethers 122a to 122c are joined.

[0064] FIG. 4(c) is a diagram illustrating the composite panel 128 of FIG. 3(b). The composite panel 128 has a trifurcated shape with three strip-shaped tethers 122a-122c extending from a circular central panel 130. The central panel 130 is circular and forms the insole of the recess 120 (see FIG. 2(a)). The tethers 122a-122c extend radially from the edge of the circular central panel 130 and are joined by sewing or the like to the respective protrusions 160a-160c of the inner panel 126. In this embodiment, the tethers 122a-122c are provided to have the same length, but the dimensions of these tethers 122a-122c do not need to be strictly uniform, and some dimensional difference is acceptable.

[0065] Note that central panel 130 is not limited to being circular, and may be polygonal, etc. Furthermore, tethers 122a to 122c are not limited to being formed integrally with central panel 130, and may be formed as separate members and then connected to central panel 130. Either configuration allows central panel 130 to be pulled in the direction of bottom panel 124.

[0066] Fig. 4(d) is a diagram illustrating the sub-panel 132a of Fig. 3(b). The sub-panels 132a to 132c are polygonal. A pair of left and right sides 134 and 135 of the sub-panel 132a are joined to the adjacent sub-panels 132b and 132c (see Fig. 3(b)) by sewing or the like.

[0067] One side 136 is the side on the side of the restraint surface 116 (see FIG. 2(a)) and is joined to the edge of the circular inner panel 126 (see FIG. 4(c)) by sewing or the like. The other side 138 is the side on the side of the bottom surface 114 (see FIG. 2(a)) and is joined to the edge of the circular bottom panel 124 (see FIG. 4(a)) by sewing or the like. The one side 136 and the other side 138 are slightly curved to fit the shapes of the central panel 130 and the bottom panel 124.

[0068] The sub-panel 132a has angular protrusions at the midpoints of the sides 134, 135, and is widest at a portion slightly closer to the other side 138 than the center between the one side 136 and the other side 138 (middle portion 140). In this case, the dimension from one side of the sub-panel 132a to the other side 138 is set longer than the dimension of the middle portion 140.

[0069] The tapered region 142 extending from the intermediate portion 140 to the side 136 gradually narrows in width toward the side 136. When the airbag cushion 104 is inflated and deployed, the tapered region 142 including the side 136 is pulled by the tether 122 toward the bottom panel 124 (see FIG. 3(a)), forming the recess 120.

[0070] In the sub-panel 132a of this embodiment, one side 136 is shorter than the other side 138. With this configuration, when the side edges 134, 135 of the sub-panel 132a are joined to form the side panel 132, as shown in Figure 3(a), the side panel 132 has a shape that narrows on the side of the restraining surface 116. With this side panel 132, the recess 120 can be efficiently formed in the restraining surface 116.

[0071] Furthermore, with the side panel 132, the recess 120 can be formed while simplifying the configuration using the sub-panels 132a to 132c configured as described above, which reduces the amount of material used, reduces costs by reducing weight and improving material yield, and also makes it possible to fold the airbag cushion 104 more compactly for storage.

[0072] Figure 5 is a cross-sectional view of the airbag cushion 104 in Figure 1(b). Figure 5(a) is a cross-sectional view of the airbag cushion 104 taken along line AA in Figure 1(b). The internal configuration of the airbag cushion 104 will be described.

[0073] Inside the airbag cushion 104, a tether 122 is stretched between the recess 120 and the bottom surface 114. The airbag cushion 104 can efficiently form and maintain the recess 120 in a recessed state by pulling the recess 120 toward the inflator 112 with the tether 122.

[0074] The inflator 112 is a gas generating device that is fixed to the bottom of the storage section 110 (see FIG. 1(a)), and the part having the gas outlet penetrates the bottom panel 124 and is inserted inside the airbag cushion 104.

[0075] The inflator 112 operates in response to an impact detection signal sent from a sensor (not shown), and supplies gas to the airbag cushion 104. The inflator 112 is disk-shaped and has a cylindrical main body 144 with an outlet, and a flange 146 provided on the outer periphery of the main body 144.

[0076] The inflator 112 is provided with a plurality of stud bolts 148. The stud bolts 148 pass through the bottom panel 124 of the airbag cushion 104 and are fastened to the bottom of the housing portion 110 (see FIG. 1(a)). The airbag cushion 104 is also fixed to the housing portion 110 by fastening the stud bolts 148.

[0077] Currently available inflators include types that are filled with gas generating agent and burn it to generate gas, types that are filled with compressed gas and supply gas without generating heat, and hybrid types that use both combustion gas and compressed gas. Any of these types can be used as the inflator 112.

[0078] Each tether, such as tether 122c, is stretched between the central panel 130 and the inner panel 126 around the inflator 112. A dimension L1 from a base 150 of tether 122c on the central panel 130 side to a base 162 of protrusion 160c of the inner panel 126 is formed so that, when the airbag cushion 104 is inflated and deployed, tension is applied between the central panel 130 and the inner panel 126, i.e., between the central panel 130 and the inflator 112, pulling the central panel 130 toward the inflator 112. The tether 122 configured in this manner makes it possible to efficiently form and maintain the recess 120 in the restraint surface 116, recessed toward the bottom surface 114.

[0079] In another embodiment, the tip of the tether 122 can be appropriately connected to a location on the bottom surface 114 side of the airbag cushion 104, such as the inflator 112, a retainer (not shown) used to secure the inflator 112, or the bottom of the storage section 110 (see FIG. 1(a)).

[0080] Fig. 5(b) is a diagram that schematically illustrates only the panels of the airbag cushion 104 of Fig. 5(a). When the side panel 132 is formed by combining the sub-panels 132a shaped as shown in Fig. 4(d), the side panel 132 is not simply cylindrical, but has a shape that gradually widens toward the driver's side. At this time, the middle portion 140 of Fig. 4(d) also forms a maximum diameter portion 164 with the largest diameter in the airbag cushion 104 of Fig. 5(b).

[0081] The position of the maximum diameter portion 164 can be adjusted by changing the position of the middle portion 140 of the sub-panel 132a (see FIG. 4(d)) between one side 136 and the other side 138. The portion of the side panel 132 from the maximum diameter portion 164 to the central panel 130 of the recess 120 tends to have a small radius of curvature and low tension, making it possible to more flexibly support the driver 166 (see FIG. 8(c)).

[0082] Fig. 6 is a diagram illustrating the stitching (stitching portions 200, 202) on the side edges 134, 135 of the sub-panel 132a in Fig. 4(c). Fig. 6(a) is a diagram illustrating the airbag cushion 104 and the driver 166 as viewed from above. The driver 166 is assumed to be seated in the driver's seat 102 (see Fig. 1(a)) in a normal position.

[0083] The imaginary line V1 is an imaginary line connecting the geometric center P1 of the inflator 112 and the center P2 of the head 168 of the driver 166 who is properly seated when the airbag cushion 104 is inflated and deployed. The center P1 of the inflator 112 can be the geometric center point or center of gravity of the inflator 112. The center P2 of the head 168 can also be the geometric center point or center of gravity of the head 168. The side edges 134, 135 of the sub-panel 132a of the airbag cushion 104 are joined to the side edges of the adjacent sub-panels 132b, 132c by stitching portions 200, 202 that are sewn so as to extend in the direction along the imaginary line V1.

[0084] The above-mentioned "direction along virtual line V1" is intended to include not only a configuration parallel to virtual line V1, but also a configuration that can be said to extend in substantially the same direction as virtual line V1. For example, if an orthogonal line perpendicular to virtual line V1 is at an angle of ±90° with respect to virtual line V1, then the range of 0° to ±45° with respect to virtual line V1 can be defined as the "direction along virtual line V1."

[0085] Fig. 6(b) is a diagram illustrating the airbag cushion 104 and the driver 166 in Fig. 6(a) as viewed from the left side in the vehicle width direction. In Fig. 6(b) as well, the sewn portion 200 is formed so as to extend in a direction along the imaginary line V1, i.e., within the range of 0° to ±45° with respect to the imaginary line V1.

[0086] Fig. 7 is a diagram illustrating the airbag cushion 104 of Fig. 6(a) from various directions. Fig. 7(a) is a diagram illustrating the airbag cushion 104 of Fig. 6(a) as viewed from the occupant side. In the airbag cushion 104 of this embodiment, five wrinkles 204a to 204e are formed on the inner wall of the recess 120 when inflated and deployed, so as to extend along the imaginary line V1 (see Fig. 6(b)), and five restraint portions 206a to 206e are formed by these wrinkles 204a to 204e.

[0087] When inflated and deployed, the restraining portions 206a to 206e are formed radially from the center of the recessed portion 120 by dividing the inner wall of the recessed portion 120 in the inner circumferential direction with a plurality of wrinkles 204a to 204e. The restraining portions 206a to 206e function as portions that more gently restrain the head 168 of the driver 166 (see FIG. 8(c)).

[0088] The wrinkles 204a to 204e and the restraining portions 206a to 206e are formed by the action of the tether 122 (see FIG. 5(a) and the like) pulling the recess 120 into the inside of the airbag cushion 104. More specifically, the range from the side surface 118 of the airbag cushion 104 to the restraining surface 116 including the recess 120 is formed by providing a plurality of sub-panels 132a to 132c (see FIG. 6(a) and the like) continuously and seamlessly. The recess 120 is formed by the tether 122 pulling one side 136 of the sub-panel 132a (see FIG. 4(d)) largely into the inside of the airbag cushion 104.

[0089] As described above, when the sewn portions 200, 202 (see FIG. 6(a)) on the side edges 134, 135 of the sub-panel 132a are formed along the imaginary line V1 connecting the inflator 112 and the head 168 of the driver 166, a force that tends to cause the airbag cushion 104 to expand in the circumferential direction as seen by the driver 166 acts on the sewn portions 200, 202 in a perpendicular direction. Then, multiple sewn portions such as the sewn portions 200, 202 absorb this force, and the action of the airbag cushion 104 to expand in the radial direction about the imaginary line V1 is suppressed, and the airbag cushion 104 maintains its softness in the direction along the imaginary line V1.

[0090] In addition, recess 120 is in a state where one side 136 (see FIG. 4(d)) of sub-panels 132a to 132c is folded back toward the inside of airbag cushion 104 (see FIG. 3(a)), and the portions of these sub-panels 132a to 132c that form restraining surface 116 including recess 120 are loose, so the tension in these portions is relatively weak and they are in a relaxed state without tension. These effects, together with the force of tether 122 pulling recess 120, cause wrinkles (see FIG. 7(a)) to form on the inner wall of recess 120. The portions of the inner wall of recess 120 between wrinkles 204a to 204e bulge toward the center of recess 120, thereby forming restraining portions 206a to 206e.

[0091] Figure 7(b) is a cross-sectional view taken along line BB of airbag cushion 104 in Figure 6(a). The cross-section BB is a cross-section perpendicular to imaginary line V1. The formation of wrinkles 204a to 204e (see Figure 7(a)) described above can be adjusted by the arrangement of tethers 122a to 122c.

[0092] 7(b), in this embodiment, three tethers 122a to 122c are provided. These tethers 122a to 122c are arranged at three locations around the periphery of the inflator 112, dividing the periphery of the inflator 112 into three equal parts.

[0093] In this embodiment, the tethers 122a to 122c are configured such that, when a cross section of the airbag cushion 104 perpendicular to the imaginary line V1 is likened to the face of a clock, the tether 122a is positioned near the 12 o'clock position, and the other tethers 122b and 122c are positioned between 3 o'clock and 9 o'clock.

[0094] More specifically, when the inflated and deployed airbag cushion 104 is viewed from the occupant side, a clock face is positioned with a predetermined point as the axis of rotation, with the top of the airbag cushion 104 considered to be the 12 o'clock direction and the bottom considered to be the 6 o'clock direction. On this clock face, each hour is positioned at 12 equal intervals, so for example, 4 o'clock indicates a position 120° rotated clockwise from the 12 o'clock position, and 8 o'clock indicates a position 240° rotated from the 12 o'clock position. In this embodiment, the center P1 of the inflator is the center point of the clock, but it is also possible to use the center of the shape of the airbag cushion 104 as the center point of the clock.

[0095] In this embodiment, of the three tethers 122a to 122c, tether 122a is positioned near the 12 o'clock position, tether 122b is positioned near the 4:30 position, and tether 122c is positioned near the 7:30 position. When the lower half of the clock face is divided into four equal parts at 45° each, the 4:30 position is a position 45° rotated from 3 o'clock. The 7:30 position is a position rotated 90° from that position. By pulling the recess 120 (FIG. 7(a)) with tethers 122a to 122c positioned in this configuration, the wrinkles 204a to 204e and the restraint portions 206a to 206e described above can be efficiently formed.

[0096] The above-mentioned positions of tethers 122a to 122c are just an example, and they do not need to be positioned strictly at the 12 o'clock, 4:30, and 7:30 positions, but can be positioned at other positions. Also, the rotation center of the clock face does not need to coincide with the center P1 of the inflator, and it is possible to first position one tether, and then regard that tether as the 12 o'clock position on the clock, and position the other tethers at each hour position based on that position.

[0097] Fig. 7(c) is a CC cross-sectional view of the airbag cushion 104 of Fig. 7(a). The recess 120 is configured to include an entrance 208 on the occupant side, a midsole 210 on the bottom surface 114 side, and an intermediate portion 212 formed at a predetermined location between the entrance 208 and the midsole 210.

[0098] In the recess 120, in a direction perpendicular to the imaginary line V1 of the airbag cushion, i.e., in a cross section perpendicular to the imaginary line V1, the space E3 inside the middle portion 212 is narrower than the spaces E1, E2 inside the entrance 208 and the midsole 210, respectively (E1, E2>E3). In other words, the recess 120 is configured such that the middle portion 212 protrudes toward the imaginary line V1. The middle portion 212 with this configuration has a small radius of curvature and a small tension, so it can restrain the driver 166 (see FIG. 8(c)) with less strain.

[0099] 8A to 8C are diagrams illustrating the process by which the airbag cushion 104 of Fig. 1B restrains the driver 166 during an oblique collision. Each diagram in Fig. 8 corresponds to a cross-sectional view of the airbag cushion 104 taken along line AA of Fig. 1B, and illustrates the airbag cushion 104 and the driver 166 as viewed from above the vehicle.

[0100] Fig. 8(a) is a diagram illustrating the state immediately after the airbag cushion 104 is inflated and deployed. As illustrated in Fig. 8(a), when an impact due to an oblique collision occurs to the vehicle, the airbag cushion 104 inflates and deploys in front of the driver's seat 102 (see Fig. 1(b)).

[0101] Fig. 8(b) is a diagram illustrating an example of a state in which the driver 166 in Fig. 8(a) has moved forward of the vehicle. Due to inertia at the time of an oblique collision, the driver 166 may move, for example, from the state in Fig. 8(a) diagonally forward to the left in the vehicle width direction.

[0102] 8(c) is a diagram illustrating a state in which the driver 166 in FIG. 8(b) has moved further forward in the vehicle. The driver 166, who has moved diagonally forward, brings the left shoulder, for example, into contact with the portion of the restraint surface 116 surrounding the recess 120, and the left side of the head 168 comes into contact with the inner wall of the recess 120.

[0103] Compared to a conventional flat restraining surface, restraining surface 116 forming recess 120 can restrain head 168 from the diagonal front by the inner wall of recess 120 while reducing tension around recess 120. In particular, restraining portions 206a to 206e (see FIG. 7(a)) with reduced tension are formed on the inner wall of recess 120, so recess 120 can more flexibly restrain and protect head 168.

[0104] As described above, the airbag cushion 104 can minimize the rotation 172 of the head 168 of the driver 166 relative to the shoulders 170 by using the recess 120, without dislodging the driver 166 who moves obliquely in an oblique collision, and can restrain the movement of the head 168 and the movement of the shoulders 172 in a coordinated manner.

[0105] In particular, in this embodiment, the tether 122 pulls the restraint surface 116, thereby making it possible to efficiently form a recess 120 that is recessed in the center of the restraint surface 116. This airbag cushion 104 not only aims to restrain the occupant in a normal collision, but also significantly reduces or cancels out the rotation 172 of the head 168 of the driver 166 in an oblique collision, thereby reducing the angular velocity of the head 168 and thereby suppressing the injury level of the driver 166 associated with the rotation 172 of the head 168.

[0106] As described with reference to FIG. 7(a), in this embodiment, the side surface 118 of the airbag cushion 104 and the multiple sub-panels 132a-132c constituting the recess 120 are joined by stitching 200, 202 along an imaginary line V1 connecting the inflator 112 and the head 168 of the driver 166. The stitching 200, 202 along the imaginary line V1 absorbs a force that acts perpendicularly to the direction in which the airbag cushion 104 expands circumferentially as seen by the driver 166. This reduces tension on the sub-panels 132a-132c, and the sub-panels are pulled into the airbag cushion 104 by the tether 122, forming wrinkles 204a-204e and restraining portions 206a-206e on the inner wall of the recess 120. These restraining portions 206a-206e allow the driver 166 to be restrained more flexibly, thereby further reducing the injury level of the driver 166.

[0107] Furthermore, in this embodiment, the recess 120 is formed with a simple configuration using the side panel 132, which is made up of multiple sub-panels 132a to 132c, and the tether 122. Therefore, with this embodiment, less material is used for the panels, etc., and cost reductions can be achieved through weight reduction and improved material yield, and further, the airbag cushion 104 can be folded more compactly for storage.

[0108] In the explanation above with reference to FIG. 8(c), clockwise rotation 172 was given as an example of a rotation that occurs in head 168. However, depending on the situation in an emergency, for example, driver 166 may move diagonally forward to the right in the vehicle width direction, causing head 168 to rotate counterclockwise around the neck when viewed from above. With the airbag cushion 104 of this embodiment, the recess 120 can be used to reduce or cancel out this counterclockwise rotation, thereby reducing the angular velocity of head 168. In this way, the airbag cushion 104 of this embodiment can achieve the same effect for driver 166 moving in either direction in the vehicle width direction.

[0109] (Variation) Figure 9 is a diagram illustrating a first modified example (airbag cushion 220) of the airbag cushion 104 of Figure 7(a). From Figure 9 onwards, components that are the same as those already described are given the same reference numerals, and explanations of these components will be omitted. Furthermore, in the following explanation, components with the same names as those already described will have the same functions unless otherwise specified, even if they are given different reference numerals.

[0110] Fig. 9(a) is a view showing an example of an airbag cushion 220 as seen from the occupant side, corresponding to Fig. 7(a). The airbag cushion 220 differs in configuration from the airbag cushion 104 of Fig. 7(a) in that it has six creases 222a to 222f and six restraining portions 224a to 224f.

[0111] Fig. 9(b) is a diagram illustrating a composite panel 226 included in the airbag cushion 220 of Fig. 9(a). The composite panel 226 differs in configuration from the composite panel 128 of Fig. 4(c) in that the dimension of the tether 228 arranged at the 12 o'clock position (see Fig. 7(b)) is shorter than the other tethers 122b and 122c.

[0112] Fig. 9(c) is a diagram illustrating the internal configuration of the airbag cushion 220 of Fig. 9(a). In the airbag cushion 220, the length of the tether 228 at the 12 o'clock position between the bottom surface 114 and the central panel 130 that forms the midsole of the recess 120 (see Fig. 9(a)) is shorter than the lengths of the other tethers 122b and 122c. Therefore, the upper side of the recess 120 is configured to be pulled in more by the tether 228.

[0113] Even with the above-described configuration including the tether 228, the wrinkles 222a-222f and the restraining portions 224a-224f can be efficiently formed by pulling the recess 120. In particular, since the dimension of the tether 228 is short, the airbag cushion 220 can form six restraining portions 224a-224f, which is more than the five restraining portions 206a-206e of the airbag cushion 104 in FIG. 7(a). In this way, by changing the dimension of the tether 228, the number of restraining portions 224a-224f can be changed, and the tension on the inner wall of the recess 120 can be adjusted.

[0114] Fig. 10 is a diagram illustrating a second modified example (airbag cushion 240) of the airbag cushion 104 of Fig. 7(a). Fig. 10(a) is a diagram illustrating the airbag cushion 240 as viewed from the occupant side, corresponding to Fig. 7(a). The airbag cushion 240 differs in configuration from the airbag cushion 104 of Fig. 7(a) in that it has four creases 242a to 242d and four restraining portions 244a to 244d.

[0115] Fig. 10(b) is a diagram illustrating a composite panel 246 included in the airbag cushion 240 of Fig. 10(a). The composite panel 246 differs in configuration from the composite panel 128 of Fig. 4(c) in that tethers 248a and 248b are disposed near the 3 o'clock position (see Fig. 7(b)) and the 9 o'clock position.

[0116] Fig. 10(c) is a diagram illustrating an internal panel 250 included in the airbag cushion 240 of Fig. 10(a). The internal panel 250 differs in configuration from the internal panel 126 of Fig. 4(b) in that it includes two protrusions 252a, 252b corresponding to the composite panel 246.

[0117] Figure 10(d) is a diagram illustrating the internal configuration of the airbag cushion 240 of Figure 10(a). In the airbag cushion 240, the tethers 248a, 248b are arranged at positions facing each other on the left and right sides of the inflator 112 (see Figure 7(b)). As described above, these positions are near the 3 o'clock position and the 9 o'clock position in Figure 7(b), for example, on both the left and right sides of the center P1 of the inflator 112.

[0118] The above-described tethers 248a, 248b can also be used to efficiently form wrinkles 242a-242d and restraining portions 244a-244d by pulling the recess 120 (see FIG. 10(a)). In particular, the airbag cushion 240 has a small number of tethers 248a, 248b, so that four restraining portions 244a-244d can be formed, which is fewer than the five restraining portions 206a-206e of the airbag cushion 104 in FIG. 7(a). In this way, by changing the number of tethers 248a, 248b, it is possible to change the number of restraining portions 244a-244d and adjust the tension on the inner wall of the recess 120.

[0119] As another example of tethers 248a and 248b in Figure 10(d), two tethers can be placed near the 12 o'clock position (see Figure 7(b)) and near the 6 o'clock position. With a tether of this configuration, by pulling recess 120 (see Figure 7(a)), wrinkles and restraining portions similar to wrinkles 242a to 242d and restraining portions 244a to 244d can also be efficiently formed.

[0120] In the above embodiments, two or three tethers are used, but as a further modification, four or more tethers can be provided. By increasing or decreasing the number and length of the tethers, the number of wrinkles and restraint portions can be adjusted, and thereby the tension on the inner wall of the recess can be changed.

[0121] Figure 11 shows a modification of the sub-panel 132a shown in Figure 4(d) Figure 11(a) is a diagram showing a sub-panel 180 of a first modification.

[0122] The other side 182 of the sub-panel 180 is the widest. With this configuration, it is possible to realize an airbag cushion 104 that has a maximum diameter portion 164 (see FIG. 5(b)) on the bottom surface 114 side and that can inflate and deploy in a more stable posture. Furthermore, with this configuration, by connecting the side edges of multiple sub-panels 180 together, it is possible to preferably form a side panel 132 (see FIG. 3(a)) that is narrowed on the restraining surface 116 side.

[0123] 11(b) is a diagram illustrating a sub-panel 190 of a second modified example. The sub-panel 190 has curved side edges 192 and 194.

[0124] The sub-panel 190 has a curved configuration in which a pair of left and right side edges 192, 194 protrude in directions away from each other. By combining multiple sub-panels 190, it is possible to realize a side panel 132 (see FIG. 3(a)) that can expand into a gently curved shape. By connecting the side edges of the sub-panels 190 together, it is also possible to suitably form a side panel 132 (see FIG. 3(a)) that has a narrower shape on the side of the restraining surface 116.

[0125] In each of the above examples, the combined sub-panels do not have to be the same shape, and may be divided into three or more pieces. In any configuration, by joining the sides of the sub-panels, it is possible to preferably realize a side panel 132 (see FIG. 3(a)) that is narrower on the passenger side.

[0126] In the above examples, the technical concept of the airbag device 100 is embodied as a driver airbag, but the airbag device 100 can also be embodied as, for example, a knee airbag. Even when the airbag device 100 is configured as a knee airbag, the recessed portion utilizing the tether can suitably restrain the knees of the occupant from the front and protect them from contact with the instrument panel, etc. The airbag device 100 can also be implemented to restrain a rear seat occupant, for example, by restraining a rear seat occupant from the front and protecting the occupant from contact with the front seat or being thrown forward.

[0127] Figure 12 is a diagram illustrating a first modified example and a second modified example of the side panel 132 of Figure 3(a). Figure 12(a) is a diagram illustrating a side panel 260 of the first modified example.

[0128] The side panel 260 is formed by joining together the side edges 262a, 262b, 264a, 264b of two trapezoidal sub-panels 262, 264. Taking the sub-panel 262 as an example, the short side 262d of the sub-panel 262, which corresponds to the upper base of the trapezoid, is sewn to the edge of the bottom panel 124 (see FIG. 4(a)), and the long side 262c, which corresponds to the lower base of the trapezoid, is sewn to the edge of the occupant-side panel (see FIG. 12(b)), thereby forming the side of the airbag cushion.

[0129] The long side 262c of the sub-panel 262 on the occupant side is wider than the short side 262d on the steering wheel side. Therefore, the airbag cushion formed using the sub-panel 262 on its side gradually becomes larger toward the driver 166 (see FIG. 6(b)), and because there is space in the panel on the occupant side, wrinkles 204a to 204e (see FIG. 7(a)) and restraint portions 206a to 206e are more likely to form when pulled by the tether 122 (see FIG. 5(a)).

[0130] Figure 12(b) is a diagram illustrating an occupant-side panel 266 that is joined to the sub-panels 262, 264 of Figure 12(a). The occupant-side panel 266 is circular and forms the restraint surface 116 that restrains the driver 166 (see Figure 6(b)) when the airbag cushion is inflated and deployed. A stitching portion 268 is formed in the center of the occupant-side panel 266, to which the central panel 130 of the composite panel 128 (see Figure 4(c)) is joined on the inside.

[0131] In this embodiment, too, by joining the central panel 130 (see Figure 4(c)) to the inside of the occupant side panel 266 and pulling the central portion of the occupant side panel 266 toward the bottom side panel 124 (see Figure 4(a)) using the tether 122, a recess 120 (see Figure 5(a)) can be formed in the central portion of the occupant side panel 266.

[0132] Even with an airbag cushion that uses side panel 260 and occupant-side panel 266, wrinkles 204a-204e and restraining portions 206a-206e can be formed on the inner wall of recess 120 (see FIG. 7(a)) formed by occupant-side panel 266 so as to extend along imaginary line V1 (see FIG. 6(b)) when inflated and deployed. Therefore, even with this modified example, driver 166 can be flexibly restrained, and the injury level of driver 166 can be further reduced.

[0133] Furthermore, the side panel 260 and the occupant-side panel 266 also enable the formation of the recess 120 while simplifying the configuration of the airbag cushion, reducing the amount of material used, reducing costs by reducing weight and improving material yield, and even enabling the airbag cushion to be folded more compactly for storage.

[0134] 12(c) is a diagram illustrating a second modified side panel 270. The side panel 270 is made up of four annular sector-shaped sub-panels 272 that are combined together.

[0135] The side panel 270 is in the shape of an arcuate band when spread out on a plane. The larger diameter arc 274 of the side panel 270 is sewn to the edge of the occupant side panel 266 (see FIG. 12(b)), and the smaller diameter arc 276 of the side panel 270 is sewn to the edge of the bottom side panel 124 (see FIG. 4(a)), forming the side surface of the airbag cushion.

[0136] Sub-panel 272 is formed in an annular sector shape with a larger arc on the occupant-side panel 266 side, and side edges 272a, 272b are joined to the side edges of adjacent sub-panels to form side panel 270. The airbag cushion formed using sub-panel 272 on its side also gradually becomes larger toward driver 166 (FIG. 6(b)), similar to the airbag cushion using sub-panels 262, 264 (see FIG. 12(a)), and because there is slack in the panel on the occupant side, wrinkles 204a-204e (see FIG. 7(a)) and restraint portions 206a-206e are more likely to form when pulled by tether 122 (see FIG. 5(a)).

[0137] Even with an airbag cushion that uses side panel 270 and occupant-side panel 266, wrinkles 204a-204e and restraining portions 206a-206e can be formed on the inner wall of recess 120 (see FIG. 7(a)) formed by occupant-side panel 266 so as to extend along imaginary line V1 (see FIG. 6(b)) when inflated and deployed. Therefore, even with this modified example, driver 166 can be flexibly restrained, and the injury level of driver 166 can be further reduced.

[0138] Furthermore, the side panel 270 and the occupant-side panel 266 also enable the formation of the recess 120 while simplifying the configuration of the airbag cushion, reducing the amount of material used, reducing costs by reducing weight and improving material yield, and further enabling the airbag cushion to be folded more compactly for storage.

[0139] Figure 13 is a diagram illustrating a third and fourth modified example of the side panel 132 of Figure 3(a). Figure 13(a) is a diagram illustrating a side panel 280 of the third modified example.

[0140] The side panel 280 has a flower-like shape when spread out flat, and by connecting the adjacent sides of each sub-panel portion 282a to 282c together, it forms a dome-like shape that forms the occupant-side restraint surface 116 (see Figure 6(b)) and side surface of the airbag cushion.

[0141] Describing the shape of side panel 280 in more detail, when unfolded flat, three tapered notches 286a-286c are formed from curved outer periphery 284 toward the center, forming three sub-panel portions 282a-282c. The sides of sub-panel portions 282a-282c, such as side edge 288 and side edge 290, are gently curved, and can be domed by joining adjacent sides.

[0142] A stitching portion 292 is formed in the center of the side panel 280, to which the central panel 130 of the composite panel 128 (see FIG. 4(c)) is joined on the inside. The side panel 280 also has the central panel 130 (see FIG. 4(c)) joined to the inside of the central portion, and by using the tether 122 to pull the central portion toward the bottom panel 124 (see FIG. 4(a)), a recess 120 (see FIG. 5(a)) can be formed in the central portion.

[0143] Even with an airbag cushion that utilizes side panel 280, wrinkles 204a-204e and restraining portions 206a-206e can be formed on the inner wall of recess 120 (see FIG. 7(a)) so as to extend along imaginary line V1 (see FIG. 6(b)) when inflated and deployed. Therefore, even with this modified example, driver 166 can be flexibly restrained, and the injury level of driver 166 can be further reduced.

[0144] 13(b) is a diagram illustrating a fourth modified side panel 300. When the side panel 300 is unfolded flat, four tapered notches 306a to 306d are formed from the curved outer periphery 304 toward the center, and four sub-panel portions 302a to 302d are formed.

[0145] The side panel 300 can also be formed into a dome-like shape that forms the occupant-side restraint surface 116 (see Figure 6(b)) and side surface of the airbag cushion by connecting adjacent side edges of each sub-panel portion 302a to 302d, such as side edge 310 and side edge 312.

[0146] The side panel 300 also has a stitching portion 308 on the inside of the central portion that joins the central panel 130 (see Figure 4(c)), and by pulling the central portion toward the bottom panel 124 (see Figure 4(a)) using the tether 122, a recess 120 (see Figure 5(a)) can be formed in the central portion.

[0147] Even with an airbag cushion that uses side panel 300, wrinkles 204a-204e and restraining portions 206a-206e can be formed on the inner wall of recess 120 (see FIG. 7(a)) so as to extend along imaginary line V1 (see FIG. 6(b)) when inflated and deployed. Therefore, even with this modified example, driver 166 can be flexibly restrained, and the injury level of driver 166 can be further reduced.

[0148] While the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to these examples. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that these modifications and alterations also fall within the technical scope of the present invention.

[0149] Furthermore, in the above embodiment, an example was described in which the airbag device according to the present invention was applied to an automobile, but it can also be applied to aircraft, ships, and other vehicles other than automobiles, and similar effects can be obtained. [Industrial Applicability]

[0150] The present invention can be used in a vehicle airbag device that restrains an occupant in an emergency. [Explanation of symbols]

[0151] 100...airbag device, 102...driver's seat, 104...airbag cushion, 106...steering wheel, 108...rim, 110...accommodating section, 112...inflator, 114...bottom surface, 116...restraint surface, 118...side surface, 120...recess, 122...tether, 122a...first tether, 122b...second tether, 122c...third tether, 124...bottom side panel, 126...inner panel, 128...composite panel, 130...central panel, 132...side panel, 132a-132c...sub-panels, 134, 135...side edge, 136...one side, 138...other side, 140...middle portion, 142...tapered region, 144...main body portion, 146...flange, 148...stud bolt, 150...root, 156...fixing region, 157a, 157b...vent hole, 158...fixing region, 160a...protrusion, 162...root, 164...maximum diameter portion, 166...driver, 168...head, 170...shoulder, 172...rotation, 180...subpanel, 182...other side, 190...subpanel, 192, 194...side edge, E1 to E3...space, L1...dimension, P1...center of inflator, P2...center of head, V1...imaginary line, 2 00, 202...stitching, 204a to 204e...wrinkles, 206a to 206e...restraints, 208...entrance, 210...midsole, 212...middle section, 220...airbag cushion, 222a to 222f...wrinkles, 224a to 224f...restraints, 226...composite panel, 228...tether, 240...airbag cushion, 242a to 242d...wrinkles, 244a to 244d...restraints, 246...composite panel, 248a, 248b...tether, 250...inner panel, 252a, 252b...protrusions, 260...side panels, 262, 264...sub-panels , 262a, 262b...side edges, 262c...long edges, 262d...short edges, 266...occupant side panel, 268...stitching, 270...side panel, 272...sub-panel, 272a, 272b...side edges, 274...arc, 276...arc, 280...side panel, 282a to 282c...sub-panel portions, 284...periphery, 286a to 286c...notches, 288, 290...side edges, 292...stitching, 300...side panel, 302a to 302d...sub-panel portions, 304...periphery, 306a to 306d...notches, 308...stitching, 310, 312...side edges

Claims

1. An airbag device for a vehicle, comprising an airbag cushion that inflates and deploys between a structure in a vehicle interior and a seated occupant in an emergency, and an inflator that is installed on the structure, The airbag cushion is a bottom surface into which the inflator is inserted; the occupant-side restraint surface; a side surface connecting the bottom surface and the restraint surface; a recess formed in a predetermined range at the center of the restraint surface so as to be recessed toward the bottom surface; a plurality of tethers stretched between the recess and the bottom surface; and The recessed portion is pulled toward the bottom surface by the tether during inflation and deployment, the airbag cushion further comprises: a plurality of wrinkles formed on an inner wall of the recess by being pulled by the tether during inflation and deployment; a plurality of restraint portions formed radially by dividing the inner wall in an inner circumferential direction by the plurality of wrinkles when the airbag is inflated and deployed; and a predetermined side panel is formed in an area extending from the side surface of the airbag cushion to at least a part of the restraint surface, The side panel includes a plurality of sub-panels divided in the circumferential direction of the side surface, Each of the plurality of sub-panels comprises: a pair of side edges joined to adjacent sub-panels; One side on the restraint surface side; The other side of the bottom surface side; and One side of the restraint surface side is shorter than the other side of the bottom surface side, Each of the plurality of sub-panels further comprises: a wide intermediate portion formed at a predetermined location between the one side and the other side; a tapered region formed so as to gradually narrow from the intermediate portion toward the one side; and When the airbag cushion is inflated and deployed, the tapered region is pulled toward the bottom surface by the tether to form the recess, thereby causing the restraining surface side of the side panel to have a narrowed shape.

2. The recessed portion is the passenger side entrance; a midsole portion on the bottom surface side; an intermediate portion formed at a predetermined location between the inlet and the midsole; and 2. The vehicle airbag device according to claim 1, wherein in a cross section of the airbag cushion perpendicular to a line passing through the center of the inflator, the space inside the middle portion is narrower than the spaces inside the inlet and the middle bottom portion.

3. A vehicle airbag device as described in Claim 2, characterized in that the multiple tethers are arranged at three locations around the inflator in the cross section.

4. 4. The vehicle airbag device according to claim 3, wherein, when the cross section is likened to a clock, at least one of the plurality of tethers is disposed near the 12 o'clock position and the other tethers are disposed between 3 o'clock and 9 o'clock.

5. 5. The vehicle airbag device according to claim 4, wherein the tether disposed near the 12 o'clock position is shorter than the other tethers.

6. 5. The vehicle airbag device according to claim 4, wherein the plurality of tethers have the same length.

7. A vehicle airbag device as described in Claim 2, characterized in that the multiple tethers are arranged in positions that divide the circumference of the inflator into thirds in the cross section.

8. 8. The vehicle airbag device according to claim 7, wherein, when the cross section is likened to a clock, at least one of the plurality of tethers is disposed near the 12 o'clock position and the other tethers are disposed between 3 o'clock and 9 o'clock.

9. 9. The vehicle airbag device according to claim 8, wherein the tether disposed near the 12 o'clock position is shorter than the other tethers.

10. 9. The vehicle airbag device according to claim 8, wherein the plurality of tethers have the same length.

11. A vehicle airbag device as described in Claim 2, characterized in that the multiple tethers are arranged in opposing positions in the cross section, centered on the inflator.

12. 12. The vehicle airbag device according to claim 11, wherein the plurality of tethers are arranged near the 12 o'clock position and the 6 o'clock position when the cross section is likened to a clock.

13. 12. The vehicle airbag device according to claim 11, wherein the plurality of tethers are arranged near the 3 o'clock position and the 9 o'clock position when the cross section is likened to a clock.

14. The pair of side edges are joined to the adjacent sub-panel by stitching along an imaginary line connecting the geometric center of the inflator and the center of the occupant's head when the airbag cushion is inflated and deployed, 2. The vehicle airbag device according to claim 1, wherein the plurality of wrinkles are formed along the imaginary lines.

15. The structure is a steering wheel of a vehicle, The inflator is installed in a central portion of the steering wheel, 15. The vehicle airbag device according to claim 5, 6, 9, 10, and 12 to 14, wherein the airbag cushion is rolled or folded and housed in the central portion.

Images