Vehicle occupant restraint structure

Abstract

To provide a vehicle occupant restraint structure capable of suppressing a reduction in restraining force exerted by a seat belt against a waist region of an occupant even when the occupant moves toward a vehicle front side due to inertial force when a front collision of a vehicle occurs.SOLUTION: A vehicle occupant restraint structure 10 includes a vehicle seat 12 that includes a cushion pan 30 configuring a bottom portion of a seat cushion 14 and supporting a seat pad, and that is provided at a floor 20 of a vehicle cabin; and an airbag 40 that is provided at a lower surface 32A of a front end portion 32 of the cushion pan 30, and that inflates and deploys toward the floor 20 when a front collision of a vehicle occurs.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle occupant restraint structure. [Background technology]

[0002] Vehicle seats have been known for some time (see, for example, Patent Document 1) in which, when a frontal collision of the vehicle is predicted, a front panel that forms part of the front of the seat cushion is rotated upward by an electric tilt mechanism, and in the event of a subsequent frontal collision, a seat cushion airbag on the front panel is inflated and deployed. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-064553 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if an occupant moves forward due to inertial force during a frontal collision, even if a seat cushion airbag is installed, the front end of the seat frame supporting the airbag may deform downward (sink). In this case, the occupant's hips may sink, and the occupant's knees may bend against the instrument panel, causing the lap belt, which is part of the seat belt, to shift relatively upward and dig into the occupant's abdomen. In other words, the restraining force of the seat belt on the occupant's hips may be reduced.

[0005] Therefore, the present invention aims to provide an occupant restraint structure for a vehicle that can suppress a decrease in the restraining force of the seat belt on the occupant's waist even if the occupant moves toward the front of the vehicle due to inertial force during a frontal collision of the vehicle. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, a first aspect of the vehicle occupant restraint structure of the present invention comprises a vehicle seat having a cushion pan that forms the bottom of a seat cushion and supports a seat pad, the vehicle seat being mounted on the floor of a vehicle compartment, and an airbag that is mounted on the underside of the front end of the cushion pan and that inflates and deploys toward the floor in the event of a frontal collision of the vehicle.

[0007] According to the first aspect of the invention, an airbag is provided on the underside of the front end of the cushion pan of a vehicle seat, which inflates and deploys toward the vehicle cabin floor during a frontal collision of the vehicle. Therefore, even if an occupant moves toward the front of the vehicle due to inertial force, the airbag prevents the front end of the seat cushion from deforming (sinking) toward the bottom of the vehicle. In other words, according to the present invention, even if an occupant moves toward the front of the vehicle due to inertial force during a frontal collision of the vehicle, the occupant's hips are prevented from sinking, and a decrease in the restraining force of the seat belt on the occupant's hips is prevented. Note that "during a frontal collision of the vehicle" includes not only when a frontal collision of the vehicle is detected but also when a frontal collision of the vehicle is predicted.

[0008] In addition, a second aspect of the vehicle occupant restraint structure according to the present invention is the vehicle occupant restraint structure of the first aspect, wherein the vehicle seat is configured to be movable in the fore-and-aft direction of the vehicle along a pair of slide rails whose front sides are supported by a cross member extending in the vehicle width direction and provided on the floor by operating a slide lever that is approximately U-shaped in a plan view and arranged below the underside of the underside of the cushion pan, and the airbag is configured to inflate and deploy through the inside of the slide lever, and its rear wall after inflation and deployment comes into contact with the front wall of the cross member.

[0009] According to the second aspect of the invention, the airbag is configured to inflate and deploy through the inside of the slide lever, and the rear wall of the airbag after inflation and deployment comes into contact with the front wall of the cross member, thereby suppressing rocking of the airbag when it inflates and deploys, and stabilizing the deployed posture of the airbag.

[0010] In addition, a third aspect of the vehicle occupant restraint structure according to the present invention comprises a vehicle seat provided on the floor of the vehicle compartment, the vehicle seat having a cushion pan that forms the bottom of the seat cushion and supports the seat pad, and an airbag that is provided in a part of the floor located directly below the underside of the front end of the cushion pan and that inflates and deploys toward the underside of the cushion pan in the event of a frontal collision of the vehicle.

[0011] According to a third aspect of the invention, an airbag is provided in a portion of the vehicle compartment floor located directly below the underside of the front end of the cushion pan of a vehicle seat, and is inflated and deployed toward the underside of the front end of the cushion pan during a frontal collision of the vehicle. Therefore, even if an occupant moves toward the front of the vehicle due to inertial force, the airbag prevents the front end of the seat cushion from deforming (sinking) toward the bottom of the vehicle. In other words, according to the present invention, even if an occupant moves toward the front of the vehicle due to inertial force during a frontal collision of the vehicle, the occupant's hips are prevented from sinking, and a decrease in the restraining force of the seat belt on the occupant's hips is prevented. Note that "during a frontal collision of the vehicle" includes not only when a frontal collision of the vehicle is detected but also when a frontal collision of the vehicle is predicted.

[0012] Furthermore, a fourth aspect of the vehicle occupant restraint structure according to the present invention is a vehicle occupant restraint structure of any one of the first to third aspects, in which a plurality of tethers connecting the front wall and rear wall of the airbag are provided at intervals in the vertical direction inside the airbag.

[0013] According to the fourth aspect of the invention, a plurality of tethers are provided inside the airbag at intervals in the vertical direction, connecting the front wall and the rear wall. Therefore, even if a load is applied to the airbag from above the vehicle due to an occupant moving forward of the vehicle due to inertial force during a frontal collision, the expansion of the airbag in the longitudinal direction of the vehicle is suppressed. In other words, a reduction in the height of the airbag is effectively suppressed, and deformation (sinking) of the front end of the seat cushion toward the bottom of the vehicle is effectively suppressed.

[0014] In addition, a fifth aspect of the vehicle occupant restraint structure according to the present invention is a vehicle occupant restraint structure of any one of the first to fourth aspects, in which a magnet is provided on the inner surface of the tip end of the airbag in the deployment direction.

[0015] According to the fifth aspect of the invention, a magnet is provided on the inner surface of the leading end of the airbag in the deployment direction. That is, the leading end of the airbag in the deployment direction after inflation and deployment is attracted to a part of the floor or the underside of the front end of the cushion pan. Therefore, swinging (particularly movement toward the front of the vehicle) of the leading end of the airbag in the deployment direction after inflation and deployment is suppressed, and deformation (sinking) of the front end of the seat cushion toward the bottom of the vehicle is effectively suppressed.

[0016] In addition, a sixth aspect of the vehicle occupant restraint structure according to the present invention is a vehicle occupant restraint structure of the first or second aspect, wherein the floor has a protrusion that regulates the position of the front wall of the airbag after inflation and deployment.

[0017] According to the sixth aspect of the invention, a protrusion is provided on the floor to restrict the position of the front wall of the airbag after inflation and deployment, thereby restricting the airbag from moving forward after inflation and deployment, and effectively preventing the front end of the seat cushion from deforming (sinking) downward. [Effects of the Invention]

[0018] As described above, according to the present invention, even if an occupant moves toward the front of the vehicle due to inertial force during a frontal collision of the vehicle, a decrease in the restraining force of the seat belt on the occupant's waist can be suppressed. [Brief explanation of the drawings]

[0019] [Figure 1] 1A is a schematic side view showing the vehicle occupant restraint structure according to the first embodiment, and FIG. 1B is a schematic bottom view showing the vehicle occupant restraint structure according to the first embodiment. [Figure 2]1A is a schematic side view showing an inflated and deployed state of an airbag constituting the vehicle occupant restraint structure relating to the first embodiment, and FIG. 1B is a schematic side view showing an inflated and deployed state of an airbag constituting the vehicle occupant restraint structure relating to a modified example of the first embodiment. [Figure 3] 1A is a schematic side view showing a state before a frontal collision of the vehicle occupant restraint structure according to the first embodiment, and FIG. 1B is a schematic side view showing a state at the time of a frontal collision of the vehicle occupant restraint structure according to the first embodiment. [Figure 4] 10A is a schematic side view showing a vehicle occupant restraint structure according to a second embodiment, and FIG. 10B is a schematic plan view showing a vehicle occupant restraint structure according to the second embodiment. [Figure 5] FIG. 10 is a schematic side view showing an inflated and deployed state of an airbag that constitutes a vehicle occupant restraint structure relating to a second embodiment. [Figure 6] 1A and 1B are schematic side views showing a state before and after a frontal collision of a vehicle occupant restraint structure according to a comparative example, respectively; DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. For convenience of explanation, the arrow UP shown in each drawing indicates the upward direction of the vehicle and the vehicle seat, the arrow FR indicates the forward direction of the vehicle and the vehicle seat, the arrow LH indicates the leftward direction of the vehicle and the vehicle seat, and the arrow RH indicates the rightward direction of the vehicle and the vehicle seat. Therefore, in the following description, unless otherwise specified, when the directions of up / down, front / rear, and left / right are mentioned, they refer to up / down, front / rear, left / right, and right / left of the vehicle and the vehicle seat. Furthermore, the left / right direction is synonymous with the vehicle width direction and the seat width direction.

[0021] First Embodiment First, a first embodiment will be described. As shown in Fig. 3(A), a vehicle seat 12 constituting a vehicle occupant restraint structure 10 according to the first embodiment is provided on a floor 20 of a vehicle compartment rearward of an instrument panel 18. The vehicle seat 12 has a seat cushion 14 on which an occupant P sits (supporting the buttocks and thighs of the occupant P), a seatback 16 supporting the back of the occupant P, and a headrest 17 supporting the head Ph of the occupant P.

[0022] In a side view seen from the vehicle width direction (seat width direction), the seat cushion 14 extends in the front-rear direction, and the seat back 16 is connected to the rear end of the seat cushion 14 so as to be rotatable about its axial direction in the seat width direction and extends in the up-down direction. The headrest 17 is provided at the upper end of the seat back 16 in the center in the seat width direction so as to be able to move up and down.

[0023] The floor 20 is made of metal (for example, iron) to which a magnet 52 (described later) can be attracted. The occupant P is restrained in the vehicle seat 12 by a seat belt 28. The portion of the seat belt 28 that is stretched diagonally from the shoulders Ps to the waist Pw of the occupant P is a shoulder belt 28A, and the portion that is stretched on both sides of the waist Pw of the occupant P is a lap belt 28B.

[0024] 1(A), a metal (e.g., iron) cross member 22 extending in the vehicle width direction is provided on the floor 20. The cross member 22 is formed in a generally hat shape in side view, and a front flange portion (not shown) and a rear flange portion (not shown) are joined to the upper surface of the floor 20 by welding or the like. A floor carpet (not shown) is arranged on the upper surface of the floor 20.

[0025] Additionally, the front sides of a pair of left and right slide rails 36 are attached to and supported on the upper surface of the cross member 22. The vehicle seat 12 is configured to be movable (slidable) in the front-rear direction along the pair of slide rails 36. More specifically, as shown in Figures 1(A) and 1(B), the seat cushion 14 is provided with a metal (e.g., iron) cushion pan 30 that forms the bottom of the seat cushion 14 and supports a seat pad (not shown).

[0026] Legs 34 are provided on both the left and right sides of the cushion pan 30, and each leg 34 is slidably supported on left and right slide rails 36, respectively. A slide lever 38 that is generally U-shaped and has an open rear side in a plan view (bottom view) is disposed below the underside 32A of the front end 32 of the cushion pan 30. By pulling up this slide lever 38, the vehicle seat 12 (legs 34) is unlocked from the slide rails 36 and becomes slidable in the front-to-rear direction.

[0027] 1(A), 1(B), and 2(A), an airbag 40 (airbag module) that inflates and deploys toward the floor 20 (downward) is provided on the underside 32A of the front end 32 of the cushion pan 30. The airbag 40 does not have a vent hole for discharging gas, and the length L of the airbag 40 along the left-right direction is set to a length (for example, 150 mm to 200 mm) that can cover the distance between the ischial tuberosities of a large occupant P, for example.

[0028] An inflator (not shown), which is a cylindrical gas generator, is provided on the underside of the cushion pan 30 rearward of the airbag 40. The inflator is activated when a frontal collision of the vehicle is detected or predicted (hereinafter referred to as "frontal collision"), and is capable of instantly supplying gas into the airbag 40.

[0029] It is preferable that the ignition timing of this inflator be the same as that of an inflator (not shown) that supplies gas to an airbag (not shown) provided in a steering wheel (not shown) and an inflator (not shown) that activates a pretensioner (not shown) of the seat belt 28. As described above, this airbag 40 does not have a vent hole, and therefore the internal pressure can be maintained, and the sooner the lumbar region Pw of the occupant P is restrained (preventing the lumbar region Pw from collapsing), the better.

[0030] Furthermore, a plurality of rectangular (rectangle with the left-right direction as the longitudinal direction) cloth-like tethers 50 (two in the figure) are provided inside the airbag 40 at intervals in the vertical direction, connecting the front wall 42 and rear wall 44 of the airbag 40. A plurality of through holes 50A are formed in each tether 50, and gas supplied from the inflator flows through each through hole 50A. A magnet 52 is provided on the inner surface of the lower wall 46, which is the end portion on the leading end side in the deployment direction of the airbag 40.

[0031] The magnet 52 is formed as a single rectangular flat plate with its longitudinal direction in the left-right direction, and is bonded to the inner surface of the lower wall 46 of the airbag 40 with an adhesive or the like. Therefore, when the airbag 40 is inflated and deployed, the magnet 52 is configured to be attracted to the floor 20 via the lower wall 46 and the floor carpet. Note that, to enable the magnet 52 to be firmly attracted to the floor 20, it is preferable that a portion of the floor carpet (the portion directly below the magnet 52) ​​be made thinner than other portions.

[0032] 2(A), when the vehicle seat 12 is in the standard position (neutral position), the airbag 40 is configured to inflate and deploy through the inside of the slide lever 38, and the rear wall 44 after inflation and deployment comes into contact with the front wall 24 of the cross member 22. In other words, the airbag 40 after inflation and deployment is configured to be sandwiched between the slide lever 38 and the front wall 24 of the cross member 22 in the front-rear direction.

[0033] Next, the operation of the vehicle occupant restraint structure 10 according to the first embodiment configured as above will be described.

[0034] First, a comparative example will be described. As shown in Fig. 6(A), the cushion pan (not shown) of this vehicle seat 12 is not provided with an airbag 40. Therefore, as shown in Fig. 6(B), when an occupant P (especially a large occupant) moves forward due to inertial force during a frontal collision of the vehicle, the front end of the seat cushion 14 deforms (sinks) downward.

[0035] As a result, the waist Pw of the occupant P drops, the knees Pk of the occupant P hit the instrument panel 18 and bend, and the lap belt 28B, which is part of the seat belt 28, shifts relatively upward and digs into the abdomen of the occupant P. In other words, the restraining force of the seat belt 28 on the waist Pw of the occupant P decreases.

[0036] In contrast, in the vehicle occupant restraint structure 10 of the first embodiment, as shown in Figure 3(A), an airbag 40 (airbag module) that inflates and deploys toward the floor 20 is provided on the underside 32A (see Figures 1(A) and 1(B)) of the front end 32 of the cushion pan 30 of the vehicle seat 12.

[0037] Therefore, in the event of a frontal collision of the vehicle, the airbag 40 instantaneously inflates and deploys toward the floor 20, and its lower wall 46 is attracted to and fixed to a part of the floor 20 by the magnet 52 (see FIG. 2(A)). That is, as shown in FIG. 3(B), the airbag 40 is sandwiched between the cushion pan 30 and the floor 20. Therefore, even if the occupant P moves forward due to inertial force in the event of a frontal collision of the vehicle, the airbag 40 prevents the front end of the seat cushion 14 from deforming (sinking) downward.

[0038] As a result, the waist Pw of the occupant P is prevented from dropping, and the knees Pk of the occupant P are prevented from hitting the instrument panel 18, which prevents the lap belt 28B, which is part of the seat belt 28, from shifting relatively upward. In other words, it is possible to prevent a decrease in the restraining force of the seat belt 28 on the waist Pw of the occupant P.

[0039] Moreover, when the vehicle seat 12 is in the standard position (neutral position), the airbag 40 is inflated and deployed through the inside of the slide lever 38, and the rear wall 44 after inflation and deployment comes into contact with the front wall 24 of the cross member 22 (see FIG. 2(A)). Therefore, it is possible to suppress the swinging of the airbag 40 when it is inflated and deployed, and it is possible to stabilize the deployment posture of the airbag 40.

[0040] Furthermore, a plurality of tethers 50 are provided at intervals in the vertical direction inside the airbag 40, connecting the front wall 42 and the rear wall 44 thereof. Therefore, even if a load (the weight of the occupant P) is applied to the airbag 40 from above as a result of the occupant P moving forward due to inertial force during a frontal collision of the vehicle, the expansion of the airbag 40 in the front-to-rear direction can be suppressed. In other words, a reduction in the height of the airbag 40 can be effectively suppressed, and downward deformation (sinking) of the front end of the seat cushion 14 can be effectively suppressed.

[0041] Furthermore, since the magnet 52 is provided on the inner surface of the lower wall 46 (end portion on the leading end side in the deployment direction) of the airbag 40, the lower wall 46 of the airbag 40 after inflation and deployment is attracted to and fixed to a part of the floor 20. Therefore, it is possible to suppress or prevent the swinging (particularly movement toward the front side) of the lower wall 46 of the airbag 40 after inflation and deployment, and it is possible to effectively suppress downward deformation (sinking) of the front end portion of the seat cushion 14.

[0042] Furthermore, since the airbag 40 is used as a suppression member that suppresses downward deformation (sinking) of the front end of the seat cushion 14, it can be stored compactly (thinly) under normal circumstances, and the front end of the seat cushion 14 can be reliably supported from below before the occupant P moves forward due to inertial force.

[0043] (Variation) 2(B), instead of providing a magnet 52 on the inner surface of the lower wall 46 of the airbag 40, a protrusion 26 extending in the left-right direction and having a generally inverted "L" shape in side view may be provided at a predetermined position on the front side of the cross member 22 on the floor 20. In other words, the protrusion 26 may be configured to regulate the position of the front wall 42 on the lower wall 46 side of the airbag 40 after inflation and deployment.

[0044] Even with this configuration, it is possible to suppress or prevent the swinging (forward movement) of the lower wall 46 of the airbag 40 after inflation and deployment, and therefore it is possible to effectively suppress downward deformation (sinking) of the front end of the seat cushion 14. Note that the shape of the protrusion 26 is not limited to the illustrated generally inverted "L" shape in side view, and it is sufficient if it has a shape that can effectively regulate the position of the front wall 42 on the side of the lower wall 46 of the airbag 40 after inflation and deployment.

[0045] Second Embodiment Next, a second embodiment will be described. Note that the same reference numerals are used to designate the same parts as those in the first embodiment, and detailed descriptions (including common functions) will be omitted as appropriate.

[0046] 4(A), the vehicle seat 12 constituting the vehicle occupant restraint structure 10 according to the second embodiment is configured to be immovable (unslidable) (fixed to the floor 20). Examples of vehicles in which the vehicle seat 12 is fixed to the floor 20 include MaaS (Mobility as a Service) vehicles.

[0047] In the vehicle occupant restraint structure 10 relating to this second embodiment, as shown in Figures 4(A) and 4(B), an airbag 40 (airbag module) that inflates and deploys toward the underside 32A at the front end 32 of the cushion pan 30 in the event of a frontal collision of the vehicle is provided not on the underside 32A at the front end 32 of the cushion pan 30, but on a part of the floor 20 located directly below the underside 32A at the front end 32 of the cushion pan 30.

[0048] Therefore, the magnet 52 is provided on the inner surface of the upper wall 48, which is the leading end in the deployment direction of the airbag 40. Although not shown, the inflator is provided on the underside of the floor 20. Also, a cut (not shown) or the like is formed in a portion of the floor carpet that faces the airbag 40 (airbag module) in the vertical direction so that the airbag 40 can easily break through the floor carpet and inflate and deploy.

[0049] According to the vehicle occupant restraint structure 10 of the second embodiment configured as described above, as shown in FIG. 5, in the event of a frontal collision of the vehicle, the airbag 40 provided in a part of the floor 20 breaks through the floor carpet and instantly inflates and deploys toward the underside 32A at the front end 32 of the cushion pan 30, and its upper wall 48 is attracted to and fixed to the underside 32A by the magnet 52.

[0050] That is, similarly to the first embodiment, the airbag 40 is sandwiched between the floor 20 and the cushion pan 30 (see FIG. 3(B)). Therefore, even if the occupant P moves forward due to inertial force during a frontal collision of the vehicle, the airbag 40 prevents the front end of the seat cushion 14 from deforming (sinking) downward.

[0051] As a result, the waist Pw of the occupant P is prevented from dropping, and the knees Pk of the occupant P are prevented from hitting the instrument panel 18, which prevents the lap belt 28B, which is part of the seat belt 28, from shifting relatively upward. In other words, it is possible to prevent a decrease in the restraining force of the seat belt 28 on the waist Pw of the occupant P.

[0052] Although the vehicle occupant restraint structure 10 according to this embodiment has been described above with reference to the drawings, the vehicle occupant restraint structure 10 according to this embodiment is not limited to the one shown in the drawings, and the design can be appropriately modified within the scope of the gist of the present invention. For example, the airbag 40 may be formed with a minute vent hole that is small enough not to rupture.

[0053] Furthermore, the magnet 52 is not limited to the single rectangular flat plate shape shown in the figure, and although not shown, it may be, for example, a square shape, with multiple magnets arranged at predetermined intervals (for example, at equal intervals) in the left-right direction. Furthermore, in the first embodiment, a steel plate (not shown) may be provided on the inner surface of the lower wall 46 of the airbag 40, and the magnet 52 may be arranged on the floor carpet or a part of the floor 20 (a portion directly below the lower wall 46). [Explanation of symbols]

[0054] 10. Vehicle occupant restraint structure 12 Vehicle seats 14 seat cushion 20 floors 22 Cross member 24 Front wall of cross member 30 Cushion Bread 32 Front end of cushion pan 32A Underside of front end of cushion pan 36 Slide rail 38 Slide lever 40 Airbag 42 Airbag front wall 44 Rear wall of airbag 50 Tether 52 Magnet

Claims

1. a vehicle seat provided on a floor of a vehicle compartment, the vehicle seat having a cushion pan that forms a bottom of the seat cushion and supports a seat pad; an airbag provided on a lower surface of a front end portion of the cushion pan, the airbag inflating and deploying toward the floor in the event of a frontal collision of the vehicle; Equipped with The vehicle seat is configured to be movable in the front-rear direction of the vehicle along a pair of slide rails whose front sides are supported by a cross member provided on the floor and extending in the vehicle width direction, by operating a slide lever that is approximately U-shaped in a plan view and is arranged below the lower surface of the cushion pan, The airbag is configured to inflate and deploy through the inside of the slide lever, and the rear wall thereof after inflation and deployment contacts the front wall of the cross member.

2. 2. The vehicle occupant restraint structure according to claim 1, wherein a plurality of tethers are provided inside the airbag at intervals in the vertical direction, connecting the front wall and the rear wall of the airbag.

3. A vehicle occupant restraint structure as described in claim 1 or claim 2, in which a magnet is provided on the inner surface of the tip end of the airbag in the deployment direction.

4. 3. The vehicle occupant restraint structure according to claim 1, wherein the floor has a protrusion that restricts the position of the front wall of the airbag after inflation and deployment.

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