JP7079637B2 - Crew protection device - Google Patents

Description

The present invention relates to an occupant protection device.

In vehicles such as automobiles, seatbelt devices and airbag devices are used to protect occupants from collisions and the like.
As such an airbag device, the front to side of the occupant can handle many collision forms such as a collision from the front of the vehicle (so-called front collision) and a collision from the side of the vehicle (so-called side collision). A occupant protection device has been proposed that protects the occupant against collisions from various angles by inflating the airbag so as to cover the entire direction.

For example, an automobile airbag device equipped with an inflator, a gas supply pipe, and a bag has been proposed. In this automobile airbag device, a gas supply pipe is fixed to the seat back of the seat. Further, the gas supply pipe protrudes upward from each end in the width direction of the seat back, extends above the head of the seated occupant, extends to each side of the occupant above the occupant, and further extends to each side of the occupant. Above the occupant, it extends horizontally across the front of the occupant and is installed above the occupant so as to surround the occupant. Then, one flexible bag is wrapped around the gas supply pipe and stored. Therefore, when gas is sent from the inflator to the gas supply pipe and gas is supplied to the bag from the gas supply pipe, the bag expands so as to surround the front and both sides of the occupant seated in the seat, and the upper body of the occupant. It surrounds and protects the whole (see Patent Document 1).

Further, in the above-mentioned automobile airbag device, since the gas supply pipe is provided so as to protrude, it looks unattractive and is an obstacle. Therefore, a diffuser pipe made of a metal pipe is arranged inside the multi-directional airbag to supply gas. However, an occupant protection device has been proposed that moves the diffuser tube from the storage position located inside the headrest to the operating position above the occupant's head. In this occupant protection device, the airbag is normally stored in the folded state on the upper part of the vehicle seat, and when it is judged that a vehicle collision is unavoidable, the diffuser pipe is headrested (vehicle). By moving it upward and forward from the top of the seat) and deploying the multi-directional airbag in the area including the front and left and right sides of the occupant's head, it looks good and secures the occupant protection function. (See Patent Document 2).

Japanese Unexamined Patent Publication No. 2000-344044 Japanese Unexamined Patent Publication No. 2017-09467

However, in order to cope with such many collision forms, those that protect many areas such as the front and sides of the occupant have a large capacity of the airbag, and a large inflator for inflating the airbag is provided. It will be necessary.

The present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a occupant protection device capable of suppressing an increase in size of an inflator while dealing with many collision modes. ..

The occupant protection device according to the present invention is to be deployed at a predetermined position, a plurality of airbags connected by a connecting portion, an inflator for supplying gas to the airbag, and the inflator and the connecting portion. An air guide that individually connects the airbags, a collision detection device that detects a vehicle collision and a collision direction, a movement direction prediction unit that predicts the movement direction of an occupant based on the collision direction, and the predicted occupant. The airbag is provided with a deployment control unit that determines the airbag to be deployed based on the movement direction of the above, selects a predetermined air guide path, and supplies the gas of the inflator, and the airbag is the deployment control unit. By the control of the primary deploying airbag in which the gas of the inflator is directly supplied and deployed through the air guide and the connecting portion, and the primary deploying airbag by the movement of the occupant to the primary deploying airbag. It is characterized by having a secondary deployment airbag that is deployed by moving the gas inside through the connecting portion.

Further, a gas movement control unit that controls the gas flow of the connecting portion to be moved from the primary deployment airbag to the secondary deployment airbag based on the movement direction of the occupant may be provided.

According to the present invention, it is possible to provide a occupant protection device capable of suppressing an increase in size of an inflator while dealing with many collision modes.

It is a top view which shows the outline of the airbag developed by the occupant protection device in embodiment of this invention. It is a functional block diagram of the occupant protection device in this embodiment. It is a figure which shows the deployed state of the airbag when it is assumed that all three airbags are deployed. It is a top view which shows the deployment of an airbag when a collision object collides from diagonally left front of the vehicle. It is a top view of the occupant protection device assuming that all five airbags are deployed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a plan view showing an outline of an airbag deployed by an occupant protection device according to the present embodiment, and FIG. 2 is a functional block diagram of the occupant protection device according to the present embodiment. Note that FIG. 1A is a plan view showing the deployment position when the airbag is deployed, and FIG. 1B is a schematic diagram showing the connection between the inflator and each connecting portion described later. be.
Further, in the present embodiment, the case where there are three airbags will be described as an example.

(Configuration of occupant protection device 1)
As shown in FIGS. 1 and 2, the occupant protection device 1 includes an inflator 10, an airbag 21, a connecting portion 31, an air passage 41, a switching valve 50, a collision detection device 60, an ECU 100, and the like. It is equipped with. The collision detection device 60 may be included in the ECU 100.

Further, the airbag 21 has an airbag 21a, an airbag 21b, and an airbag 21c. Further, the connecting portion 31 has a connecting portion 31ab, a connecting portion 31ac, and a connecting portion 31bc. Further, the guide passage 41 has a guide passage 41ab, a guide passage 41ac, and a guide passage 41bc.
Further, the ECU 100 includes a movement direction prediction unit 110, a deployment control unit 120, and a gas movement control unit 130.

(Inflator 10)
The inflator 10 ignites explosives based on a signal sent from the collision detection device 60 when an abnormality occurs due to collision prediction or collision detection with respect to the vehicle, generates gas by a chemical reaction due to combustion, and gas in the airbag 21. Is to supply.

(Airbag 21)
The airbag 21 is a bag body into which gas is press-fitted by the inflator 10, and is folded small when not in operation. Further, when the gas is supplied by the inflator 10, the airbag 21 expands and expands from the front to the rear of the vehicle. The airbag 21 receives the occupant P at the time of expansion and deployment.

Further, as described above, the airbag 21 has an airbag 21a, an airbag 21b, and an airbag 21c, and is deployed at a predetermined position, respectively.
The airbag 21a is deployably provided on the front surface of the occupant P seated on the seat S. Further, the airbag 21b is provided so as to be deployable on the left side surface of the occupant P. Further, the airbag 21c is provided so as to be deployable on the right side surface of the occupant P.

In the present embodiment, the occupant protection device 1 is provided in front of the vehicle (for example, the center pad of the steering or the instrument panel), and the airbag 21 is deployed toward the rear of the vehicle. The occupant protection device 1 may be provided on the seat S, the upper part of the vehicle, or the like.
FIG. 3 is a diagram showing a deployed state of the airbag 21 when the occupant protection device 1 is provided on the seat S and it is assumed that all of the three airbags 21a, the airbag 21b, and the airbag 21c are deployed. be.

(Connecting part 31)
The connecting portion 31 connects the respective airbags 21a to 21c, and is provided with a flow path for passing gas inside. Then, the connecting portion 31 supplies the gas supplied through the air guide passage 41 to the respective airbags 21a to 21c. Further, the connecting portion 31 is controlled by the gas movement control unit 130 to enable the movement of gas between the respective airbags 21a to 21c.

Further, as described above, the connecting portion 31 has a connecting portion 31ab, a connecting portion 31ac, and a connecting portion 31bc, and individually connects the airbags 21a to 21c.
In the present embodiment, the gas flow between the airbags 21a to 21c is controlled by the gas movement control unit 130 via the connecting unit 31, but the present invention is not limited to this. Gas is discharged to the predetermined next airbags 21a to 21c (secondary deployment airbags to be described later) only by the momentum that the occupant P abuts on the airbags 21a to 21c (the primary deployment airbags to be described later) deployed in the above. You may move it.

The connecting portion 31ab supplies the gas supplied through the air guide passage 41ab to the airbag 21a and the airbag 21b. Further, the connecting portion 31ab connects the airbag 21a and the airbag 21b, and moves the gas in the airbag 21a to the airbag 21b or transfers the gas in the airbag 21b through the internal flow path. It can be moved to the airbag 21a. Further, the connecting unit 31ab is controlled by the gas movement control unit 130 whether or not the gas is circulated. For example, a valve is provided in the connecting portion 31ab, and the opening / closing of this valve is controlled by the gas movement control unit 130.

Here, when the connecting portion 31ab is opened by the gas movement control unit 130 while the airbag 21a is expanded and deployed, the gas in the airbag 21a moves to the airbag 21b, and the airbag 21b expands. , Will be deployed. On the contrary, when the connecting portion 31ab is opened by the gas movement control unit 130 while the airbag 21b is expanded and deployed, the gas in the airbag 21b moves to the airbag 21a, and the airbag 21a Will be expanded and expanded.

The connecting portion 31ac supplies the gas supplied through the air guide passage 41ac to the airbag 21a and the airbag 21c. Further, the connecting portion 31ac connects the airbag 21a and the airbag 21c, and moves the gas in the airbag 21a to the airbag 21c or transfers the gas in the airbag 21c through the internal flow path. It can be moved to the airbag 21a. Further, in the connecting portion 31ac, similarly to the connecting portion 31ab, the gas movement control unit 130 controls whether or not the gas is circulated.

Further, similarly to the above, when the connecting portion 31ac is opened while the airbag 21a is expanded and deployed, the airbag 21c is expanded and expanded, and conversely, the airbag 21c is expanded and expanded. If the connecting portion 31ac is opened during deployment, the airbag 21a is expanded and deployed.

The connecting portion 31bc supplies the gas supplied through the air guide passage 41bc to the airbag 21b and the airbag 21b. Further, the connecting portion 31bc connects the airbag 21b and the airbag 21c, and moves the gas in the airbag 21b to the airbag 21c or transfers the gas in the airbag 21c through the internal flow path. It can be moved to the airbag 21b. Further, in the connecting portion 31bc, similarly to the connecting portion 31ab and the connecting portion 31ac, the gas movement control unit 130 controls whether or not the gas is circulated.

Further, similarly to the above, when the connecting portion 31bc is opened while the airbag 21b is expanded and deployed, the airbag 21c is expanded and expanded, and conversely, the airbag 21c is expanded and expanded. If the connecting portion 31bc is opened during deployment, the airbag 21b will be expanded and deployed.
The connecting portion 31ab, the connecting portion 31ac, and the connecting portion 31bc are not limited to one, and a plurality of connecting portions 31ab may be provided. By providing a plurality of each connecting portion 31ab, connecting portion 31ac, and connecting portion 31bc, gas flow can be facilitated. Further, the number to be provided may be changed for each of the connecting portion 31ab, the connecting portion 31ac, and the connecting portion 31bc. For example, by increasing the number of places where it is difficult to distribute gas or where the amount of gas is desired to be increased, it is possible to facilitate the distribution of gas only at specific places.

(Penshonfuro 41)
The air guide passage 41 connects the switching valve 50 and the connecting portion 31, and outputs the gas output from the inflator 10 to the connecting portion 31 to supply the gas to the airbag 21.

Further, as described above, the guide passage 41 has a guide passage 41ab, a guide passage 41ac, and a guide passage 41bc, and is connected to the inflator 10 via the switching valve 50. The portion 31ab, the connecting portion 31ac, and the connecting portion 31bc are individually connected.
The air guide passage 41ab connects the switching valve 50 and the connecting portion 31ab, and supplies the gas output from the inflator 10 to the airbag 21a and the airbag 21b via the connecting portion 31ab.
Further, the air guide passage 41ac connects the switching valve 50 and the connecting portion 31ac, and supplies the gas output from the inflator 10 to the airbag 21a and the airbag 21c via the connecting portion 31ac. be. Further, the air guide passage 41bc connects the switching valve 50 and the connecting portion 31bc, and supplies the gas output from the inflator 10 to the airbag 21b and the airbag 21c via the connecting portion 31bc. be.

(Switching valve 50)
The switching valve 50 switches the output destination of the gas supplied from the inflator 10, and is based on the information specified by the deployment control unit 120 (information of the primary deployment airbags 21a to 21c described later) from the inflator 10. The supplied gas is switched to the connecting portion 31 and the air duct 41 connected to the designated airbag 21 and output.

Specifically, the switching valve 50 is based on the designation of the airbags 21a to 21c to be deployed sent from the deployment control unit 120 when the gas is output from the inflator 10 by the collision detection signal by the collision detection device 60. The gas is supplied to the predetermined airbags 21a to 21c by switching the air guide paths 41ab, 41ac, and 41bc of the output destination.
The switching valve 50 is not limited to supplying gas to any one of the headraces 41ab, 41ac, and 41bc, but supplies gas to a plurality of headraces 41ab, 41ac, and 41bc. You may do it.

(Collision detection device 60)
The collision detection device 60 predicts a collision of an object with a vehicle and detects a collision. Further, the collision detection device 60 also predicts the collision direction or, when the collision is detected, predicts the collision direction or detects the collision direction. When a collision is predicted or detected, the collision detection device 60 sends a collision detection signal to the inflator 10 and also sends a collision detection signal and collision direction information to the ECU 100 (movement direction prediction unit 110). .. It should be noted that the collision detection signal may also be transmitted by transmitting the collision direction information to the ECU 100 (movement direction prediction unit 110) without transmitting the collision detection signal.
Here, the collision prediction by the collision detection device 60 means, for example, whether the object comes into contact with the vehicle according to the moving direction of the object approaching the vehicle, the relative acceleration with the object, or the like. By determining whether or not it is possible, a collision can be predicted. Further, the collision detection device 60 detects a collision with a vehicle by using a detection signal of an acceleration sensor or the like.

In the present embodiment, the collision detection device 60 performs both the prediction of the collision with the vehicle and the detection of the collision, but the collision detection device 60 is not limited to this, and the collision detection device 60 with respect to the vehicle. It may be one that only predicts a collision or one that only detects a collision with a vehicle.

(ECU 100)
The ECU 100 is for controlling the entire vehicle. Further, the ECU 100 temporarily stores data in a CPU (Central Processing Unit) as a central processing unit, a control program executed by the CPU, a data table, a ROM (Read Only Memory) for storing each command and data, and the like. It is equipped with a RAM (Random Access Memory) for storing, an EEPROM (Electrically Erasable and Programmable Read Only Memory) consisting of a rewritable non-volatile memory, and an input / output interface circuit, and controls the vehicle.

Further, the ECU 100 controls switching of the gas output destination by the switching valve 50 based on the information of the collision direction detected or predicted by the collision detecting device 60. Further, the ECU 100 controls the opening and closing of the connecting portion 31 based on the information on the collision direction.

(Movement direction prediction unit 110)
The movement direction prediction unit 110 is based on the collision detection signal and the collision direction information (or only the collision direction information that also serves as the collision detection signal) sent from the collision detection device 60, and the movement direction of the occupant P (hereinafter,). , Is called the primary movement direction). Then, the movement direction prediction unit 110 sends the predicted primary movement direction information to the deployment control unit 120.

Further, in the movement direction prediction unit 110, the occupant P moves in the primary movement direction due to a collision, abuts on the predetermined airbags 21a to 21c, and the reaction causes the occupant P to move next in the movement direction (hereinafter, secondary movement direction). ) Is also predicted. Then, the movement direction prediction unit 110 sends the predicted secondary movement direction information to the gas movement control unit 130. Here, the movement direction prediction unit 110 receives information from the deployment control unit 120 which airbags 21a to 21c are in contact with by the primary movement of the occupant P (hereinafter referred to as primary deployment airbags 21a to 21c).

The movement direction prediction unit 110 may calculate the information of the primary deployment airbags 21a to 21c by the movement direction prediction unit 110 itself. In this case, the information of the primary deployment airbags 21a to 21c may be directly transmitted from the movement direction prediction unit 110 to the switching valve 50 without using the deployment control unit 120. Further, which airbags 21a to 21c the movement direction prediction unit 110 abuts on due to the secondary movement of the occupant P based on the predicted secondary movement direction (hereinafter referred to as secondary deployment airbags 21a to 21c). The information of may also be calculated.

(Deployment control unit 120)
The deployment control unit 120 calculates which airbag 21a to 21c the occupant P abuts on based on the information on the primary movement direction of the occupant P sent from the movement direction prediction unit 110, and first deploys the air. It determines the bags 21a to 21c (primary deployment airbags 21a to 21c). Then, the deployment control unit 120 transmits the determined information on the primary deployment airbags 21a to 21c to the switching valve 50. Further, the deployment control unit 120 also sends the information of the primary deployment airbags 21a to 21c to the movement direction prediction unit 110 and the gas movement control unit 130. That is, the deployment control unit 120 determines the airbags 21a to 21c to be deployed based on the predicted movement direction of the occupant P, and controls the gas supply destination of the inflator 10.

(Gas movement control unit 130)
The gas movement control unit 130 performs secondary deployment based on the information of the primary deployment airbags 21a to 21c transmitted from the deployment control unit 120 and the information of the secondary movement direction transmitted from the movement direction prediction unit 110. It determines the airbags 21a to 21c. Then, the gas movement control unit 130 determines and determines the connecting portions 31ab, 31ac, 31bc to be opened based on the information of the primary deployment airbags 21a to 21c and the information of the secondary deployment airbags 21a to 21c. The connecting portions 31ab, 31ac, and 31bc are opened after the primary deployment airbags 21a to 21c are deployed.

The gas movement control unit 130 may directly open the target connecting portions 31ab, 31ac, 31bc as a method of opening the predetermined connecting portions 31ab, 31ac, 31bc, or the primary deployment airbag 21a. By making it difficult to open the non-target connecting portions 31ab, 31ac, 31bc connected to the to 21c, the target connecting portions 31ab, 31ac, 31bc may be indirectly opened. For example, by applying pressure to the non-target connecting portions 31ab, 31ac, 31bc connected to the primary deployment airbags 21a to 21c to increase the pressure, the non-target connecting portions 31ab, 31ac, 31bc do not open. In this way, pressure may be applied to the target connecting portions 31ab, 31ac, and 31bc to open them.

Therefore, when the target connecting portions 31ab, 31ac, and 31bc are opened by the gas movement control unit 130, the gas in the primary deployment airbags 21a to 21c passes through the target connecting portions 31ab, 31ac, and 31bc. The secondary deployable airbags 21a to 21c can be moved to expand and deploy the secondary deployable airbags 21a to 21c.
Even if the function of the gas movement control unit 130 is turned off, the occupant P abuts on the above-mentioned primary deployment airbags 21a to 21c only with the momentum (without specifying the deployment destination), and the predetermined secondary deployment is performed. It is also possible to move the gas to the deployed airbags 21a to 21c.

(Operation of occupant protection device 1)
Next, the operation of the occupant protection device 1 when a colliding object collides with the vehicle from diagonally left front will be described.
FIG. 4 is a plan view showing the deployment of the airbag when a collision object collides with the vehicle from diagonally left front. 4A is a plan view when the airbag 21a on the front surface of the occupant P and the airbag 21b on the left side surface are deployed as the primary deployment airbag, and FIG. 4B is a secondary view. It is a top view when the airbag 21a on the front surface of the occupant P and the airbag 21c on the right side surface are deployed as the deployed airbags.

In the occupant protection device 1, when an object approaching the vehicle exists, the collision detection device 60 predicts a collision.
The collision detection device 60 determines whether or not the object comes into contact with the vehicle according to the moving direction of the object approaching the vehicle from the left front, the relative acceleration with the object, and the like. Here, when the collision detection device 60 determines that a collision with an object cannot be avoided, it predicts a collision (prediction that a vehicle will collide) and predicts a collision direction. As the prediction of the collision direction, for example, information such as an oblique collision from the left front and an angle "30 °" (with respect to the vehicle traveling direction) is predicted. Then, the collision detection device 60 sends a collision detection signal to the inflator 10, and also sends a collision detection signal and collision direction information to the ECU 100 (movement direction prediction unit 110).

In the ECU 100, the movement direction prediction unit 110 receives the collision detection signal and the collision direction information sent from the collision detection device 60.
Upon receiving the collision detection signal and the collision direction information, the movement direction prediction unit 110 predicts the primary movement direction and the secondary movement direction of the occupant P. Here, the movement direction prediction unit 110 predicts that the primary movement direction of the occupant P is "30 °" on the left (hereinafter, the same) with respect to the vehicle traveling direction, and the secondary movement direction of the occupant P is "95" on the right. ° ”.

Then, the movement direction prediction unit 110 sends the predicted primary movement direction information to the deployment control unit 120, and sends the predicted secondary movement direction information to the gas movement control unit 130. If the information on the primary deployment airbag is required when predicting the secondary movement direction of the occupant P, the movement direction prediction unit 110 sends the information on the primary movement direction to the deployment control unit 120, and the deployment control unit 110. After receiving the information of the primary deployment airbag from 120, the secondary movement direction of the occupant P is predicted.

The deployment control unit 120 determines that the occupant P abuts on the airbag 21a and the airbag 21b based on the information on the primary movement direction of the occupant P (left “30 °”) sent from the movement direction prediction unit 110. The calculation is performed, and the airbag 21a and the airbag 21b are determined as the primary deployment airbags. Next, the deployment control unit 120 obtains the connection unit 31ab as the connection unit 31 that supplies gas from the determined information of the primary deployment airbags 21a and 21b, and is connected to the connection unit 31ab as the switching destination of the switching valve 50. Determine the air duct 41ab. Then, the deployment control unit 120 transmits the determined information of the guide passage 41ab to the switching valve 50 as the information of the switching destination.
The deployment control unit 120 may transmit the determined primary deployment airbags 21a and 21b information to the switching valve 50. In this case, the switching valve 50 calculates the air passage 41ab as the switching destination from the received information of the primary deployment airbags 21a and 21b, and switches the output destination of the gas supplied from the inflator 10 to the air passage 41ab. .. Further, the deployment control unit 120 also sends the information of the primary deployment airbags 21a and 21b to the movement direction prediction unit 110 and the gas movement control unit 130.

The gas movement control unit 130 includes information on the primary deployment airbags 21a and 21b transmitted from the deployment control unit 120, information on the secondary movement direction transmitted from the movement direction prediction unit 110 (right “95 °”), and The secondary deployment airbags 21a and 21c are determined based on the above. Then, the gas movement control unit 130 determines the connecting portion 31bc to be opened based on the primary deployment airbags 21a and 21b and the secondary deployment airbags 21a and 21c, and the determined connecting portion 31bc is primarily deployed. After the airbags 21a and 21b are deployed, they are opened.

On the other hand, when the inflator 10 receives the collision detection signal from the collision detection device 60, it ignites the explosive based on the received collision detection signal, generates gas by a chemical reaction due to combustion, and causes gas to the switching valve 50. Supply.

The switching valve 50 switches the output destination of the gas supplied from the inflator 10 to the air duct 41ab and outputs the gas based on the information of the switching destination (air guide 41ab) received from the deployment control unit 120.
The switching valve 50 prevents gas from being output to the other undesignated headraces 41ac and 41bc. Further, when the switching valve 50 receives the information of the primary deployment airbags 21a and 21b from the deployment control unit 120, the switching valve 50 seeks the air guide path 41ab as the switching destination based on this information and supplies it from the inflator 10. The output destination of the gas is switched to the air passage 41ab, and the gas is supplied to the airbags 21a and 21b.

The air guide passage 41ab supplies the gas output from the switching valve 50 to the connecting portion 31ab. When the gas is supplied from the air guide passage 41ab, the connecting portion 31ab supplies the gas to the airbag 21a and the airbag 21b. In this way, the gas output from the inflator 10 is supplied to the airbag 21a and the airbag 21b via the switching valve 50, the air guide passage 41ab, and the connecting portion 31ab.
As a result, as shown in FIG. 4A, the airbag 21a and the airbag 21b can be deployed as the primary deployment airbag, and the impact of the vehicle collision with the occupant P can be softened.

Next, as described above, the gas movement control unit 130 opens the connecting unit 31ac after the primary deployment airbags 21a and 21b are deployed.
When the connecting portion 31ac is opened, the gas in the deployed airbag 21b flows out to the airbag 21c via the connecting portion 31ac. At this time, the gas flow in the connecting portion 31ab may be stopped. By doing so, it is possible to prevent the gas in the airbag 21a from flowing out to the airbag 21b.

As a result, as shown in FIG. 4B, the airbag 21a is expanded and expanded, and gas is supplied to the airbag 21c to expand the airbags 21a and 21c as secondary deployment airbags 21a and 21c. Therefore, the primary moving occupant P due to the impact of the collision is received by the primary deploying airbags 21a and 21b, and the secondary moving occupant P is received by the secondary deploying airbags 21a and 21c, thereby enhancing the protection function of the occupant P. be able to. Further, since the secondary deployment airbag 21c can be deployed by using the gas supplied to the primary deployment airbag 21b, it is possible to use a small inflator while supporting many collision forms. It is possible to suppress the increase in size of the inflator.

In the present embodiment, the primary deployment airbags 21a to 21c are deployed at predetermined positions by the gas pressure of the inflator 10, and the secondary deployment airbags 21a to 21c are output from the primary deployment airbags 21a to 21c. Although it is designed to be deployed at a predetermined position by gas pressure, the present invention is not limited to this, and a guide mechanism may be provided so that the respective airbags 21a to 21c are deployed at a predetermined position. In particular, for the secondary deployment airbags 21a to 21c, the gas pressure tends to be low, so that the guide mechanism is effective. As a result, the airbags 21a to 21c can be reliably deployed at the desired position.

(Structure of occupant protection device 2 having five airbags)
Next, a occupant protection device having five airbags will be described.
Note that FIG. 5 is a plan view of the occupant protection device assuming that all five airbags are deployed.

As shown in FIG. 5, the occupant protection device 2 includes an airbag 22, a connecting portion 32, an air passage (not shown), an inflator 10, a switching valve 50, and a collision detection device as in the above embodiment. 60 and ECU 100 are provided. The switching valve 50 and the ECU 100 are compatible with five airbags.
Further, the description of the same configuration as that of the above embodiment will be omitted. Further, the occupant protection device 2 may be provided in front of the vehicle as in the above embodiment, but it is preferably provided in the upper part of the seat S or the like.

Further, the airbag 22 has an airbag 22a, an airbag 22b, an airbag 22c, an airbag 22d, and an airbag 22e. Further, the connecting portion 32 has a connecting portion 32ab, a connecting portion 32ac, a connecting portion 32bd, a connecting portion 32cd, and the like. Further, the air guide has air guides corresponding to the connecting portion 32ab, the connecting portion 32ac, the connecting portion 32bd, the connecting portion 32cd, etc., and the switching valve 50 and each connecting portion 32ab, etc., respectively. You are connected.
Further, the ECU 100 includes a movement direction prediction unit 110 corresponding to the five airbags 22, a deployment control unit 120, and a gas movement control unit 130, as in the above embodiment.

(Airbag 22)
As described above, the airbag 22 has an airbag 22a, an airbag 22b, an airbag 22c, an airbag 22d, and an airbag 22e.
The airbag 22a is deployably provided on the front surface of the occupant P seated on the seat S. Further, the airbag 22b is provided so as to be deployable on the left side surface of the occupant P. Further, the airbag 22c is provided so as to be deployable on the right side surface of the occupant P. Further, the airbag 22d is provided so as to be deployable on the back surface of the occupant P. Further, the airbag 22e is provided so as to be deployable on the upper part of the occupant P.

(Connecting part 32)
As described above, the connecting portion 32 has a connecting portion 32ab, a connecting portion 32ac, a connecting portion 32bd, a connecting portion 32cd, and the like.
The connecting portion 32ab supplies the gas supplied through the air guide to the airbag 22a and the airbag 22b. Further, the connecting portion 32ab connects the airbag 22a and the airbag 22b, and moves the gas in the airbag 22a to the airbag 22b or transfers the gas in the airbag 22b through the internal flow path. It can be moved to the airbag 22a. Further, the connecting unit 32ab is controlled by the gas movement control unit 130 whether or not the gas is circulated.

Similarly, the connecting portion 32ac supplies the gas supplied through the air guide to the airbag 22a and the airbag 22c, and also connects the airbag 22a and the airbag 22c. The connecting portion 32bd supplies the gas supplied through the air guide to the airbag 22b and the airbag 22d, and also connects the airbag 22b and the airbag 22d.

The connecting portion 32cd supplies the gas supplied through the air guide to the airbag 22c and the airbag 22d, and also connects the airbag 22c and the airbag 22d. Further, the other airbags 22 are also connected to each other by the connecting portion 32 in the same manner.
The gas movement control unit 130 controls whether or not the gas is circulated in each of the connecting units 32.

Further, for example, taking the connecting portion 32ab as an example, when the connecting portion 32ab is opened by the gas movement control unit 130 while the airbag 22a is expanded and deployed, the gas in the airbag 22a becomes an airbag. It moves to 22b, and the airbag 22b is expanded and deployed. On the contrary, when the connecting portion 32ab is opened by the gas movement control unit 130 while the airbag 22b is expanded and deployed, the gas in the airbag 22b moves to the airbag 22a, and the airbag 22a Will be expanded and expanded.

With such a configuration, the occupant protection device 2 selects and deploys the primary deployment airbags 22a to 22e suitable for the primary movement of the occupant P in the event of a vehicle collision, and performs the secondary movement of the occupant P. On the other hand, the desired connecting portions 32ab to 32cd and the like can be opened to move the gas in the primary deployment airbags 22a to 22e to deploy appropriate secondary deployment airbags 22a to 22e.

Therefore, the airbags 22a to 22e can appropriately receive the primary movement and the secondary movement of the occupant P, and the protection function of the occupant P can be enhanced. Further, since the gas in the primary deployed airbags 22a to 22e is used to deploy the secondary deployed airbags 22a to 22e, it is possible to suppress the increase in size of the inflator 10. Furthermore, since the airbags 22a to 22e are provided on the front, rear, left, right, and upper part of the occupant P, the occupant can be reliably subjected to various collision forms such as a front collision, a side collision, an oblique collision, or a rollover. P can be protected.

As described above, the occupant protection devices 1 and 2 in the present embodiment are provided with a plurality of airbags 21a to 21c and 22a to 22e, and the movement direction prediction unit 110 determines the movement direction of the occupant P at the time of a vehicle collision. Predictably, since only the desired airbags 21a to 21c and 22a to 22e are deployed, the capacity of the inflator 10 is suppressed because the gas required to deploy all of the airbags 21a to 21c and 22a to 22e is not required. It is possible to suppress the increase in size of the inflator 10 while dealing with many collision forms.

Further, in the occupant protection devices 1 and 2 in the present embodiment, the movement direction prediction unit 110 predicts the secondary movement direction of the occupant P, and the gas supplied to the primary deployed airbags 21b, 22b, etc. is secondary. Since it is moved to the deployed airbags 21c, 22a, etc. and deployed, it is possible to suppress the increase in size of the inflator 10 while dealing with many collision modes.

Further, the occupant protection devices 1 and 2 are provided with a guide mechanism so that desired airbags 21a to 21c and 22a to 22e can be deployed at desired positions. In particular, by using the guide mechanism in the secondary deployment, the airbags 21a to 21c and 22a to 22e can be reliably deployed in an appropriate place, and the capacity of the inflator 10 can be suppressed while protecting the occupant P. Can be enhanced.

In the present embodiment, the airbags 21a to 21c and 22a to 22e are provided with three airbags 21a to 21c or five airbags 22a to 22e, but the present invention is not limited to this. The number of airbags may be four or six or more.

1, 2, occupant protection device, 10 inflator, 21a-21c, 22a-22e airbag, 31ab, 31ac, 31bc, 32ab, 32ac, 32bd, 32cd connection part, 41ab, 41ac, 41bc air duct, 50 switching valve, 60 Collision detection device, 100 ECU, 110 movement direction prediction unit, 120 deployment control unit, 130 gas movement control unit

Claims (2)

Multiple airbags that are deployed in predetermined positions and are connected by multiple connecting parts, respectively .
An inflator that supplies gas to the airbag,
A plurality of air passages that individually connect the inflator and each of the connecting portions,
A collision detection device that detects vehicle collisions and collision directions, and
A movement direction prediction unit that predicts the movement direction of the occupant based on the collision direction,
A deployment control unit that determines the airbag to be deployed based on the predicted direction of movement of the occupant, selects a predetermined guide path, and supplies the gas of the inflator.
Equipped with
The airbag is a primary deployment airbag in which the gas of the inflator is directly supplied and deployed through the air guide and the connection portion under the control of the deployment control unit, and the occupant to the primary deployment airbag. The secondary deploying airbag is expanded by moving the gas in the primary deploying airbag through the connecting portion.
A occupant protection device characterized by that. A gas movement control unit that controls the gas flow of the connecting portion to be moved from the primary deployment airbag to the secondary deployment airbag based on the movement direction of the occupant.
The occupant protection device according to claim 1, wherein the occupant protection device is provided.

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