JP2019172033A - Occupant crash protector - Google Patents

Abstract

To provide an occupant crash protector which is adaptable to many collision forms and furthermore enables increase in size of an inflator to be suppressed.SOLUTION: An occupant crash protector 1 comprises: a plurality of air bags 21a to 21c; a movement direction prediction part 110; and an inflator 10, the occupant crash protector 1 is configured in such a way that the movement direction prediction part 110 predicts a movement direction of an occupant P upon crash of a vehicle, and gas of the inflator 10 is switched by a selector valve 50 for primary movement of the occupant P, thereby deploying only the air bag 21b. Further, the occupant crash protector 1 is configured in such a way that the gas in the air bag 21b is moved via a connection part 31ab for secondary movement of the occupant P, thereby deploying the air bag 21a. Therefore, the occupant crash protector 1 is adaptable to many crash forms and furthermore enables increase in size of the inflator 10 to be suppressed.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an occupant protection device.

In order to protect an occupant from a collision or the like, a seat belt device or an airbag device is used in a vehicle such as an automobile.
As such an airbag device, the front side of the occupant is provided so as to cope with many types of collisions 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). An occupant protection device that inflates an airbag so as to cover the occupant and protects the occupant against collisions from various angles has been proposed.

  For example, an automobile airbag device including an inflator, a gas supply pipe, and a bag has been proposed. In this automobile airbag device, a gas supply pipe is fixed to a seat back of a seat. Further, the gas supply pipe protrudes upward from each end portion in the width direction of the seat back, extends above the head of the seated occupant, and extends on each side of the occupant above the occupant. Above the occupant, it extends horizontally so as to cross the front of the occupant and is installed so as to surround the occupant above the occupant. One flexible bag is wound around the gas supply pipe and stored. For this reason, when gas is fed into the gas supply pipe from the inflator and gas is supplied from the gas supply pipe to the bag, 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 The whole is surrounded and protected (see Patent Document 1).

  Further, in the above-described automobile airbag device, the gas supply pipe is provided so as to protrude, so that it does not look good and is obstructive.Therefore, a diffuser pipe made of a metal pipe is provided to supply gas into the multidirectional airbag. An occupant protection device for moving the diffuser pipe from the storage position located inside the headrest to the operating position above the occupant's head has been proposed. In this occupant protection device, normally, the airbag is folded and stored in the upper part of the vehicle seat. When it is determined that a vehicle collision is unavoidable, the diffuser pipe is connected to the headrest (vehicle The seat is moved upward and forward from the top of the seat), and the multi-directional airbag is deployed in the area including the front and left and right sides of the occupant's head so that it has a good appearance and secures the occupant protection function. (See Patent Document 2).

JP 2000-344044 A JP 2017-094767 A

  However, in order to cope with such a lot of collision modes, the one that protects many areas such as the front and side of the occupant has a large capacity of the airbag and a large inflator for inflating the airbag. It becomes necessary.

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

  The occupant protection device according to the present invention is deployed at a predetermined position, and includes a plurality of airbags connected by a connecting portion, an inflator for supplying gas to the airbag, and the inflator and each of the airbags. An air guide path that individually connects the bag, a collision detection device that detects a collision and a collision direction of a vehicle, a movement direction prediction unit that predicts a movement direction of an occupant based on the collision direction, and A deployment control unit that determines the airbag to be deployed based on a moving direction of the occupant and controls a supply destination of a gas of the inflator, and the airbag is controlled by the deployment control unit, A primary deployment airbag in which inflator gas is directly supplied through the air duct and deployed, and the occupant moves to the primary deployment airbag to Having a secondary deployment air bag deployed by the gas in the primary expansion air bag is moved through the connecting portion, characterized in that.

  And a gas movement control unit that controls the flow of gas in the connecting portion that is moved from the primary deployment airbag to the secondary deployment airbag based on the movement direction of the occupant. .

  ADVANTAGE OF THE INVENTION According to this invention, the passenger | crew protection apparatus which can suppress the enlargement of an inflator can be provided, respond | corresponding to many collision modes.

It is a top view which shows the outline of the airbag which the passenger | crew protection device in embodiment of this invention expand | deploys. It is a functional block diagram of the passenger protection device in the present embodiment. It is a figure which shows the deployment state of the airbag at the time of assuming that all the three airbags have expanded. It is a top view which shows the expansion | deployment of the airbag when a colliding object collides from the diagonally left front of a vehicle. It is a top view which shows the expansion | deployment of the airbag when a collision object collides from the left side surface of a vehicle. It is a top view of an occupant protection device when it is assumed that all five airbags are deployed.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a plan view schematically showing an airbag developed by the occupant protection device in the present embodiment, and FIG. 2 is a functional block diagram of the occupant protection device in the present embodiment. FIG. 1A is a plan view showing a deployment position when the airbag is deployed, and FIG. 1B is a schematic diagram showing a connection between the inflator and each airbag.
In the present embodiment, a 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 guide path 41, a switching valve 50, a collision detection device 60, an ECU 100, It has. The collision detection device 60 may be included in the ECU 100.

The airbag 21 includes an airbag 21a, an airbag 21b, and an airbag 21c. Moreover, the connection part 31 has the connection part 31ab, the connection part 31ac, and connection part 31bc. The air guide path 41 includes an air guide path 41a, an air guide path 41b, and an air guide path 41c.
The ECU 100 also 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 gunpowder based on a signal sent from the collision detection device 60 when an abnormality occurs due to a collision prediction or collision detection with respect to the vehicle, generates a gas by a chemical reaction caused by combustion, and generates gas in the airbag 21. 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 gas is supplied by the inflator 10, the airbag 21 is inflated and deployed from the front to the rear of the vehicle. The airbag 21 receives the occupant P during inflation and deployment.

In addition, as described above, the airbag 21 includes the airbag 21a, the airbag 21b, and the airbag 21c, and is deployed at predetermined positions.
The airbag 21a is provided on the front surface of the occupant P seated on the seat S so as to be deployable. The airbag 21b is provided on the left side surface of the occupant P so as to be deployable. The airbag 21c is provided on the right side surface of the occupant P so as to be deployable.

In the present embodiment, the occupant protection device 1 is provided in front of the vehicle (for example, a steering center pad or instrument panel), and the airbag 21 is deployed toward the rear of the vehicle. However, 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 illustrating a deployment 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, 21b, and 21c are deployed. is there.

(Connecting part 31)
The connection part 31 connects each airbag 21a-21c, and the flow path which distribute | circulates gas is provided in the inside. And the connection part 31 is controlled by the gas movement control part 130, and enables the movement of the gas between each airbag 21a-21c.

Further, as described above, the connecting portion 31 includes the connecting portion 31ab, the connecting portion 31ac, and the 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. Only when the occupant P is in contact with the airbags 21a to 21c (primary deployment airbags described later) deployed in the air, gas is supplied to the predetermined next airbags 21a to 21c (secondary deployment airbags described later). You may make it move.

  The connecting portion 31ab connects the airbag 21a and the airbag 21b, and moves the gas in the airbag 21a to the airbag 21b through the internal flow path or the gas in the airbag 21b as the airbag. 21a can be moved. In addition, whether or not gas is circulated is controlled by the gas movement control unit 130 in the connecting unit 31ab. For example, a valve is provided in the connecting portion 31ab, and the opening and closing of the 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 inflated and deployed, the gas in the airbag 21a moves to the airbag 21b, and the airbag 21b is inflated. Will be deployed. Conversely, when the connecting portion 31ab is opened by the gas movement control unit 130 while the airbag 21b is inflated and deployed, the gas in the airbag 21b moves to the airbag 21a, and the airbag 21a. Will expand and expand.

  The connecting portion 31ac connects the airbag 21a and the airbag 21c, and moves the gas in the airbag 21a to the airbag 21c through the internal flow path or the gas in the airbag 21c as the airbag. 21a can be moved. Moreover, whether or not gas is circulated is controlled by the gas movement control unit 130 in the connecting part 31ac, similarly to the connecting part 31ab.

  Similarly to the above, when the connecting portion 31ac is opened while the airbag 21a is inflated and deployed, the airbag 21c is inflated and deployed. Conversely, the airbag 21c is inflated and deployed. When the connecting portion 31ac is opened during deployment, the airbag 21a is inflated and deployed.

  The connecting portion 31bc connects the airbag 21b and the airbag 21c, moves the gas in the airbag 21b to the airbag 21c through the internal flow path, or transfers the gas in the airbag 21c to the airbag. It can be moved to 21b. Further, whether or not gas is circulated is controlled by the gas movement control unit 130 in the connection part 31bc, similarly to the connection part 31ab and the connection part 31ac.

Similarly to the above, when the connecting portion 31bc is opened while the airbag 21b is inflated and deployed, the airbag 21c is inflated and deployed. Conversely, the airbag 21c is inflated and deployed. When the connecting portion 31bc is opened while being deployed, the airbag 21b is inflated and deployed.
In addition, each connection part 31ab, connection part 31ac, and connection part 31bc are not restricted to one, You may provide multiple. By providing a plurality of each of the connecting portions 31ab, the connecting portions 31ac, and the connecting portions 31bc, it is possible to facilitate the gas flow. Moreover, you may change the number provided for every connection part 31ab, connection part 31ac, and connection part 31bc. For example, by increasing the number of places where it is difficult to distribute gas or where it is desired to increase the amount of distribution, it is possible to facilitate the distribution of gas only at specific locations.

(Air guide channel 41)
The air guide path 41 connects the switching valve 50 and the airbag 21, and supplies the gas output from the inflator 10 to the airbag 21.

Further, as described above, the air guide path 41 includes the air guide path 41 a, the air guide path 41 b, and the air guide path 41 c, and the inflator 10 and each air are connected via the switching valve 50. The bags 21a to 21c are individually connected.
The air guide path 41a connects the switching valve 50 and the airbag 21a, and supplies the gas output from the inflator 10 to the airbag 21a. The air guide path 41b connects the switching valve 50 and the airbag 21b, and supplies the gas output from the inflator 10 to the airbag 21b. The air guide path 41c connects the switching valve 50 and the airbag 21c, and supplies the gas output from the inflator 10 to the airbag 21c.

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

Specifically, when the gas is output from the inflator 10 by the collision detection signal from the collision detection device 60, 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. The output destination air guide paths 41a to 41c are switched to supply gas to the predetermined airbags 21a to 21c.
The switching valve 50 is not limited to supplying gas to any one of the airbags 21a to 21c (air guide paths 41a to 41c), but includes a plurality of airbags 21a to 21c (air guide paths 41a to 41c). The gas may be supplied to 41c).

(Collision detection device 60)
The collision detection device 60 performs prediction of collision of an object with respect to a vehicle and detection of collision. Further, the collision detection device 60 also performs prediction of a collision direction or detection of a collision direction when a collision is predicted or a collision is detected. When a collision is predicted or detected, the collision detection device 60 transmits a collision detection signal to the inflator 10 and also transmits a collision detection signal and information on the collision direction to the ECU 100 (movement direction prediction unit 110). . Note that the ECU 100 (movement direction prediction unit 110) may also transmit the collision detection signal by transmitting the information of the collision direction without transmitting the collision detection signal.
Here, the prediction of the collision by the collision detection device 60 is, for example, whether the object contacts 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, a collision can be predicted. The collision detection device 60 detects a collision with the vehicle based on a detection signal of an acceleration sensor.

  In the present embodiment, the collision detection device 60 performs both the prediction of the collision with respect to the vehicle and the detection of the collision. However, the present invention is not limited to this. Even if only the prediction of the collision is performed, only the detection of the collision with the vehicle may be performed.

(ECU 100)
The ECU 100 is for controlling the entire vehicle. The ECU 100 also has 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) that stores each command and data, and temporarily stores data. Random access memory (RAM), EEPROM (Electrically Erasable and Programmable Read Only Memory) composed of a rewritable nonvolatile memory, and an input / output interface circuit are provided to control the vehicle.

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

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

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

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

(Deployment control unit 120)
The deployment control unit 120 calculates which airbag 21a to 21c the occupant P abuts on the basis of information on the primary movement direction of the occupant P sent from the movement direction prediction unit 110, and first deploys the air to be deployed. The bags 21a to 21c (primary deployment airbags 21a to 21c) are determined. The deployment control unit 120 transmits information on the determined primary deployment airbags 21a to 21c to the switching valve 50. The deployment control unit 120 also sends information about the primary deployment airbags 21 a to 21 c 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 the secondary deployment based on the information on the primary deployment airbags 21a to 21c transmitted from the deployment control unit 120 and the information on the secondary movement direction transmitted from the movement direction prediction unit 110. The airbags 21a to 21c are determined. And the gas movement control part 130 determines the connection parts 31ab, 31ac, and 31bc to open | release based on the information of the primary deployment airbags 21a-21c and the information of the secondary deployment airbags 21a-21c, and determines The connected portions 31ab, 31ac, and 31bc are opened after the deployment of the primary deployment airbags 21a to 21c.

  Note that the gas movement control unit 130 may directly open the target connection parts 31ab, 31ac, 31bc as a method of opening the predetermined connection parts 31ab, 31ac, 31bc, or the primary deployment airbag 21a. The target connection portions 31ab, 31ac, and 31bc may be indirectly opened by making it difficult to open the connection portions 31ab, 31ac, and 31bc that are not connected to? For example, the non-target connection portions 31ab, 31ac, 31bc are not opened by applying pressure to the non-target connection portions 31ab, 31ac, 31bc connected to the primary deployment airbags 21a-21c to increase the pressure. In other words, pressure may be applied to the target connecting portions 31ab, 31ac, and 31bc so as to be released.

Therefore, when the target connection 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 connection portions 31ab, 31ac and 31bc. It moves to the secondary deployment airbags 21a to 21c, and the secondary deployment airbags 21a to 21c can be inflated and deployed.
Even when the function of the gas movement control unit 130 is turned off, a predetermined secondary force can be obtained only by the moment of contact of the occupant P with the primary deployment airbags 21a to 21c described above (without specifying the deployment destination). Gas can also be moved to the deployment airbags 21a to 21c.

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

In the occupant protection device 1, when there is an object approaching the vehicle, the collision detection device 60 predicts the collision.
The collision detection device 60 determines whether or not the object contacts 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 it is determined that the collision with the object cannot be avoided, the collision detection device 60 performs the collision prediction (prediction that the vehicle collides) and the collision direction. As the prediction of the collision direction, for example, information such as an oblique projection from the left front and an angle “30 °” (with respect to the vehicle traveling direction) is predicted. The collision detection device 60 sends a collision detection signal to the inflator 10 and sends a collision detection signal and information on the collision direction 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 information on the collision direction sent from the collision detection device 60.
When 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 moving direction prediction unit 110 predicts the left side of the vehicle traveling direction (hereinafter the same) “30 °” as the primary movement direction of the occupant P, and the right direction “30” as the secondary movement direction of the occupant P. “°”.

  Then, the movement direction prediction unit 110 sends information on the predicted primary movement direction to the deployment control unit 120, and sends information on the predicted secondary movement direction to the gas movement control unit 130. Note that the movement direction prediction unit 110 sends information on the primary movement direction to the deployment control unit 120 if information on the primary deployment airbag is necessary when the occupant P predicts the secondary movement direction. After receiving the information about the primary deployment airbag from 120, the direction of the secondary movement of the occupant P is predicted.

The deployment control unit 120 calculates that the occupant P comes into contact with the airbag 21b based on the primary movement direction information (left “30 °”) sent from the movement direction prediction unit 110 to the primary direction. The airbag 21b is determined as the deployment airbag. Next, the deployment control unit 120 obtains the air guide passage 41b as the air guide passage 41 for supplying gas from the determined information of the primary deployment airbag 21b, and determines the air guide passage 41b as the switching destination of the switching valve 50. . And the expansion | deployment control part 120 transmits the information of the determined wind guide path 41b with respect to the switching valve 50 as information of a switching destination.
The deployment control unit 120 may transmit the determined information of the primary deployment airbag 21b to the switching valve 50. In this case, the switching valve 50 calculates the air guide path 41b as the switching destination from the received information on the primary deployment airbag 21b, and switches the output destination of the gas supplied from the inflator 10 to the air guide path 41b. The deployment control unit 120 also sends information about the primary deployment airbag 21b to the movement direction prediction unit 110 and the gas movement control unit 130.

  The gas movement control unit 130 is based on the primary deployment airbag 21b information transmitted from the deployment control unit 120 and the secondary movement direction information (right “30 °”) transmitted from the movement direction prediction unit 110. Thus, the secondary deployment airbag 21a is determined. And the gas movement control part 130 determines the connection part 31ab to open | release based on the primary deployment airbag 21b and the secondary deployment airbag 21a, and determines the determined connection part 31ab of the primary deployment airbag 21b. Open after deployment.

  On the other hand, when the inflator 10 receives a collision detection signal from the collision detection device 60, the inflator 10 ignites explosives based on the received collision detection signal, generates a gas by a chemical reaction by combustion, and supplies the 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 guide path 41b based on the switching destination information (the air guide path 41b) received from the deployment control unit 120 and outputs it.
Note that the switching valve 50 prevents gas from being output to the other air guide paths 41a and 41c that are not specified. In addition, when the switching valve 50 receives information on the primary deployment airbag 21b from the deployment control unit 120, the switching valve 50 obtains the air guide path 41b as a switching destination based on this information, and the gas supplied from the inflator 10 The output destination is switched to the air guide path 41b to supply gas to the airbag 21b.

The air guide path 41b connects the switching valve 50 and the airbag 21b, and supplies the gas output from the inflator 10 to the airbag 21b via the switching valve 50.
Thereby, as shown to Fig.4 (a), the airbag 21b can be expand | deployed as a primary deployment airbag, and the impact of the collision of the vehicle with respect to the passenger | crew P can be relieved.

Next, as described above, the connecting portion 31ab is opened by the gas movement control unit 130 after the primary deployment airbag 21b is deployed.
When the connecting portion 31ab is opened, the gas in the deployed airbag 21b flows out to the airbag 21a through the connecting portion 31ab.

  Thereby, as shown in FIG.4 (b), the gas is supplied to the airbag 21a, and it expand | deploys as the secondary deployment airbag 21a. Accordingly, since the occupant P that moves primarily due to the impact of the collision is received by the primary deployment airbag 21b, and the occupant P that moves secondary is received by the secondary deployment airbag 21a, the protection function of the occupant P can be enhanced. Further, since the secondary deployment airbag 21a can be deployed using the gas supplied to the primary deployment airbag 21b, a small inflator can be used while supporting many collision modes, An increase in size of the inflator can be suppressed.

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

(Operations of the occupant protection device 1 in other collision modes)
Next, the operation of the occupant protection device 1 when a collision object collides from the left side surface of the vehicle will be described.
FIG. 5 is a plan view showing the deployment of the airbag when a collision object collides from the left side surface of the vehicle. 5A is a plan view when the airbag 21b on the left side surface of the occupant P is deployed as a primary deployment airbag, and FIG. 5B is a plan view of the occupant P as a secondary deployment airbag. It is a top view at the time of the airbag 21c of a right side surface being expand | deployed.

In the occupant protection device 1, as described above, when there is an object approaching the vehicle, the collision detection device 60 predicts the collision.
The collision detection device 60 determines whether or not the object contacts the vehicle according to the moving direction of the object approaching the vehicle from the left side, the relative acceleration with the object, and the like. Here, when it is determined that the collision with the target object cannot be avoided, the collision detection device 60 performs the collision prediction and the collision direction prediction. As the prediction of the collision direction, for example, information such as a side collision from the left side and an angle “80 °” (with respect to the vehicle traveling direction) is predicted. The collision detection device 60 sends a collision detection signal to the inflator 10 and sends a collision detection signal and information on the collision direction 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 information on the collision direction sent from the collision detection device 60, and the movement direction prediction unit 110 predicts the primary movement direction and the secondary movement direction of the occupant P. Do. Here, the movement direction prediction unit 110 predicts the left side of the vehicle traveling direction as “80 °” as the primary movement direction of the occupant P and the right side as “80 °” as the secondary movement direction of the occupant P. .

  Then, the movement direction prediction unit 110 sends information on the predicted primary movement direction to the deployment control unit 120, and sends information on the predicted secondary movement direction to the gas movement control unit 130.

  The deployment control unit 120 calculates that the occupant P comes into contact with the airbag 21b based on the primary movement direction information (left “80 °”) of the occupant P sent from the movement direction prediction unit 110. The airbag 21b is determined as the deployment airbag. Then, the deployment control unit 120 transmits information on the determined primary deployment airbag 21b to the switching valve 50. The deployment control unit 120 also sends information about the primary deployment airbag 21b to the movement direction prediction unit 110 and the gas movement control unit 130.

  The gas movement control unit 130 is based on the information on the primary deployment airbag 21b transmitted from the deployment control unit 120 and the information on the secondary movement direction (right “80 °”) transmitted from the movement direction prediction unit 110. Thus, the secondary deployment airbag 21c is determined. And the gas movement control part 130 determines the connection part 31bc to open | release based on the primary deployment airbag 21b and the secondary deployment airbag 21c, and determines the determined connection part 31bc of the primary deployment airbag 21b. Open after deployment.

  On the other hand, when the inflator 10 receives a collision detection signal from the collision detection device 60, the inflator 10 ignites explosives based on the received collision detection signal, generates a gas by a chemical reaction by combustion, and supplies the 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 guide path 41b to deploy the airbag 21b based on the information of the primary deployment airbag 21b received from the deployment control unit 120. Output.

The air guide path 41b connects the switching valve 50 and the airbag 21b, and supplies the gas output from the inflator 10 to the airbag 21b via the switching valve 50.
Thereby, as shown to Fig.5 (a), the airbag 21b can be expand | deployed as a primary deployment airbag, and the impact of the collision of the vehicle with respect to the passenger | crew P can be relieved.

Next, as described above, the connecting portion 31bc is opened by the gas movement control unit 130 after the primary deployment airbag 21b is deployed.
When the connecting portion 31bc is opened, the gas in the deployed airbag 21b flows out to the airbag 21c through the connecting portion 31bc.

  Thereby, as shown in FIG.5 (b), the airbag 21c is supplied with gas and expand | deploys as the secondary deployment airbag 21c. Therefore, even in the case of a side collision, the occupant P that moves primarily due to the impact of the collision is received by the primary deployment airbag 21b, and the occupant P that moves secondary is received by the secondary deployment airbag 21c. Function can be enhanced. Also in this case, since the secondary deployment airbag 21c can be deployed using the gas supplied to the primary deployment airbag 21b, the small inflator 10 can be used while accommodating many collision modes. It can be used, and an increase in the size of the inflator 10 can be suppressed.

(Configuration of occupant protection device 2 having five airbags)
Next, an occupant protection device having five airbags will be described.
FIG. 6 is a plan view of the occupant protection device assuming that all five airbags are deployed.

As shown in FIG. 6, the occupant protection device 2 includes an airbag 22, a connecting portion 32, an air guide path (not shown), an inflator 10, a switching valve 50, and a collision detection device similar to those in the above embodiment. 60 and ECU100. Note that the switching valve 50 and the ECU 100 correspond to five airbags.
The description of the same configuration as the above embodiment is omitted. The occupant protection device 2 may be provided in front of the vehicle, as in the above-described embodiment, but is preferably provided in an upper portion of the seat seat S or the like.

The airbag 22 includes an airbag 22a, an airbag 22b, an airbag 22c, an airbag 22d, and an airbag 22e. The connecting portion 32 includes a connecting portion 32ab, a connecting portion 32ac, a connecting portion 32bd, a connecting portion 32cd, and the like. The air guide passage has air guide passages corresponding to the air bag 22a, the air bag 22b, the air bag 22c, the air bag 22d, and the air bag 22e, and the switching valve 50 and each air bag. 22a to 22e are connected to each other.
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 includes the airbag 22a, the airbag 22b, the airbag 22c, the airbag 22d, and the airbag 22e.
The airbag 22a is provided on the front surface of the occupant P seated on the seat S so that the airbag 22a can be deployed. The airbag 22b is provided on the left side surface of the occupant P so as to be deployable. The airbag 22c is provided on the right side surface of the occupant P so as to be deployable. The airbag 22d is provided on the back surface of the occupant P so as to be deployable. Moreover, the airbag 22e is provided in the upper part of the passenger | crew P so that expansion | deployment is possible.

(Connecting part 32)
As described above, the connecting portion 32 includes the connecting portion 32ab, the connecting portion 32ac, the connecting portion 32bd, the connecting portion 32cd, and the like.
The connecting portion 32ab connects the airbag 22a and the airbag 22b, and moves the gas in the airbag 22a to the airbag 22b through the internal flow path, or transfers the gas in the airbag 22b to the airbag. It can be moved to 22a. In addition, the gas transfer control unit 130 controls whether or not the coupling unit 32ab circulates gas.

Similarly, the connecting portion 32ac connects the airbag 22a and the airbag 22c, the connecting portion 32bd connects the airbag 22b and the airbag 22d, and the connecting portion 32cd is the airbag. 22c and airbag 22d are connected. Further, the other airbags 22 are similarly connected by the connecting portion 32.
And each connection part 32 is controlled by the gas movement control part 130 whether gas is distribute | circulated.

  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 when the airbag 22a is inflated and deployed, the gas in the airbag 22a is changed to the airbag. The airbag 22b is inflated and deployed by moving to 22b. Conversely, when the connecting portion 32ab is opened by the gas movement control unit 130 while the airbag 22b is inflated and deployed, the gas in the airbag 22b moves to the airbag 22a, and the airbag 22a. Will expand and expand.

  With such a configuration, the occupant protection device 2 selects and deploys the primary deployment airbags 22a to 22e appropriate for the primary movement of the occupant P in the event of a vehicle collision, and allows the occupant P to perform the secondary movement. On the other hand, it is possible to open the desired connecting portions 32ab to 32cd and move the gas in the primary deployment airbags 22a to 22e to deploy the appropriate secondary deployment airbags 22a to 22e.

  Therefore, the primary movement and the secondary movement of the occupant P can be appropriately received by the airbags 22a to 22e, and the protection function of the occupant P can be enhanced. Moreover, since the secondary deployment airbags 22a to 22e are deployed using the gas in the primary deployment airbags 22a to 22e, the size of the inflator 10 can be suppressed. Furthermore, since the airbags 22a to 22e are provided on the front, rear, left, right, and top of the occupant P, the occupant can surely cope with various collision modes, for example, front collision, side collision, oblique collision, or rollover. P can be protected.

  As described above, the occupant protection devices 1 and 2 according to the present embodiment include the 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 when the vehicle collides. Predicting and deploying only the desired airbags 21a to 21c and 22a to 22e does not require gas for deploying all of the airbags 21a to 21c and 22a to 22e, so the capacity of the inflator 10 is suppressed. It is possible to suppress the increase in size of the inflator 10 while supporting many collision modes.

  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 supplies the gas supplied to the airbags 21b and 22b and the like that have been primarily deployed to the secondary. Since the airbags 21a, 21c, and 22a that are deployed are moved and deployed, an increase in size of the inflator 10 can be suppressed while supporting many collision modes.

  Furthermore, the occupant protection devices 1 and 2 can be provided with desired air bags 21a to 21c and 22a to 22e at desired positions by including a guide mechanism. In particular, by using the guide mechanism in the secondary deployment, the airbags 21a to 21c and 22a to 22e can be reliably deployed at appropriate locations, and the function of protecting the occupant P while suppressing the capacity of the inflator 10 can be achieved. Can be increased.

  In the present embodiment, the airbags 21a to 21c and 22a to 22e include the three airbags 21a to 21c or the five airbags 22a to 22e. There may be two, four, six or more airbags.

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

Claims (2)

A plurality of airbags that are each deployed in a predetermined position and connected by a connecting portion;
An inflator for supplying gas to the airbag;
An air guide path that individually connects the inflator and each of the airbags;
A collision detection device for detecting the collision and direction of a vehicle;
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 movement direction of the occupant and controls a supply destination of gas of the inflator;
With
The airbag is controlled by the deployment control unit, and a primary deployment airbag in which the gas of the inflator is directly supplied via the wind guide path and deployed, and the movement of the occupant to the primary deployment airbag, A secondary deployment airbag that deploys when the gas in the primary deployment airbag is moved through the connecting portion,
An occupant protection device. A gas movement control unit that controls the flow of gas in the connecting part that is 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, comprising: