JP2003306109A - Occupant protection device - Google Patents

Abstract

(57) [Problem] To provide an occupant protection device which can make deceleration acting on an occupant at the time of a collision closer to an ideal. SOLUTION: A chassis 1 and a vehicle body portion 2 are relatively movable in the vehicle front-rear direction, the chassis 1 is retreated by receiving a collision load from the front, and the retractor 7 is moved by the movement at the time of the collision. The occupant is restrained by pulling the seat belt 6. A preferred deceleration pattern for reducing the occupant deceleration can be generated in the seat belt, and the maximum occupant deceleration can be effectively reduced even when the vehicle body deformation is smaller than before. Further, since the amount of movement of the occupant in the passenger compartment can be reduced as compared with the conventional configuration, the possibility of a secondary collision can also be reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an occupant protection device for improving collision safety of an automobile.

[0002]

2. Description of the Related Art In recent years, there have been vehicles equipped with a pretensioner device in which a seat belt is positively tightened at the time of a collision in order to enhance a passenger protection effect at the time of a collision. The deceleration of the occupant restrained by the seat with the seat belt rises only when the forward inertial force acting on the occupant in a vehicle collision is received by the seat belt. Since the spring action of the seat belt cannot be completely eliminated here, the occupant moves forward due to inertial force, and the occupant deceleration reaches its peak when the seat belt reaches the maximum extension, It is said that the peak value of the occupant deceleration increases as the amount of movement of the occupant due to inertial force increases, and is generally higher than the average deceleration of the living space of the vehicle body.

If the relationship between the vehicle body deceleration and the occupant deceleration is regarded as the input and output to and from the system composed of the spring (occupant restraint device) and the mass point (mass of the occupant), the maximum value of the spring elongation and its value are obtained. It can be seen that the time is controlled by the vehicle body deceleration waveform (time change). Therefore, in order to reduce the occupant deceleration,
In addition to reducing the average deceleration of the vehicle body, it is preferable to adjust the vehicle body deceleration waveform so that the overshoot of the spring (occupant restraint device) becomes as small as possible.

In the conventional vehicle body structure, a crushable zone composed of a collision reaction force generating member such as a side beam and a gap between each component is arranged at the front portion of the vehicle body,
When the collision energy is absorbed by deforming the body component members in this part, and the reaction force characteristics are changed by setting the dimensions of each part, the deceleration waveform of the car body is adjusted to prevent collision of parts other than the living space of the car body. Various vehicle body structures have been proposed in which the deformation mode of the vehicle body is appropriately set to reduce the deceleration of the living space portion of the vehicle body and the deformation does not reach the living space (Japanese Patent Laid-Open No. 7-101354, etc.). reference).

In order to reduce the occupant injury value at the time of a car collision,
First, it is better to lower the maximum value of the occupant's acceleration (deceleration). The occupant deceleration is the vehicle deceleration waveform (time change) when it is integrated with the vehicle body through the seat belt.
Is dominated by. Therefore, as shown in FIG. 11, for example, the ideal vehicle body for reducing the deceleration (G1) of the occupant, more specifically, the deceleration (G2) waveform at the vehicle body side fixed point of the seat belt is large at the start of the collision. An initial section (a) in which deceleration is generated, a middle section (b) in which reverse deceleration is generated next, and a later section (c) in which average deceleration is generated thereafter. Good things.
It has been confirmed by simulations that with such a vehicle body deceleration waveform, the occupant deceleration becomes even smaller than in the case of a constant deceleration (rectangular wave) for the same vehicle deformation amount (dynamic stroke).

On the other hand, in the conventional vehicle body structure, the vehicle body constituent members in the crushable zone are always deformed from the weak strength portion at the start of collision, and then the high strength portion is deformed. Therefore, the collision reaction force, that is, the deceleration of the vehicle body has a waveform that initially becomes small and increases in the latter half, so it cannot be said that there is a sufficient effect in reducing the occupant deceleration.

[0007]

In order to solve the above problems, a method for obtaining a constant reaction force by utilizing the collapse of side beams and a method for maintaining a stable reaction force by providing a plurality of partition walls on the side beams A method (Japanese Patent Laid-Open No. 7-101354) and the like have been proposed. However, even if the deceleration of the vehicle body can be made close to a constant deceleration (rectangular wave) by these methods, it is difficult to obtain a more effective deceleration waveform.

On the other hand, the occupant deceleration G1 and the vehicle body deceleration G2 are composed of a mass Mm of the occupant P, a spring (such as a seat belt) S, and a mass Mv of the vehicle body as shown in FIG. It can be considered as equivalent to the input / output when the mass spring mass system is used as the transfer function. That is, the vehicle body deceleration G2 is the second derivative with respect to time of the coordinates representing the vehicle body mass Mv.

However, in an actual automobile collision, for example, in the case of a three-point seat bell, the occupant mass M
Since the shoulder belt portion of the seat belt, which can be regarded as a spring, hits the chest portion of the occupant P, which can be regarded as the point of action of m, the shoulder belt portion is connected to the portion from the chest contact point to the shoulder anchor connection point and the chest contact point. Must be divided into two springs from the buckle connection point to the buckle connection point.

However, when it can be considered that the shoulder anchor connecting point and the buckle connecting point move together as in a seat-integrated seat belt, both decelerations are the same, and therefore, they correspond to seat belts. By synthesizing and considering two divided springs, the decelerations of the shoulder anchor connection point and the buckle connection point are
It may be the same as the input in the two-mass spring mass system, that is, the vehicle body deceleration.

Assuming that the above two connecting points perform different relative movements with respect to the vehicle body, for example, when the buckle connecting point is fixed to the vehicle body and only the shoulder anchor connecting point can move relative to the vehicle body. For example, since the decelerations of the buckle connection point and shoulder anchor connection point are different,
It is not possible to simply combine the two springs or simply consider the deceleration at the shoulder anchor connection point or the buckle connection point as the vehicle body deceleration. However, in reality, since the external force applied to the chest contact point is only the load received from the seat belt, the time change of the total of each seat belt load limited to the deceleration direction component of the seat belt is the spring load in the two mass spring mass system. If it is equal to the time change of,
The same deceleration waveform as the response of the occupant mass point when the optimum vehicle deceleration waveform is input to the body mass point of the two-mass spring mass system appears on the chest of the occupant.

In order to realize such a time change of the seat belt load, the time change of the average deceleration of the shoulder anchor connection point and the buckle connection point (that is, the vehicle body) (average vehicle body deceleration waveform) is the optimum vehicle body deceleration. The average deceleration waveform of the shoulder anchor connection point and / or the buckle connection point may be controlled so as to be equal to the waveform, or the restraint force of the seat belt may be controlled equivalently. By introducing the concept of the average vehicle body deceleration waveform, the same effect of reducing the vehicle occupant deceleration can be obtained as when controlling the vehicle body deceleration so that the entire vehicle body has the optimum vehicle deceleration waveform. It becomes possible to realize a state in which the relative speed between the vehicle body and the chest of the occupant is set to 0 (complete ridedown without the difference between the occupant deceleration G1 and the vehicle body deceleration G2).

Here, when the time change of the seat belt load is controlled by controlling the deceleration waveform at the seat belt connecting point, when the mass associated with the seat belt connecting point is substantially equal to or less than the occupant's mass. Is difficult to control the deceleration of the seat belt connection point because the spring mass system formed by the spring element of the seat belt and the mass accompanying the seat belt connection point generates high frequency vibration. That is, unless the mass associated with the seatbelt connecting point is substantially equal to or more than the mass of the occupant, it is impossible to realize a predetermined change of the seatbelt load with time. For that purpose, an inertial mass that opposes the mass of the occupant is required at the seat belt connecting point, but this cannot be realized by a structure in which the seat belt is simply retracted by the conventional seat belt pretensioner.

The present invention has been devised to improve the problems of the prior art, and its main purpose is to make the deceleration acting on the occupant at the time of a collision closer to the ideal. To provide an occupant protection device.

[0015]

In order to achieve such an object, according to the present invention, a chassis (1) extending in the front-rear direction of the vehicle and a passenger compartment portion (3) provided with a passenger seat (3) are provided. The vehicle body (2) having 2a) is a separate body, and both are relatively movable in the front-rear direction, from the vehicle compartment portion (2a) of the vehicle body (2) to the vehicle front end portion. The front part (2e) of the vehicle body and the chassis (1) are
At the time of a frontal collision, the chassis (1) is decelerated earlier than the vehicle compartment portion (2a) and is moved backward relative to the chassis (1), and is made of a material, and restrains an occupant seated on the seat (3). The seat belt locking point (7) of the seat belt (6) is provided in the vehicle compartment (2a) so as to be displaceable with a predetermined load or more, and the backward movement of the chassis (1) at the time of a collision is performed by the seat (6). Traction motion transmission means (18) for converting into traction motion for the belt locking point (7)
When the chassis (1) and the passenger compartment portion (2a) move relative to each other by a predetermined amount, the chassis (1) and the passenger compartment portion (2)
Acceleration generating means (9a.9) provided between the chassis (1) and the passenger compartment (2a) for applying a force to the chassis (1) in a direction to prevent relative movement with the chassis (1).
b) and.

According to this, when the front portion of the vehicle body is deformed more largely than the chassis at the time of a collision, the chassis can move rearward with respect to the vehicle interior portion, and Along with this, the seat belt locking point moves and the seat belt is pulled. Thus, the seat belt can be pulled at the initial stage of the collision, so that the occupant who attempts to move forward due to inertia can be restrained to the seat early, that is, while the forward movement amount is small.
Further, the amount of movement of the occupant in the vehicle interior (displacement with respect to the vehicle body) can be suppressed to be smaller than in the case where the occupant deceleration is reduced by using the seat belt load limiter (E / A). The possibility of a next collision can be reduced.

Alternatively, the chassis (1) extending in the front-rear direction of the vehicle and the vehicle body (2) having the vehicle interior portion (2a) are formed as separate bodies, and both are relatively movable in the front-rear direction. The vehicle compartment (2) of the vehicle body (2)
The front portion (2e) of the vehicle body extending from a) to the front end portion of the vehicle and the chassis (1) are connected to the vehicle compartment portion (2) during a frontal collision.
The chassis (1) has a structure and / or material that decelerates the chassis (1) earlier than that in (a) and moves relatively rearward. The chassis (1) integrally supports the seat (3), A seatbelt locking point (7) of a seatbelt (6) for restraining an occupant seated in (3) is provided in the vehicle compartment (2a) so as to be displaceable with a predetermined load or more, and the chassis (1) at the time of collision. ) The retracting movement of (1) and the chassis (1) and the passenger compartment (2a) are moved relative to each other by a predetermined amount. Provided between the chassis (1) and the passenger compartment part (2a) in order to apply a force to the chassis (1) in a direction that prevents relative movement between the chassis (1) and the passenger compartment part (2a). The generated acceleration generating means (9a And we shall have 9b) and.

According to this, in addition to the same effects as the above, at the time of a frontal collision, the chassis having a sufficient inertial mass decelerates early and moves rearward relative to the passenger compartment, Since the seat supported by the chassis performs the same movement, the average deceleration (body (part))
A deceleration larger than the deceleration) is generated, and when the vehicle moves by a predetermined amount, the relative movement is blocked by the acceleration generating means to generate a deceleration in the opposite direction to the seat, so that the occupant and the entire vehicle are separated in the latter stage of the collision. Since the vehicle can be decelerated with the average deceleration as a unit, it is possible to realize a preferable vehicle deceleration waveform having a further lower maximum occupant deceleration value.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below in detail based on specific examples shown in the accompanying drawings.

FIG. 1 shows a schematic structure of a vehicle of front engine / rear wheel drive (FR drive) to which an occupant protection system according to the present invention is applied. Four wheels are attached to the front and rear ends of the chassis 1 extending in the front and rear direction at the center of the vehicle on the left and right sides through a suspension device (not shown). In addition, the chassis 1 has a vehicle body 2 that integrally includes a vehicle interior portion 2a defining a vehicle interior and a floor panel 2b.
Is attached. A passenger seat 3 is provided on the floor panel 2b.

As well shown in FIG. 2 and FIG. 3 which is an enlarged perspective view of a main part thereof, the vehicle body 2 is attached to the chassis 1 so as to be movable in the front-rear direction via a plurality of slide guide structures 4. Has been. The slide guide structure 4 includes a slide rail member 4a attached to the chassis 1 and a slider 4b attached to the floor panel 2b with bolts 4c. Also, bolt 4
The c of the bolt 4 penetrates the slider 4b so that its tip comes into contact with the slide rail member 4a.
The relative movement start load of the vehicle body 2 with respect to the chassis 1 is defined by the tightening load of c.

A front portion of the chassis 1 is provided with a pair of front members 1a, and a bumper beam 1b is attached to the front end portion thereof. A power train 5 including an engine and auxiliary machines is mounted between the front members 1a. The propeller shaft 5a extending rearward from the power train 5 penetrates the central tunnel 1c of the chassis 1 (see FIG. 2). Here, the chassis 1 has a stronger structure in comparison with the vehicle body front side portion 2e extending from the vehicle interior portion 2a of the vehicle body 2 to the vehicle front end portion in the case of a frontal collision, that is, as a whole, compared with the vehicle body 2. It is supposed to slow down early. In this manner, the structure is such that the chassis 1 decelerates earlier than the vehicle interior portion 2a and relatively moves rearward. Further, it may be achieved depending on the difference in material, or both may be combined.

On the other hand, a pair of upper members 2c are provided on the front side portions of the left and right ends of the vehicle body 2. Note that FIG.
Shows only one side. The tip of the upper member 2c is located slightly rearward of the tip of the bumper beam 1b. The front side portion of the vehicle body 2 with respect to the upper member 2c does not absorb a large impact, that is, the chassis 1 at the time of a front collision.
It crushes earlier and does not contribute much to deceleration until the upper member 2c comes into contact.

The seat 3 is provided with a seat belt 6 for restraining the forward movement of an occupant (not shown) mainly. One end of the seat belt 6 is wound around a retractor 7 with an emergency lock mechanism provided on a center pillar 2d forming a part of the vehicle body 2. Seat belt 6
Is drawn upward from the retractor 7, passes through a shoulder through anchor 11 mounted near the roof of the vehicle body 2, and then extends downward. A tongue plate 8 is provided at an intermediate portion of the seat belt 6 extending from the shoulder through anchor 11 so as to be movable along the seat belt 6. An anchor plate 12 to which the other end of the seat belt 6 is joined is fixedly attached to a side sill forming a part of the vehicle body 2.

The seat belt 6 is pulled out from the retractor 7 by the occupant seated on the seat 3, and the tongue plate 8 is connected to the buckle 31 provided on the side portion of the seat 3 so that the shoulder, chest and waist of the occupant can be secured. It is designed to be hung around. The seat 3 may be provided so that the position of the seat 3 can be adjusted in the front-rear direction with respect to the floor panel 2b.

The retractor 7 is usually held at the uppermost position in a frictional engagement state in which it can be moved by an external force of a predetermined amount or more on a rail member 35 fixed to the center pillar 2d. The retractor 7 is connected to one end of a cable 18 as a pulling motion transmission means. Cable 1
8 is guided by, for example, a cable outer,
It is installed so as to be routed between the retractor 7 and the vehicle rear end portion of the chassis 1. The other end of the cable 18 extends from the cable outer in a direction in which the chassis 1 is pulled when the chassis 1 is moved rearward of the vehicle, and is connected to an arbitrary position of a vehicle rear end portion of the chassis 1.

A buffer 9a is provided near the vehicle rear end of the chassis 1. The buffer 9a is made of a thin metal having a closed cross-section structure, and its rear end is
It faces a stopper portion 9b provided on the vehicle body 2 with a predetermined distance d (control gap) therebetween (see FIG. 4). The buffer 9a and the stopper 9b constitute acceleration generating means.

Next, with reference to FIGS. 4 to 6, a description will be given of an operating procedure of the present invention when the vehicle collides head-on with a fixed building or the like.

FIG. 4 shows the initial state (section a in FIG. 11) immediately after the start of the collision. First, floor panel 2b
The front end of the vehicle body 2 and the bumper beam 1b, which are integral with the vehicle body, collide with a fixed building or the like, and the front end portion of the vehicle body 2 starts compressive deformation as shown in FIG. However, chassis 1
Since its compressive load is set to be larger than that of the front portion 2e of the vehicle body, it does not deform so much, that is, decelerates early. At that time, when the relative load between the chassis 1 and the vehicle body 2 exceeds the relative movement start load defined by the tightening load of the bolts 4c, the chassis 1 and the vehicle interior portion 2a start relative movement (the vehicle interior portion 2a is a chassis. Move forward with respect to 1.)

At this time, the occupant P seated on the front seat 8 tries to continue moving forward due to the inertial mass of the occupant 2a, which is decelerating. On the other hand, the cable 18 connected to the chassis 1 is pulled rearward by the relative movement of the chassis 1 and the vehicle interior portion 2a. As a result, the retractor 7 is guided by the rail member and moves downward toward the vehicle body to absorb the extension of the seat belt 6, so that the forward movement of the occupant P and the extension of the seat belt 6 are quickly balanced, The amount of movement of the occupant P can be minimized.

If the mass associated with the fastening point of the seat belt 6 is smaller than the mass of the occupant P, the seat belt 6
The spring mass system formed by the spring elements and the mass associated with the seat belt anchoring points will generate high frequency vibrations. By adopting the configuration as described above, it is easy to make the mass of the chassis 1 larger than the mass of the occupant P, that is, since the mass of the mass of the occupant P or more is added to the seat belt anchoring point, the high frequency vibration is generated. Never occurs.

By the above process, the same effect as when a large deceleration (area a in FIG. 11) that rises sharply in comparison with the vehicle body 2 is generated in the shoulder through anchor 11, and the tension of the seat belt 6 is exerted. The deceleration of the occupant P also rises early due to the increase of the.

FIG. 5 shows the state of the middle stage of the collision (region b in FIG. 11). As the crushing of the vehicle body front portion 2e progresses, the chassis 1 further decelerates, and the vehicle interior portion 2a moves further forward relative to the chassis 1. Then, the buffer 9a collides with the stopper 9b and gradually collapses, and the relative movement between the chassis 1 and the vehicle interior portion 2a is decelerated. Here, since the retractor 7 is supported by the rail member by an appropriate frictional engagement force, the retractor 7 moves integrally with the chassis 1 while a large tension due to the movement of the chassis 1 acts on the cable 18. When the chassis 1 decelerates, the downward movement of the retractor 7 and the retracting movement of the seat belt 6 also decelerate. This is equivalent to the same effect as when the acceleration in the direction opposite to the collision deceleration of the vehicle body 2 is generated at the seat belt anchoring point (shoulder through anchor 11) (region b in FIG. 11). .

In the mid-collision state, the seat belt 6
Is almost completely absorbed, the rearward load applied to the occupant P by the seat belt 6 is gradually reduced by the deformation stroke of the stopper portion 9b, and the deceleration of the occupant P approaches a constant value. In this process, the characteristics of the seat belt 6 and the characteristics of the stopper portion 9b may be determined so that the speed difference between the occupant P and the vehicle body 2 disappears when the reverse acceleration at the seat belt connection point disappears.

FIG. 6 shows the state in the latter half of the collision (area c in FIG. 11). In the latter half of this period, the upper member 2c also hits a fixed building or the like and starts to be crushed, and the relative movement between the chassis 1 and the vehicle interior portion 2a is further decelerated in combination with the crushing of the shock absorber 9a. Front member 1
At the moment when the deformation stress of the upper member 2c is applied to the deformation stress of a, the deceleration increases again, and then the stopper portion 9b.
The bottom of the deformation, that is, the chassis 1 reaches the retreat limit, and the retractor 7 also stops descending. At this time,
The chassis 1, vehicle compartment 2a, and seat 3 do not move relative to each other until the collision ends, and continue to decelerate together under the load generated by the front member 1a and the upper member 2c until the collision ends.

At this stage, if the speed / deceleration of the occupant matches the speed / deceleration of the vehicle as a whole, there is no relative motion between the occupant and the vehicle as a whole, and the occupant is integrated with the vehicle as a whole. And continue to slow down. That is, the relative speed difference between the occupant and the vehicle as a whole is made as small as possible to reduce the occupant deceleration G.
The maximum value of the occupant deceleration G1 can be reduced by reducing the difference between 1 and the vehicle body deceleration G2 as much as possible.

As described above, by the above-described process, the deceleration generated on the seat 3 (buckle 31 / tongue plate 8) is controlled to have a predetermined optimum deceleration waveform, that is, the optimum deceleration waveform is generated. As described above, the chassis 1, the vehicle body 2 (the vehicle body front side portion 2e, etc.), the buffer 9
By designing a, the control gap d, the slide guide structure 4, etc., the function of significantly reducing the occupant deceleration G1 can be exhibited.

Thus, in the latter period of the collision, the occupant P is decelerated at the same deceleration as the average vehicle body deceleration in the latter period of the collision, so that the occupant P does not move relative to the vehicle body 2 at a constant level. It is possible to continue decelerating until the end of the collision while maintaining the deceleration. That is, the rider's deceleration can be reduced by maximally utilizing the ridedown effect that eliminates the difference between the rider's deceleration G1 and the vehicle body deceleration G2.

Next, a second embodiment will be described below with reference to FIG. Note that FIG. 7 is a diagram corresponding to FIG. 2, and the same portions as those in the above-described illustrated example are denoted by the same reference numerals, and detailed description thereof will be omitted.

In this second embodiment, the chassis 1 is integrally supported by the arms 21 provided so as to extend laterally from the left and right side surfaces. Therefore, the seat 3 is in a floating state with respect to the floor panel 2b which is a part of the vehicle body 2, and the both are relatively displaceable. The seat 3 may be provided so that the position of the seat 3 can be adjusted in the front-rear direction with respect to the arm 21.

Next, with reference to FIGS. 8 to 10, a description will be given of an operating procedure of the present invention when the vehicle collides head-on with a fixed building or the like.

FIG. 8 shows the initial state (area a in FIG. 11) immediately after the start of collision. First, floor panel 2
The front end of the vehicle body 2 and the bumper beam 1b, which are integrated with b, collide with a fixed building or the like, and the vehicle body front portion 2e starts compressive deformation as shown in FIG. However, since the chassis 1 has a stronger compressive load than that of the front part 2e of the vehicle body, the chassis 1 is not so much compressed and deformed, that is, decelerates early. At that time, when the relative load between the chassis 1 and the vehicle interior portion 2a exceeds the relative movement start load defined by the tightening load of the bolt 4c, the chassis 1 and the vehicle interior portion 2a start relative movement (the chassis 1 It moves rearward with respect to the chamber portion 2a).

When the chassis 1 and the passenger compartment portion 2a start to move relative to each other, the seat 3 integrated with the chassis 1 also covers the passenger compartment portion 2a.
It moves backward relative to a. Due to the movement of the seat 3, a load in the direction of decelerating the occupant P integrated with the seat 3 is generated. For this reason, a larger collision deceleration occurs in the seat 3 than in the vehicle interior portion 2a. As a result, the load generated on the seat belt 6 rises earlier than the conventional one in which the seat is fixed on the floor panel, and the deceleration of the occupant P is generated early as shown by G1 in FIG.

Further, as in the first embodiment, the cable 18 connected to the chassis 1 is pulled rearward. As a result, the retractor 7 moves toward the lower side of the vehicle body while being guided by the rail member, and the extension of the seat belt 6 is absorbed. Therefore, the forward movement of the occupant P and the extension of the seat belt 6 are quickly balanced. , The amount of movement of the occupant P is minimized. As a result, the deceleration of the occupant P can be brought closer to an ideal waveform.

FIG. 5 shows the state of the middle stage of the collision (the region of b in FIG. 11). As the crushing of the front portion of the vehicle body progresses, the chassis 1 further decelerates, and the vehicle interior portion 2a moves further forward relative to the chassis 1. Then, the buffer body 9a collides with the stopper portion 9b and gradually collapses, the relative movement between the chassis 1 and the vehicle interior portion 2a is decelerated, and the chassis 1 and the seat 3 are decelerated. Therefore, acceleration is generated in the seat 3 in the direction (front of the vehicle) opposite to the collision deceleration of the vehicle interior portion 2a.

Further, similarly to the first embodiment, when the chassis 1 is decelerated, the downward movement of the retractor 7 and the retracted movement of the seat belt 6 are also decelerated, and the seat belt locking point (shoulder through anchor 11). In addition, the same effect as in the case where the acceleration in the direction opposite to the collision deceleration of the vehicle body 2 (vehicle interior portion 2a) is generated is equal to that shown in FIG.
Region 1b).

In the mid-collision state, the seat belt 6
Is almost completely absorbed, the rearward load applied to the occupant P by the seat belt 6 is gradually reduced by the deformation stroke of the stopper portion 9b, and the deceleration of the occupant P approaches a constant value. In this process, the occupant P and the passenger compartment 2 and
It is advisable to determine the characteristics of the seat belt 6 and the characteristics of the stopper portion 9b so that there is no speed difference with a. Further, due to the sufficient inertial mass of the chassis 1, a mass that opposes the mass of the occupant acts on the seat belt locking point, and the operation is stabilized. still,
Although the power train 5 (especially the engine) is mounted on the chassis 1, it may be movable as a separate body from the chassis 1 at the time of collision in order to obtain an optimum deceleration waveform described later.

In the middle period, when the downward movement (acceleration in the opposite direction) of the retractor 7 is completed, the occupant's speed and deceleration are the speed of the chassis 1 and the passenger compartment 2a.
The characteristics of the seat belt 6 (elongation and spring characteristics) and the characteristics of the shock absorber 9a (impact force absorption characteristics) so as to match the deceleration.
Therefore, it is desirable to appropriately design the control gap d.

FIG. 10 shows the state of the latter half of the collision (area c in FIG. 11). In the latter half of this period, the upper member 2c also hits against a fixed building or the like and starts to be crushed, and in combination with the crushing of the buffer 9a, the relative movement between the chassis 1 and the vehicle interior portion 2a is further decelerated, and the vehicle stops. . At this time, the chassis 1, the vehicle compartment 2a, and the seat 3 do not move relative to each other until the collision ends, and continue to decelerate integrally under the load generated by the front member 1a and the upper member 2c until the collision ends.

At this stage, if the speed / deceleration of the occupant coincides with the speed / deceleration of the entire vehicle, there is no relative motion between the occupant and the entire vehicle, and the occupant is integrated with the entire vehicle. And continue to slow down. That is, the relative speed difference between the occupant and the vehicle as a whole is made as small as possible to reduce the occupant deceleration G.
The maximum value of the occupant deceleration G1 can be reduced by reducing the difference between 1 and the vehicle body deceleration G2 as much as possible.

The arm 21 may be integrally provided with a movable floor as a controlled mass member, which is movable relative to the floor panel 2b. This allows the chassis 1, the seat 3, and the movable floor to move integrally. Therefore, in the case where the mass of the seat alone is insufficient to generate the suitable deceleration at the time of the collision, the movable floor may be formed with the mass necessary for the shortage, and the chassis 1 is largely designed. No need to change. Furthermore, it is easy to increase or decrease the mass of the movable floor (for example, change the plate thickness when the movable floor is formed of a plate material), and the deceleration at the time of the collision can be set arbitrarily. The versatility of the occupant protection device due to the structure can be enhanced.

[0052]

As described above, according to the present invention, the seat belt can be pulled at the initial stage of the collision, so that the occupant who tries to move forward due to inertia is seated early, that is, while the amount of forward movement is small. Can be bound to. Further, the amount of movement of the occupant in the vehicle interior (displacement with respect to the vehicle body) can be suppressed to be smaller than in the case where the occupant deceleration is reduced by using the seat belt load limiter (E / A). The possibility of a next collision can be reduced.

Further, when the seat is integrally supported by the chassis, the same operational effect as described above is exhibited, and at the time of a frontal collision, the chassis having a sufficient inertial mass decelerates early to accelerate the vehicle body. Since the seat is supported by the chassis and moves rearward relative to the seat, the seat has a deceleration larger than the average deceleration (partial deceleration in the passenger compartment). When the chassis moves by a predetermined amount relative to the passenger compartment, the movement is blocked by the acceleration generating means to generate deceleration in the opposite direction to the seat, so that the occupant and the entire vehicle are integrated in the latter half of the collision. Therefore, it is possible to decelerate with an average deceleration. As a result, it is possible to realize a preferable vehicle body deceleration waveform having a further lower maximum occupant deceleration value.

[Brief description of drawings]

FIG. 1 is a perspective view showing a schematic configuration of a vehicle to which an occupant protection device according to the present invention is applied.

FIG. 2 is a sectional view taken along line II-II in FIG.

FIG. 3 is a perspective view showing a slide guide structure for a chassis and a vehicle body.

FIG. 4 is a schematic diagram of a vehicle showing a state in the initial stage of a collision.

FIG. 5 is a schematic view of the vehicle showing a state in the middle of the collision.

FIG. 6 is a schematic view of the vehicle showing a state in the latter half of the collision.

FIG. 7 is a view corresponding to FIG. 2 showing a second embodiment.

FIG. 8 is a view corresponding to FIG. 4 showing a second embodiment.

FIG. 9 is a view corresponding to FIG. 5 showing a second embodiment.

FIG. 10 is a view corresponding to FIG. 6 showing a second embodiment.

FIG. 11 is a view showing deceleration waveforms of an occupant and a seat.

FIG. 12 is a conceptual diagram showing a relationship among an occupant, a vehicle body, and a seat belt in a vehicle body collision.

[Explanation of symbols]

1 chassis 2 car body 2a passenger compartment 2e Front part of vehicle body 3 sheets 6 seat belts 7 Retractor (seat belt fastening point) 9a Buffer (acceleration generating means) 9b Stopper part (acceleration generating means) 18 cable (traction movement transmission means)

Claims (2)

[Claims] 1. A chassis extending in the front-rear direction of a vehicle,
A vehicle body having a passenger compartment portion provided with a passenger seat is a separate body, and both are relatively movable in the front-rear direction, and the vehicle body front side from the vehicle compartment portion of the vehicle body to the vehicle front end portion A seat belt for restraining an occupant seated on the seat, wherein the portion and the chassis are made of a structure and / or a material that decelerates the chassis earlier than the vehicle compartment portion and relatively moves rearward in a frontal collision. A seatbelt locking point is provided in the vehicle compartment so that the seatbelt locking point can be displaced by a predetermined load or more, and a retracting movement transmitting means that converts the backward movement of the chassis at the time of a collision into a pulling operation with respect to the seatbelt locking point; When the chassis and the vehicle interior portion move relative to each other by a predetermined amount, the chassis is configured to apply a force to the chassis to prevent relative movement between the chassis and the vehicle interior portion. An occupant protection device comprising: an acceleration generation unit provided between the vehicle and the vehicle compartment. 2. A chassis extending in the front-rear direction of the vehicle,
The vehicle body having a vehicle interior portion is a separate body, and both are relatively movable in the front-rear direction, and the vehicle body front side portion from the vehicle interior portion of the vehicle body to the vehicle front end portion and the chassis are In the case of a frontal collision, the chassis is decelerated earlier than the vehicle compartment part and is moved backward relative to the chassis. The seat is integrally supported by the chassis, and the occupant seated on the seat is supported. A seatbelt locking point of a restraining seatbelt is provided in the vehicle compartment so that the seatbelt locking point can be displaced with a predetermined load or more, and the retracting movement of the chassis at the time of a collision is converted into a pulling operation with respect to the seatbelt locking point. When the motion transmitting means and the chassis and the vehicle interior portion move relative to each other by a predetermined amount, a force is applied to the chassis to prevent relative movement between the chassis and the vehicle interior portion. Occupant protection system characterized by having an acceleration generating means provided between the chassis and the casing portion to obtain.