Patent Description:
Airbag devices have generally become standard equipment in vehicles in recent years. An airbag device is a safety device that is operated in the event of an emergency such as a vehicle collision or the like to receive and protect an occupant by expanding and deploying a cushion based on gas pressure. As an example, a side airbag device is provided with a bag-shaped cushion that expands and deploys to a side of an occupant of a vehicle seat in the event of a vehicle side impact or the like.

Normally, when a vehicle receives an impact in a lateral direction, the occupant moves in a vehicle width direction. For example, in the event of a side impact in which an object such as another vehicle, a utility pole, or the like (impact object) impacts a front passenger seat side door, there are two main types of side airbags that protect an occupant. The first is a so-called near-side airbag, which expands and deploys between a front passenger seat and a side door, preventing an occupant in the front passenger seat from being impacted by the side door on an impact object contact side (near side for the occupant). The second is a so-called far-side airbag, which expands and deploys between the driver's seat and the front passenger seat and protects an occupant in the driver's seat from being moved to the impact object contact (far side for the occupant), in other words, the center of the vehicle, by the impact from the lateral direction. Document <CIT> discloses a side airbag device according to the preamble of claim <NUM>.

Patent Document <NUM> describes an occupant restraining system for a vehicle provided with a far-side airbag and a console box. This far-side airbag has a sub-bag with an inflator inside and a main bag. The main bag is supplied with gas ejected from the inflator into the sub-bag through a communicating port. Therefore, with the far-side airbag, the sub-bag expands and deploys earlier and at higher pressure before the main bag.

Patent Document <NUM> states that a lower portion of the sub-bag can be favorably interposed in a narrow gap between an occupant's waist and the console box, and an upper portion of the sub-bag is supported by an upper surface of the console box and retained firmly to the console box. Therefore, the occupant restraining system for a vehicle of Patent Document <NUM> can effectively suppress the far-side airbag from moving to an inner side in the vehicle width direction while restraining the occupant.

In the occupant restraining system for a vehicle of Patent Document <NUM>, the lower portion of the sub-bag of the far-side airbag is interposed in the narrow gap between the occupant's waist and the console box, and is also in contact with a side surface as well as the upper surface of the console box. Therefore, in Patent Document <NUM>, the deployment behavior of the far-side airbag was difficult to control during expansion and deployment, and thus there is room for improvement with regard to sufficiently restraining and protecting an occupant using a main bag.

In light of the foregoing, an object of the present invention is to provide a side airbag device for which the deployment behavior of a cushion during expansion and deployment can readily be controlled and that can reliably receive and protect an occupant.

In order to solve the aforementioned problem, a typical configuration of a side airbag device according to the present invention is defined by claim <NUM> whereby the side airbag device, includes:.

In the configuration described above, the cushion has the second chamber connected to the first chamber via the vent hole that makes frictional contact with the upper surface of the console box during expansion and deployment. Therefore, movement of the second chamber across the upper surface of the console box in the vehicle width direction is suppressed, making sliding difficult. Thereby, the second chamber can receive a sufficient reaction force from the upper surface of the console box during expansion and deployment to support the first chamber as a backing of the first chamber that restrains an occupant. As a result, even if the occupant falls toward a center side of the vehicle, the first chamber is supported by the second chamber, and greatly expands in an up-down direction and front-rear direction from an occupant's shoulder to the waist during expansion and deployment to reliably receive and protect the occupant.

The first chamber expands at a higher position than the upper surface of the console box, and therefore does not enter a gap between the vehicle seat and the console box. Furthermore, the second chamber makes frictional contact with the upper surface of the console box during expansion and deployment and does not bulge into a side surface of the console box. Because the cushion is provided with such first chamber and second chamber, the deployment behavior thereof is easy to control. Therefore, the aforementioned configuration can easily control the deployment behavior of the cushion during expansion and deployment and can reliably receive and protect an occupant.

The second chamber described above is provided on a far side of a lower end part of the first chamber. Thereby, the cushion can have a shape where only the lower end part of the first chamber extends in the vehicle width direction, thus providing an occupant restraining force equivalent to an overall increase in the thickness in the vehicle width direction without increasing the overall gas volume.

The inflator described above is positioned inside the first chamber. Therefore, the first chamber can receive a gas supply directly from the inflator and expand and deploy at a higher pressure and earlier than the second chamber, thus reliably receiving and protecting the occupant.

A side surface on a near side of the second chamber described above is preferably inclined upwardly away from the vehicle seat, and the second chamber preferably has a triangular shape when viewed from the front of the vehicle, and is preferably connected to the first chamber on a side surface of the near side. Thereby, when in frictional contact with the upper surface of the console box during expansion and deployment, the second chamber can receive a reaction force from the upper surface of the console box such that the inclined near-side side surface connected to the first chamber can push on the first chamber. Furthermore, the inclined side surface of the second chamber is then subjected to a reaction force from the first chamber. The reaction force received by the inclined side surface of the second chamber from the first chamber causes a downward component force in the second chamber in addition to a component force in a direction away from the vehicle seat. The second chamber can press more strongly downward on the upper surface of the console box due to the downward component force. Furthermore, in the second chamber, a frictional force on the upper surface of the console box is proportional to a component force in the up-down direction, making sliding across the upper surface of the console box more difficult.

The second chamber described above is preferably rectangular in shape as viewed from the front of the vehicle, and is preferably connected to the first chamber on a near-side side surface. Thereby, the second chamber, when in frictional contact with the upper surface of the console box during expansion and deployment, can receive a reaction force from the upper surface of the console box to press the first chamber by the near-side side surface connected to the first chamber. Furthermore, the second chamber is then deformed by being pushed on by the first chamber, and an upper corner part of the near-side side surface, for example, receives a reaction force from the first chamber. The reaction force received by the upper corner part of the second chamber from the first chamber causes a downward component force on the second chamber in addition to a component force in a direction away from the vehicle seat. The second chamber can press more strongly downward on the upper surface of the console box due to the downward component force, making sliding across the upper surface of the console box more difficult.

The coefficient of friction of a bottom surface of the second chamber described above that is in frictional contact with the upper surface of the console box is preferably greater than the coefficient of friction of another surface. Thereby, the second chamber has a bottom surface with a large coefficient of friction and is in frictional contact with the upper surface of the console box; therefore, sliding across the upper surface of the console box during expansion and deployment is more difficult.

Silicone coating is preferably performed on the bottom surface of the second chamber described above. Thus, the bottom surface of the second chamber can be formed by performing silicone coating. Furthermore, it is more difficult for the bottom surface of the second chamber to slide on the upper surface of the console box.

The first chamber described above has a higher internal pressure than the second chamber and caves into the second chamber during expansion and deployment. Thereby, the first chamber can have a larger contact area with the second chamber during expansion and deployment, and can receive a sufficient reaction force from the second chamber to reliably receive and protect an occupant.

The side airbag device described above preferably further includes a taut tether that reaches from a front end of the second chamber to a rear end of the second chamber via a seat frame of the vehicle seat during expansion and deployment of the second chamber.

Thereby, the second chamber moving in a direction away from the occupant side can be suppressed by the tether enabling reliable support of the first chamber. Furthermore, by arranging the tether through the seat frame, the width of the seat frame in the front-rear direction of the vehicle can be used, simplifying connecting the front end and rear end of the second chamber. Note that the tether may be arranged so as to pass through the first chamber or arranged so as to not pass through the first chamber, so long as the front end and rear end of the second chamber can be connected through the seat frame.

The lower end part of the first chamber described above is preferably positioned above the bottom surface of the second chamber. Thereby, only the bottom surface of the second chamber of the cushion is in frictional contact with the upper surface of the console box and receives a reaction force during expansion and deployment, making sliding across the upper surface of the console box more difficult.

Silicone coating is preferably performed on the bottom surface of the second chamber described above. Thereby, in addition to the connection between the inflator and seat frame, the silicone-coated bottom surface of the second chamber increases the difficulty of sliding on the upper surface of the console box.

The side airbag device described above preferably further includes a check valve provided in the vent hole, and the check valve preferably prevents backflow of gas from the second chamber that does not have an inflator inside to the first chamber that has an inflator inside.

The present invention can provide a side airbag device for which controlling the deployment behavior of a cushion during expansion and deployment can be readily achieved and that can reliably receive and protect an occupant.

Preferred Embodiments according to the present invention will hereinafter be described in detail with reference to the attached drawings. Dimensions, materials, other specific numerical values, and the like indicated in the Embodiments are merely examples for ease of understanding of the invention and do not limit the present invention unless otherwise noted. Note that in the present specification and drawings, elements having essentially identical functions and configurations are labeled with identical symbols in order to omit redundant descriptions along with an illustration of elements not directly related to the present invention.

Note that regarding this Embodiment, when an occupant is seated in a seat in a regular posture, the direction the occupant faces is referred to as front, and the opposite direction is referred to as rear. Furthermore, when the occupant is seated in the seat in a regular posture, the right of the occupant is referred to as the right direction, and the left of the passenger is referred to as the left direction. Furthermore, when the occupant is seated in a regular posture, the direction towards the head of the occupant is referred to as up, and the direction towards the legs of the occupant is referred to as down. Furthermore, as needed, any diagrams used in descriptions below will indicate the front, rear, left, right, up, and down directions based on the occupant as described above as Front, Rear, Left, Right, Up, and Down.

<FIG> is a diagram illustrating a vehicle seat <NUM> and a portion of a vehicle <NUM> to which a side airbag device <NUM> according to an Embodiment of the present invention is applied. As indicated by the dotted lines in the drawing, the side airbag device <NUM> is embedded in a side portion on a center side of the vehicle of a seat back <NUM> of the vehicle seat <NUM>. The vehicle seat <NUM> is a right-side front seat (in other words, a driver's seat) in the vehicle <NUM> and has the seatback <NUM> as well as a seat cushion <NUM> on which an occupant is seated.

An adjacent seat (vehicle seat <NUM>) adjacent to the vehicle seat <NUM> is arranged in the vehicle <NUM>. The vehicle seat <NUM> is a left-side front seat (in other words, a front passenger seat) and has a seatback <NUM> and a seat cushion <NUM>. Furthermore, a side door <NUM> is positioned on an outer side of the vehicle of the vehicle seat <NUM>. Furthermore, a console box <NUM> is disposed in the vehicle <NUM>.

The console box <NUM> is positioned between the vehicle seats <NUM>, <NUM> and is therefore positioned on an opposite side of the vehicle from an occupant side of the vehicle seat <NUM>, in other words, on the center side of the vehicle, which is a far side as viewed from the occupant. In addition, the side airbag device <NUM> is provided with a bag-shaped cushion <NUM> (refer to <FIG>) that expands and deploys to the far side of the vehicle seat <NUM> in the event of a vehicle side impact or the like. Note that the side airbag device <NUM> may be embedded in a side surface on the center side of the vehicle of a seatback <NUM> of the vehicle seat <NUM>.

<FIG> is a diagram illustrating the side airbag device <NUM> in <FIG>. <FIG> illustrates the side airbag device <NUM> in a state where the cushion <NUM> is expanded and deployed as viewed from a side of the vehicle. <FIG> illustrates a condition where an occupant <NUM> in <FIG> moves to the center side of the vehicle.

The side airbag device <NUM> has an inflator <NUM>, which is indicated by the dotted lines in <FIG>, in addition to the cushion <NUM>. The cushion <NUM> is formed into a bag shape by spinning and weaving, for example, using OPW (One-Piece Woven). The inflator <NUM> is a gas generating device. The cushion <NUM> is expanded and deployed using gas supplied from the inflator <NUM> in the event of an emergency, such as when the vehicle <NUM> is impacted, or the like. The cushion <NUM> expands and deploys between the vehicle seat <NUM> and vehicle seat <NUM> as illustrated in <FIG> and functions as a so-called far-side airbag.

The cushion <NUM> has a first chamber <NUM> and a second chamber <NUM>. The first chamber <NUM> is a chamber that restrains the occupant <NUM> during expansion and deployment. As illustrated in <FIG>, the first chamber <NUM> receives and protects the occupant <NUM> in a state greatly expanded from a shoulder <NUM> to the waist <NUM> of the occupant <NUM> in the up-down direction and front-rear direction.

Furthermore, as illustrated in <FIG>, the first chamber <NUM> expands and deploys at a position higher than an upper surface <NUM> of the console box <NUM>. Therefore, a lower end part <NUM> of the first chamber <NUM> is positioned above the upper surface <NUM> of the console box <NUM> and does not enter into a gap <NUM> between the seatback <NUM> of the vehicle seat <NUM> and a side surface <NUM> of the console box <NUM>. Furthermore, the inflator <NUM> is positioned inside the first chamber <NUM>.

Herein, as illustrated in <FIG>, when the occupant <NUM> falls toward the center side of the vehicle in the event of an impact, the first chamber <NUM> that receives the occupant <NUM> receives a load toward the center side of the vehicle and tends to move to the far side. Therefore, a second chamber <NUM> that supports the first chamber <NUM> as a backing of the first chamber <NUM> is provided in the side airbag device <NUM>.

The second chamber <NUM> is a chamber on the far side of the lower end part <NUM> of the first chamber <NUM> illustrated in <FIG> and is connected to the first chamber <NUM> via a vent hole <NUM> (refer to <FIG>). Furthermore, a bottom surface <NUM> of the second chamber <NUM> is in frictional contact with the upper surface <NUM> of the console box <NUM> during expansion and deployment, as illustrated in <FIG>.

As illustrated in <FIG>, the second chamber <NUM> is rectangular in shape as viewed from the front of the vehicle, and is preferably connected to the first chamber <NUM> on a near-side side surface <NUM>. Therefore, the second chamber <NUM> receives a reaction force A from the upper surface <NUM> of the console box <NUM> when the bottom surface <NUM> makes frictional contact with the upper surface <NUM> of the console box <NUM> during expansion and deployment. Furthermore, the near-side side surface <NUM> connected to the first chamber <NUM> of the second chamber <NUM> pushes on the first chamber <NUM> with a force B.

Furthermore, the first chamber <NUM> contains the inflator <NUM> therein, and thus can receive gas supply directly from the inflator <NUM> and expand and deploy at a higher pressure and earlier than the second chamber <NUM>. Therefore, the first chamber <NUM> has a higher internal pressure than the second chamber <NUM> and caves into the second chamber <NUM> during expansion and deployment as illustrated in <FIG>. In other words, the second chamber <NUM> is deformed due to being pushed on by the first chamber <NUM>, and a deformed upper corner part <NUM> of the near-side side surface <NUM>, for example, receives a reaction force C from the first chamber <NUM>.

The reaction force C received by the upper corner part <NUM> of the second chamber <NUM> from the first chamber <NUM> causes a downward component force E in the second chamber <NUM> in addition to a component force D in a direction away from the vehicle seat <NUM>. The downward component force E enables the second chamber <NUM> to more strongly push downward on the upper surface <NUM> of the console box <NUM>. Therefore, in the second chamber <NUM>, the frictional force F indicated in <FIG> relative to the upper surface <NUM> of the console box <NUM> is proportional to the component force in the up-down direction, making sliding across the upper surface <NUM> of the console box <NUM> more difficult.

Therefore, the second chamber <NUM> can receive a sufficient reaction force from the upper surface <NUM> of the console box <NUM> during expansion and deployment to support the first chamber <NUM> as a support of the first chamber <NUM> that restrains the occupant <NUM>. As a result, even if the occupant <NUM> falls toward a center side of the vehicle, the first chamber <NUM> is supported by the second chamber <NUM>, such that the occupant <NUM> can be received and protected during expansion and deployment.

In addition, the first chamber <NUM> caves into the second chamber <NUM> during expansion and deployment as illustrated in <FIG>, and thus can have a larger contact area with the second chamber <NUM> during expansion and deployment, and can receive a sufficient reaction force from the second chamber <NUM> to reliably receive and protect the occupant <NUM>.

Furthermore, silicone coating is performed on the bottom surface <NUM> of the second chamber <NUM> that comes into frictional contact with the upper surface <NUM> of the console box <NUM>, for example. Therefore, the coefficient of friction of the bottom surface <NUM> of the second chamber <NUM> is set to be larger than the coefficient of friction of another surface. The coefficient of friction may be a static coefficient of friction or a dynamic coefficient of friction. Thereby, the second chamber <NUM> has the bottom surface <NUM> with a large coefficient of friction that is in frictional contact with the upper surface <NUM> of the console box <NUM>, making sliding across the upper surface <NUM> of the console box <NUM> during expansion and deployment more difficult. Note that the bottom surface <NUM> of the second chamber <NUM> is not limited to being subjected to silicone coating, so long as the coefficient of friction can be set higher than another surface. As an example, an appropriate material with a greater coefficient of friction than another surface may be attached to the bottom surface <NUM> of the second chamber <NUM> by adhering, sewing, or the like.

In addition, the lower end part <NUM> of the first chamber <NUM> is positioned above the bottom surface <NUM> of the second chamber <NUM> during expansion and deployment as illustrated in <FIG>. Therefore, of the cushion <NUM>, only the bottom surface <NUM> of the second chamber <NUM> is reliably in frictional contact with the upper surface <NUM> of the console box <NUM> during expansion and deployment and can receive a reaction force.

Furthermore, the lower end part <NUM> of the first chamber <NUM> does not enter into the gap <NUM> between the vehicle seat <NUM> and console box <NUM> during expansion and deployment as illustrated in <FIG>. Furthermore, the bottom surface <NUM> of the second chamber <NUM> makes frictional contact with the upper surface <NUM> of the console box <NUM> during expansion and deployment and does not enter a side surface <NUM> of the console box <NUM>. Because the cushion <NUM> has such first chamber <NUM> and second chamber <NUM>, the deployment behavior is easy to control. Therefore, with the side airbag device <NUM>, the deployment behavior of the cushion <NUM> can easily be controlled during expansion and deployment and the occupant <NUM> can reliably be received and protected.

In addition, the second chamber <NUM> described above is provided on a far side of the lower end part <NUM> of the first chamber <NUM> as illustrated in <FIG>. Therefore, the cushion <NUM> can have a shape where, so to speak, only the lower end part <NUM> of the first chamber <NUM> extends in the vehicle width direction, and thus provides an occupant restraining force equivalent to an overall increase in the thickness in the vehicle width direction without increasing the overall gas volume.

<FIG> is a diagram illustrating the side airbag device <NUM> in <FIG>. <FIG> is a cross-sectional view along G-G of the side airbag device <NUM> in <FIG>. <FIG> is a view along arrow H in <FIG>.

The inflator <NUM>, as illustrated in <FIG>, is positioned inside the first chamber <NUM> and has a main body <NUM> and a stud bolt <NUM> protruding from the main body <NUM>. The inflator <NUM> is secured to the seat frame <NUM> by the stud bolt <NUM>. The seat frame <NUM> is a member serving as a skeletal structure of the seatback <NUM> of the vehicle seat <NUM>, is internally provided in the seatback <NUM> along a side portion of the seatback <NUM>, and has a width in the front-rear direction of the vehicle.

The side airbag device <NUM> is further provided with a tether <NUM>. As illustrated in <FIG>, the tether <NUM> is arranged so as to reach a rear end <NUM> of the second chamber <NUM> from a front end <NUM> of the second chamber <NUM> via the occupant <NUM> side of the seat frame <NUM> of the vehicle seat <NUM>. As illustrated in <FIG>, the tether <NUM> is arranged to pass through the inside of the first chamber <NUM>. Note that the tether <NUM> is attached to the seat frame <NUM> using, for example, the stud bolt <NUM> on the occupant <NUM> side of the seat frame <NUM>. Furthermore, the tether <NUM> is set to a length so as to be taut during expansion and deployment of the second chamber <NUM>.

Therefore, the second chamber <NUM> moving in a direction away from the occupant <NUM> can be suppressed side by the tension of the taut tether <NUM> during expansion and deployment, and can thus reliably support the first chamber <NUM>. In addition, in the side airbag device <NUM>, the width of the seat frame <NUM> in the vehicle front-rear direction can be utilized by arranging the tether <NUM> through the occupant <NUM> side of the seat frame <NUM>; therefore, the front end <NUM> and rear end <NUM> of the second chamber <NUM> can be easily connected. Note that the tether <NUM> may be arranged to not pass through the first chamber <NUM>, or a plurality of tethers may be used instead of one, so long as the front end <NUM> and rear end <NUM> of the second chamber <NUM> can be connected through the occupant <NUM> side of the seat frame <NUM>.

<FIG> is a diagram illustrating modified examples of the side airbag device <NUM> in <FIG>, which are not part of the present invention. A side airbag device 100A of the modified example illustrated in <FIG> is different from the side airbag device <NUM> described above in that a second chamber 128A of a cushion 120A has a higher internal pressure than a first chamber 126A and thus exhibits a behavior of caving into the first chamber 126A during expansion and deployment.

Therefore, as illustrated in <FIG>, the second chamber 128A is not deformed when pressed from first chamber 126A, and an upper corner part 148A of a near-side side surface 146A and a periphery thereof contact the first chamber 126A. Therefore, in the side airbag device 100A, the second chamber 128A can have a larger contact area with the first chamber 126A during expansion and deployment, providing a sufficient reaction force to the first chamber 126A to reliably support the first chamber 126A.

A side airbag device 100B of the modified example illustrated in <FIG> is different from the side airbag device <NUM> described above in that a cushion 120B is provided. The cushion 120B has a first chamber B [sic] and a second chamber 128B. The second chamber 128B has a near-side side surface 146B inclined upwardly away from the vehicle seat <NUM> and is triangular in shape when viewed from the front of the vehicle. Furthermore, the second chamber 128B is connected to the first chamber 126B at the near-side side surface 146B.

Therefore, the second chamber 128B receives a reaction force I from the upper surface <NUM> of the console box <NUM> when the bottom surface <NUM> makes frictional contact with the upper surface <NUM> of the console box <NUM> during expansion and deployment. Furthermore, the near-side side surface 146B of the second chamber B [sic] connected to the first chamber 126B pushes on the first chamber 126B with a force J.

Therefore, the inclined side surface 146B of the second chamber 128B is then subjected to a reaction force K from the first chamber 126B. Furthermore, the reaction force K received from the first chamber 126B causes a downward component force M on the second chamber 128B in addition to a component force L in a direction away from the vehicle seat <NUM>. The second chamber 128B can press more strongly downward on the upper surface <NUM> of the console box <NUM> due to the downward component force M.

Therefore, in the side airbag device 100B, the second chamber <NUM> has a frictional force N relative to the upper surface <NUM> of the console box <NUM> that is proportional to a component force in the up-down direction, making sliding across the upper surface <NUM> of the console box <NUM> more difficult. Note that in <FIG>, the second chamber 128B almost has a right angle triangle shape as viewed from the front of the vehicle, but is not limited thereto and may be an acute angle instead of a right angle.

<FIG> is a diagram illustrating a side airbag device 100C according to another arrangement which is not part of the present invention. <FIG> is a diagram illustrating the side airbag device 100C in a state where a cushion 120C is expanded and deployed as viewed from diagonally in front. <FIG> illustrates the side airbag device 100C in <FIG> as viewed from a side of the vehicle. <FIG> illustrates the side airbag device <NUM> in <FIG> as viewed from the center side of the vehicle.

The side airbag device 100C is different from the side airbag device <NUM> described above in that a second chamber 128C of the cushion 120C is installed on a lower side of a lower end part 136A of a first chamber 126C and the inflator <NUM> is positioned inside the second chamber 128C.

As illustrated in <FIG>, the second chamber 128C is connected to the first chamber 126C via vent holes 142A, 142B provided in the lower end part 136A of the first chamber 126C. Furthermore, as illustrated in <FIG>, the inflator <NUM> is secured to the seat frame <NUM> of the vehicle seat <NUM>.

Thus, the second chamber 128C internally has the inflator <NUM>, and therefore directly receives gas supply from the inflator <NUM> and can expand and deploy at a higher pressure and earlier than the first chamber 126C that receives gas supply via the vent holes 142A, 142B. Therefore, the second chamber 128C can quickly support the first chamber 126C during expansion and deployment.

Furthermore, the inflator <NUM> is secured to the seat frame <NUM>, and thus the position of the cushion 120C during expansion and deployment does not change. The inflator <NUM> secured to the seat frame <NUM> is positioned inside the second chamber 128C. Therefore, the second chamber 128C suppresses movement across the upper surface <NUM> of the console box <NUM> in the vehicle width direction during expansion and deployment. Thereby, the second chamber 128C can receive a sufficient reaction force from the upper surface <NUM> of the console box <NUM> during expansion and deployment to support the first chamber 126C.

Furthermore, silicone coating is performed on a bottom surface 144A of the second chamber 128C described above. Therefore, in addition to the connection between the inflator <NUM> and seat frame <NUM>, the silicone-coated bottom surface 144A makes it more difficult for the second chamber 128C to slide on the upper surface <NUM> of the console box <NUM>.

<FIG> is a diagram illustrating a modified example of the cushion <NUM> in <FIG>. A cushion 120D illustrated in <FIG> has a dividing part <NUM> that divides the first chamber <NUM> and second chamber <NUM> and an inner tube <NUM>. The inner tube <NUM> is formed into a tubular shape by sewing on a base fabric <NUM> along a sewing line <NUM>. In addition, the inner tube <NUM> penetrates the dividing part <NUM>, and encloses the inflator <NUM> inside the first chamber <NUM> side. Furthermore, the inner tube <NUM> is sewn on the second chamber <NUM> side of the base fabric <NUM> along a sewing line <NUM>.

Therefore, the inner tube <NUM> guides gas from the inflator <NUM> during expansion and deployment to the first chamber <NUM> from an open end <NUM> on the first chamber <NUM> side, and guides the gas to the second chamber <NUM> from an open end <NUM> on the second chamber <NUM> side. Herein, the sewing line <NUM> is inclined away from the sewing line <NUM> toward the open end <NUM> of the inner tube <NUM>. Therefore, as illustrated in <FIG>, the open end <NUM> of the inner tube <NUM> is sewn by the sewing line <NUM>, and thus the opening is smaller than the open end <NUM>.

Therefore, in the cushion 120D, even if gas guided from the open end <NUM> on the second chamber <NUM> side to the second chamber <NUM> tries to backflow to the first chamber <NUM> side, the open end <NUM> collapses and deforms such that the backflow can be prevented. In other words, the open end <NUM> functions as a check valve. Therefore, in the cushion 120D, the second chamber <NUM> can be maintained at an appropriate internal pressure, thus stabilizing the occupant restraining force.

A cushion 120E illustrated in <FIG> has a dividing part <NUM> and an inner tube <NUM>. The inner tube <NUM> is formed into a sealed type by sewing on a base fabric <NUM> along a sewing line <NUM>. Note that the inner tube <NUM> is not limited to one base fabric <NUM> and may use two base fabrics, so long as the tube can be sewn into a sealed type. Furthermore, the inner tube <NUM> penetrates the dividing part <NUM>, and encloses the inflator <NUM> inside the first chamber <NUM> side. Furthermore, the inner tube <NUM> has a vent hole <NUM> provided on the first chamber <NUM> side and a vent hole <NUM> provided on the second chamber <NUM> side.

Therefore, the inner tube <NUM> guides gas from the inflator <NUM> during expansion and deployment to the first chamber <NUM> from the vent hole <NUM> on the first chamber <NUM> side, and guides the gas to the second chamber <NUM> from the vent hole <NUM> on the second chamber <NUM> side. Therefore, in the cushion 120E, the size of the vent holes <NUM>, <NUM> of the inner tube <NUM> can be adjusted to control the gas supplied from the inflator <NUM>. Therefore, in the cushion 120E, by controlling the gas, the first chamber <NUM> and second chamber <NUM> can be maintained at appropriate internal pressures, thus stabilizing the occupant restraining force.

A cushion 120F illustrated in <FIG> has the dividing part <NUM> and an inner tube <NUM>. The inner tube <NUM> is sewn on a base fabric <NUM> along a sewing line <NUM> and is sewn on a periphery of a vent hole <NUM> provided in the dividing part <NUM> along a sewing line <NUM>. In addition, the inner tube <NUM> encloses the inflator <NUM> inside the first chamber <NUM> side, and a vent hole <NUM> is provided on the first chamber <NUM> side.

Therefore, the inner tube <NUM> guides gas from the inflator <NUM> during expansion and deployment to the first chamber <NUM> from the vent hole <NUM> on the first chamber <NUM> side, and guides the gas to the second chamber <NUM> from the vent hole <NUM> of the dividing part <NUM>. Therefore, in the cushion 120F, the size of the vent holes <NUM>, <NUM> can be adjusted to control the gas supplied from the inflator <NUM>. Therefore, with the cushion 120F, the first chamber <NUM> and second chamber <NUM> can be maintained at an appropriate internal pressure, thus stabilizing the occupant restraining force.

<FIG> is a diagram illustrating another modified example of the cushion <NUM> in <FIG>. A cushion <NUM> illustrated in <FIG> has an inner tube <NUM> and the dividing part <NUM> that divides the first chamber <NUM> and second chamber <NUM>. The inner tube <NUM> has a cylindrical shape and passes through the dividing part <NUM>. Furthermore, the inner tube <NUM> has an open end <NUM> on the first chamber <NUM> side and an open end <NUM> on the second chamber <NUM> side, and encloses the inflator <NUM> inside the first chamber <NUM> side.

Therefore, the inner tube <NUM> guides gas from the inflator <NUM> during expansion and deployment to the first chamber <NUM> from the open end <NUM> on the first chamber <NUM> side, and guides the gas to the second chamber <NUM> from the open end <NUM> on the second chamber <NUM> side. Therefore, in the cushion <NUM>, the first chamber <NUM> and second chamber <NUM> are supplied with gas to enable expansion and deployment.

A cushion <NUM> illustrated in <FIG> has the dividing part <NUM> and an inner tube <NUM>. The inner tube <NUM> has a cylindrical shape and is sewn on a periphery of the vent hole <NUM> provided in the dividing part <NUM> along the sewing line <NUM>. In addition, the inner tube <NUM> encloses the inflator <NUM> inside the first chamber <NUM> side, and has an open end <NUM> on the first chamber <NUM> side.

Therefore, the inner tube <NUM> guides gas from the inflator <NUM> during expansion and deployment to the first chamber <NUM> from the open end <NUM> on the first chamber <NUM> side, and guides the gas to the second chamber <NUM> from the vent hole <NUM> of the dividing part <NUM>. Therefore, in the cushion <NUM>, the size of the vent hole <NUM> can be adjusted to control the gas supplied from the inflator <NUM>. Therefore, with the cushion <NUM>, the first chamber <NUM> and second chamber <NUM> can be maintained at an appropriate internal pressure, thus stabilizing the occupant restraining force.

<FIG> is a diagram illustrating a modified example of the cushion <NUM> in <FIG>. A cushion <NUM> illustrated in <FIG> is sewn on a separate base fabric <NUM> along a sewing line <NUM> on the second chamber <NUM> side of the vent hole <NUM> of the dividing part <NUM>. Note that <FIG> is a cross-sectional view along O-O in <FIG>.

The separate base fabric <NUM> covers the vent hole <NUM> from the second chamber <NUM> side as illustrated in <FIG>. However, one side <NUM> of the separate base fabric <NUM> is not sewn by the sewing line <NUM>.

Therefore, the inner tube <NUM> illustrated in <FIG> guides gas from the inflator <NUM> during expansion and deployment to the first chamber <NUM> from the open end <NUM> on the first chamber <NUM> side. Furthermore, the inner tube <NUM> guides gas from the inflator <NUM> during expansion and deployment to the second chamber <NUM> from the vent hole <NUM> of the dividing part <NUM> through a gap between the one side <NUM> of the separate base fabric <NUM> and the dividing part <NUM>.

Therefore, with the cushion 120I, even if gas guided from the vent hole <NUM> to the second chamber <NUM> tries to backflow to the first chamber <NUM> side, the gap between the one side <NUM> of the separate base fabric <NUM> and dividing part <NUM> is closed such that the backflow can be prevented. In other words, the separate base fabric <NUM> functions as a check valve. Therefore, in the cushion 120I, the second chamber <NUM> can be maintained at an appropriate internal pressure, thus stabilizing the occupant restraining force.

Furthermore, the sewing line <NUM> for sewing the separate base fabric <NUM> is not particularly limited, so long as the gap between the separate base fabric <NUM> and dividing part <NUM> can be ensured and the separate base fabric <NUM> can function as a check valve. As an example, only two opposite sides <NUM>, <NUM> of the separate base fabric <NUM> may be sewn as with sewing lines 214A, 214B indicated in <FIG>. Furthermore, as with sewing lines 214C, 214D, 214E indicated in <FIG>, two adjacent sides <NUM>, <NUM> of the separate base fabric <NUM> may be sewn, two adjacent sides <NUM>, <NUM> may be sewn, and two opposite sides <NUM>, <NUM> may be sewn. Note that the a peripheral structure of the vent hole <NUM> indicated in <FIG> may not only be applied to the cushion <NUM> in <FIG> but also to the cushion 120F in <FIG>.

<FIG> is a diagram illustrating yet another modified example of the cushion <NUM> in <FIG>. A cushion 120J illustrated in <FIG> has an inner tube <NUM>, a separate base fabric <NUM>, and a strap <NUM>. The inner tube <NUM> has a cylindrical shape, has an open end <NUM> on the first chamber <NUM> side, and encloses the inflator <NUM> inside the first chamber <NUM> side.

Furthermore, the inner tube <NUM> has an open end <NUM> on the second chamber <NUM> side. The open end <NUM> of the inner tube <NUM> is sewn along sewing lines 234A, 234B along with the separate base fabric <NUM> in a periphery of a vent hole <NUM> provided in a dividing part <NUM> that divides the first chamber <NUM> and second chamber <NUM> as illustrated in <FIG>.

The separate base fabric <NUM> covers the vent hole <NUM> from the first chamber <NUM> side as illustrated in <FIG>. However, two opposite sides <NUM>, <NUM> of the separate base fabric <NUM> are not sewn by the sewing lines 234A, 234B. Note that in <FIG>, the inner tube <NUM> is omitted.

Therefore, during expansion and deployment, the inner tube <NUM> guides gas from the inflator <NUM> to the first chamber <NUM> through the open end <NUM> on the first chamber <NUM> side. Furthermore, during expansion and deployment, the inner tube <NUM> guides gas from the inflator <NUM> to the second chamber <NUM> from a gap between the dividing part <NUM> and the two sides <NUM>, <NUM> of the separate base fabric <NUM> through the vent hole <NUM>.

In addition, the strap <NUM> has a first end <NUM> attached to the separate base fabric <NUM> and a second end <NUM> attached to a site <NUM> on the second chamber <NUM> on a far side from the first chamber <NUM>, as illustrated in <FIG>. Therefore, with the cushion 120I, when the second chamber <NUM> expands and deploys as illustrated in <FIG>, the separate base fabric <NUM> is tensioned by the strap <NUM>, such that the gap between the dividing part <NUM> and the two sides <NUM>, <NUM> of the separate base fabric <NUM> closes.

Thereby, in the cushion 120I, even if gas guided from the vent hole <NUM> to the second chamber <NUM> tries to backflow to the first chamber <NUM> side, the separate base fabric <NUM> functions as a check valve, such that the backflow can be prevented. Therefore, in the cushion 120I, the second chamber <NUM> can be maintained at an appropriate internal pressure, thus stabilizing the occupant restraining force.

Preferred Embodiments of the present invention were described with reference to the appended drawings, but it goes without saying that the present invention is not limited to such examples. It is clear that a person of ordinary skill in the art could conceive various modifications or revisions within the scope set forth by the claims, and it would be understood that these modifications or revisions would belong to the technical scope of the present invention.

Furthermore, examples in which the side airbag devices <NUM>, 100A, 100B, 100C according to the present invention are applied to an automobile were described in the abovementioned Embodiments. However, in addition to automobiles, the present invention can be applied to aircrafts, ships, and the like, with the same operations and effects capable of being exerted.

The present invention can be applied to a side airbag device provided with a bag-shaped cushion that expands and deploys to a side of an occupant of a vehicle seat in the event of a vehicle side impact or the like.

Claim 1:
A side airbag device (<NUM>, 100A, 100B, 100C), comprising:
an inflator (<NUM>) that supplies gas; and
a bag-shaped cushion (<NUM>, 120A, 120B, 120C, 120D, 120E, 120F, <NUM>, 120I, 120J) that expands and deploys on a far side of a vehicle seat (<NUM>, <NUM>) using the gas from the inflator (<NUM>); wherein
the cushion (<NUM>, 120A, 120B, 120C, 120D, 120E, 120F, <NUM>, 120I, 120J) includes:
a first chamber (<NUM>, 126A, 126B, 126C) that restrains an occupant (<NUM>) during expansion and deployment, the first chamber (<NUM>, 126A, 126B, 126C) expanding and deploying at a position higher than an upper surface of a console box (<NUM>) disposed between the vehicle seat (<NUM>, <NUM>) and an adjacent seat positioned on the far side of the vehicle seat (<NUM>, <NUM>); and
a second chamber (<NUM>, 128A, 128B, 128C) connected to the first chamber (<NUM>, 126A, 126B, 126C) via a vent hole (<NUM>, 142A, 142B, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>), the second chamber (<NUM>, 128A, 128B, 128C) being in frictional contact with the upper surface of the console box (<NUM>) during expansion and deployment, whereinthe second chamber (<NUM>, 128A, 128B, 128C) is provided on a far side on a lower end part of the first chamber (<NUM>, 126A, 126B, 126C), , characterized in that the inflator (<NUM>) is positioned inside the first chamber (<NUM>, 126A, 126B, 126C), wherein the first chamber (<NUM>, 126A, 126B, 126C) has a higher internal pressure than the second chamber (<NUM>, 128A, 128B, 128C) and caves into the second chamber (<NUM>, 128A, 128B, 128C) during expansion and deployment.