Airbag module, airbag module arrangement in a vehicle and method for controlling the airbag module

Abstract

The invention relates to an airbag module (50) comprising at least one gas generator (52), a gas bag (10) and a module holder (54) for receiving the gas generator (52) and the gas bag (10) and for fixing it to a vehicle component (41), wherein the gas bag (10) comprises a wall made of a first and second material layer (12, 14) which are connected to each other at least partially in the circumferential direction (circumferential fixing) (18) and a separating layer (15) is arranged between the first and second material layer (12, 14), which extends - with reference to a collapsed and deployed state of the gas bag (10) - substantially parallel to a plane of the first and / or second material layer (12, 14) and together with the first material layer (12) forms a first chamber (26) and together with the second material layer (14) forms a second chamber (28). Furthermore, the invention relates to an airbag module arrangement (100) in a vehicle and a method for controlling the airbag module (50).

Description

[0001] The invention relates to an airbag module according to claim 1, an airbag module arrangement in a vehicle according to claim 11 and a method for controlling an airbag module according to claim 12.

[0002] Airbag modules are well known from the prior art. Airbag modules are installed in a vehicle and their purpose is to protect a vehicle occupant from injury in the event of an accident (application). Airbag modules comprise at least a gas generator, a gas bag which, in the application, can be expanded or inflated by means of the gas generator, and a module mounting which at least indirectly accommodates the aforementioned components and enables fixation to a vehicle component.

[0003] As a special design of an airbag module, multi-chamber gas bags are known, which allow for the representation of variable pressure-time profiles of the gas bag. A pressure-time profile is a curve that extends in a coordinate system, where the first axis represents the pressure (bar) and the second axis represents time (t).

[0004] For example, prior art can be cited in EP 1 026 048 A2, which discloses a generic airbag module for use as a side airbag. This airbag module comprises a gas bag with two chambers separated by a separating layer. This separating layer has an opening for the gas-conducting connection between the two chambers, thus enabling staggered expansion of the two chambers. The two chambers are arranged vertically, relative to their installed and expanded state. This arrangement is intended to allow the lower chamber, which acts on the pelvic area of ​​the vehicle occupant, to be pressurized to a higher pressure than the upper chamber, which acts on the thoracic area of ​​the vehicle occupant. Simultaneously, this allows the deployment of the airbag to be time-controlled so that the pelvic area is supported first.In this application, the impact energy can be dissipated in a more differentiated way, since it can be assumed that the vehicle occupant can be subjected to relatively higher loads in the pelvic area than in the thoracic area without risk of injury.

[0005] This design of an airbag module is not always optimal, for example because vehicle occupants can have different physical characteristics - for example, the physical characteristics of a small child compared to an adult - and the specific arrangement of the two chambers one above the other in a vertical direction is not advantageous in this respect.

[0006] Against this background, it is an object of the present invention to provide an airbag module which represents an alternative solution in which the aforementioned disadvantage is overcome and at the same time cost-effective production is possible.

[0007] This problem is solved by an airbag module according to claim 1, an airbag module arrangement according to claim 11, and by means of a method according to claim 12. The respective dependent subclaims describe advantageous embodiments.

[0008] According to the invention, the airbag module comprises at least one gas generator, one gas bag, and a module bracket for at least indirectly receiving the gas generator and the gas bag. The module bracket makes it possible to fix the airbag module to a vehicle component in a predetermined arrangement. The module bracket can, for example, be designed in the form of two rods that are directly or indirectly connected to the gas generator and simultaneously receive the gas bag.

[0009] The gas bag has a wall consisting of a first and a second layer of material, which are connected to each other at least partially around the circumference (circumferential fixation). This circumferential fixation is achieved, for example, by means of a seam or by gluing. Partial circumferential fixation can also occur, for example, if the two layers are cut from a single piece of material that has a fold or crease at a central point, i.e., a section where the first and second layers are inherently connected, thus eliminating the need for circumferential fixation in the area of ​​the fold.

[0010] In contrast, the two material layers can be produced as separate pieces. The first and second layers do not have a fold where they are joined. Therefore, a circumferential fixing is necessary to form the gas bag, encircling the entire circumference.

[0011] A separating layer is arranged between the first and second material layers. This separating layer, when the gas bag is collapsed and spread out flat, extends essentially parallel to a plane of the first and / or second material layer. Together with the first material layer, this forms a first chamber, and together with the second material layer, it forms a second chamber.

[0012] This arrangement of the separating layer to the two material layers essentially distinguishes the invention from the cited publication EP 1 026 048 A2. Firstly, it enables cost-effective manufacturing, since, for example, during the production of the gas bag, all three layers (the two material layers and the separating layer arranged between them) are placed on top of each other – resulting in the separating layer being arranged parallel to a plane of the first and / or second material layer – and then the circumferential fixing takes place at least section by section.

[0013] In the cited publication, the arrangement of the separating layer is considerably more complex, namely in a manner where the separating layer is fixed in an area between the outer circumferential fixing of the gas bag. This results, firstly, in an additional (circumferential) fixing, which is eliminated in the present invention. Secondly, it results in a different arrangement of the first and second chambers in relation to a material layer: According to the teaching of the cited publication, for example, the first material layer is part of the wall of both the first and second chambers. In the invention, however, the first material layer is only part of the wall of the first chamber. The second material layer, in turn, is only part of the second chamber.This results in a completely different design of the first and second chambers - at least in the expanded state - which means that the problem mentioned at the outset is not solved by the cited publication, but is solved by the present invention.

[0014] An advantageous embodiment of the invention provides that the first and second chambers are either substantially airtight from each other or that the separating layer has a gas-conducting connection between the first and second chambers.

[0015] If both chambers are hermetically sealed from each other, either a single gas generator must be present which has a gas-conducting connection with the first and the second chamber, or the single gas generator can be designed as a gas generator with several stages, in particular two stages, with each stage being gas-conductingly connected to a chamber.

[0016] This design makes it possible, for example, to create combined scenarios with an expansion of the gasbag in a pre-crash phase (i.e., contact with the vehicle body at a time prior to the crash) and an in-crash phase (i.e., at a time when contact with the vehicle body has already occurred), or simple scenarios in which, for example, only an in-crash phase is covered in time.

[0017] Alternatively or additionally, each chamber can be connected to a separate gas generator via a gas line. It is also conceivable that at least one gas generator is designed as a multi-stage gas generator.

[0018] If the two chambers are connected to each other by an air conductor, for example because the separating layer has an opening through which the gas conductor connection between the first and the second chamber takes place, preferably a single gas generator is installed, for example as a gas generator with several stages.

[0019] A multi-stage gas generator can be triggered multiple times, depending on the number of stages. For example, an initial gas release can occur independently of a subsequent, later release. This allows for the staggered expansion of multiple chambers within a gasbag, saving space and costs, as only a single gas generator is required.

[0020] This embodiment makes it advantageously possible to achieve a large number of different pressure-time profiles of the gas bag.

[0021] Another preferred embodiment provides that the separating layer – relative to an expanded state of the airbag and / or relative to an installed state in a vehicle – extends in a yz-plane, i.e., vertically along a longitudinal direction of the vehicle. The circumferential fixing of the airbag, viewed from the front, runs essentially in a plane parallel to a vertical orientation of the vehicle seat and circumferentially. The rationale behind this embodiment is that, in an application where the airbag transitions from a collapsed to an expanded state, improved attachment to the vehicle occupant is possible, and several scenarios according to the above-mentioned embodiment can be implemented.

[0022] For example, if only the first chamber is expanded in the present invention, the gasbag's effectiveness is not limited. The gasbag fulfills its intended function, protecting the vehicle occupant laterally and covering both the pelvic and thoracic regions. However, if, according to the teachings of the cited publication, only a single chamber, for example the lower pelvic chamber, is expanded, the gasbag does not fulfill its intended function, as the upper thoracic region of the vehicle occupant is not covered by the upper thoracic chamber.

[0023] To improve the representation of various pressure-time profiles, a further embodiment may provide that the wall of the first and / or the wall of the second chamber each has a drain valve or an opening for a gas-conducting connection with the environment adjacent to the gas bag, or with the atmosphere. The opening or drain valve penetrates the respective material layer.

[0024] Another advantageous embodiment provides that the separating layer - with reference to an expanded state of the first or the second chamber - is essentially in contact with the wall of the other, collapsed chamber.

[0025] This advantageously results in a single-sided, double-layered wall of the gas bag, which is more robust against unwanted leaks, for example, if a pointed or sharp object were to pierce the wall. The separating layer does not affect the geometry of the gas bag in its expanded state because it does not act as a tension band and therefore does not restrict the expansion of the gas bag.

[0026] Another advantageous embodiment provides that the first and / or second layer of material is laid or folded section by section in such a way that at least one section or fixing section is created which - with reference to an expanded state of the gas bag - is oriented at an angle perpendicular to the circumferential fixing.

[0027] Specifically, the section can be created by ensuring that the respective layer of material in the area of ​​the desired section, starting from the intended circumferential fixation, has twice the length of the section in its fixed state. This involves folding the material layer along its single length. The resulting section is then fixed (section fixation), for example, with a seam that joins two layers of material together (in a special embodiment, at least one separating layer, with or without a fold, can also be fixed, resulting in multiple layers being fixed together). Starting from the circumferential fixation, this creates a section on the gas bag that extends at an angle perpendicular to the circumferential fixation. This angle is, for example, 90°.

[0028] This embodiment allows for a change in the geometry of the gas bag, particularly in an expanded state. The basic geometry, which may be oval in a front view and is created by the superimposed layers of material in conjunction with the circumferential fixation, thereby acquires an angular shape in the areas of the section, relative to the front view.

[0029] Depending on the arrangement of the section on the airbag and its orientation when installed in the vehicle, an advantageous effect can be achieved. For example, when the airbag is used as a side airbag, it is positioned between a seat structure and the vehicle's outer body, and in its expanded state, it extends at least partially between the vehicle occupant and the outer body. In this case, the airbag's circumferential fixing is oriented such that, when expanded, there is no circumferential fixing on the wall immediately adjacent to the vehicle occupant. This is because, viewed from the front, the wall extends vertically, essentially parallel to the vehicle occupant.

[0030] The basic geometry of the airbag is parabolic in the area of ​​the circumferential fixation when expanded. A section or fixing section allows for a change in geometry, transforming the parabolic shape into a wider contact surface, which, for example, is rectangular in this section. This section is specifically located in an area of ​​the airbag that moves forward during expansion, such as – in a side view – the upper front section of the airbag. Advantageously, this change in geometry improves the connection between the airbag and the vehicle occupant, as the occupant's arm adjacent to the vehicle's outer body can be displaced more precisely and in a more controlled manner during expansion. This reduces the risk of injury.

[0031] In another embodiment, the section or the fixing section can be designed symmetrically or asymmetrically, with reference to an expanded state of the gas bag and assuming an imaginary axis or plane of symmetry defined by the circumferential fixing.

[0032] This allows for various geometric changes to the gasbag, for example a rectangular section in a symmetrical design, and a triangular section in an asymmetrical design, each with reference to a front view of the gasbag in expanded condition, with the circumferential fixing extending vertically.

[0033] In a further, very advantageous embodiment, the separating layer has a larger area than the first and / or second material layer, in relation to the area resulting from or encompassed by the circumferential fixing.

[0034] Particularly in an embodiment where the geometry is changed by means of the section or the fixing section, this embodiment has proven advantageous, since the separating layer must be fixed to the section and the circumferential fixing in order to form the two chambers and thereby counteract unwanted tension in the expanded gas bag. If, for example, the gas bag exhibits a symmetrical change in geometry, i.e., the section is formed on a left and right side with respect to the circumferential fixing, then the separating layer can sensibly be fixed to only one of these sections to achieve the two chambers. If the separating layer did not have a larger area than the material layer(s), it would prevent the intended expansion of the gas bag by being under tension. This is undesirable.

[0035] Another very advantageous embodiment provides that the separating layer has an overlapping fold which is connected, at least partially, to the circumferential fixing, the section and / or the fixing section in a force-conducting manner.

[0036] The gas bag can have four layers in the area of ​​circumferential or sectional fixation, each layer consisting of two layers of the first or second material layer (folded, each on the outside) and two layers of the separating layer. In the area of ​​the overlapping fold of the separating layer, the gas bag has five layers in the area of ​​sectional circumferential fixation, each layer consisting of one layer of the first and second material layers and three layers of the folded separating layer. All other areas of the gas bag have three layers in the fixation area, each layer consisting of one layer of the first and second material layers and the separating layer.

[0037] Advantageously, this embodiment allows for the creation of an approximately equal chamber volume for the first and second chambers. This may be necessary, for example, when the gas bag undergoes a symmetrical change in geometry, where the separating layer is fixed transversely to the circumferential fixing in only one of the two sections. This results in an uneven volume distribution between the two chambers. The overlapping fold provides additional length for the separating layer, counteracting this issue.

[0038] The use of the airbag module as a side airbag is further disclosed. Advantageously, this results in an airbag module arrangement in which the airbag module is arranged laterally on a vehicle seat or vehicle seat structure, and the airbag—relative to an expanded state—extends at least partially between the vehicle seat or vehicle seat structure and an exterior vehicle structure. The exterior vehicle structure can, for example, be a door or door panel. The separation layer of the airbag extends in the yz-plane, i.e., viewed from the front, essentially parallel to the vehicle occupant or the exterior vehicle structure.

[0039] With this special arrangement, the gas bag with the two chambers can represent different pressure-time profiles and provide improved protection for the vehicle occupants.

[0040] The method for controlling an airbag module and / or the airbag module assembly provides for a control unit that, depending on a sensor signal, ignites at least one gas generator, or the first and / or the second gas generator. The sensor signal can be triggered, for example, by a vehicle environment sensor detecting an impending or immediate use case and initiating the ignition(s) accordingly.

[0041] One embodiment may provide that, for example, only the ignition of the first or the second gas generator takes place, or, in the case of the use of multi-stage gas generators, only a single stage is ignited.

[0042] This switching variant allows the scenarios already described to be represented, namely the combined pre-crash and in-crash phase and the in-crash phase only.

[0043] In a further embodiment, it may be provided that the first gas generator is ignited at a time delay before the ignition of the second gas generator, or, in the case of a multi-stage gas generator, that the individual stages are triggered at a time delay.

[0044] In particular, this allows for the representation of further pressure-time profiles that may be useful depending on a specific application.

[0045] The two gas generators, or the multiple stages of the multi-stage gas generator, can be ignited with a time offset of approximately 400 ms, preferably with a time offset of approximately 200 ms. However, significantly smaller ignition offsets of up to 30 ms are also possible. Tests have shown that the risk of injury can be significantly reduced, particularly in the combined pre-crash and in-crash phases. In this process, the first chamber in the pre-crash phase would push the vehicle occupant in the opposite direction to the direction of the impact. Then, as the occupant swings back towards the direction of the impact, the second chamber in the in-crash phase would expand, creating a damping layer that allows for controlled deceleration of the vehicle occupant. This time offset has a beneficial effect on minimizing the risk of injury.

[0046] Furthermore, it can be provided that the ignition of the first gas generator takes place during the pre-crash phase of the vehicle and / or the ignition of the second gas generator takes place during an in-crash phase of the vehicle. The respective phases characterize the state of the vehicle in the respective accident phase.

[0047] The invention will be explained in more detail below with reference to several exemplary embodiments and the figures. The figures show: Fig. 1 a top view of a cross-sectional pattern of the gasbag; Fig. 2 the subject of Fig. 1 in a folded state with the separating layer inserted; Fig. 3. The gasbag in an expanded state from a perspective view; Fig. 4 a horizontal section of the airbag module arrangement; Fig. 5 a side view of the airbag module arrangement; Fig. 6 a front view of the airbag module arrangement; Fig. 7 a temporal sequence of gasbag states in a first use case; and Fig. 8 a temporal sequence of gasbag states in a second use case.

[0048] The Fig. Figure 1 schematically shows a top view of a pattern for the production of a gas bag 10. The pattern shows a first and a second layer of material 12, 14, which can be folded together at a fold 16 and thus placed congruently on top of each other. A circumferential fastening 18 is also visible, extending in sections around the gas bag 10. The circumferential fastening 18 is implemented as a seam, which is worked into the layers 12, 14, 15 with a needle and thread. "In sections" in this context means that, for example, no circumferential fastening is necessary in the section of the fold 16, since the material layers 12, 14 can be made from a single layer. For the layers 12, 14, 15, a nearly airtight textile is used, for example.

[0049] Furthermore, it is evident that the gas bag 10 has two sections 20, 22, which create a change in geometry when the gas bag 10 is expanded. An expanded gas bag 10 refers to the state of the gas bag 10 in an application, i.e., when it is fully inflated. The change in geometry is symmetrical, since each layer of material 12, 14 has such a section 20, 22, and an axis of symmetry—here at the circumferential fixing point 18—is given. Each section 20, 22 is folded at its midpoint 20.3, 22.3 and subsequently fixed, for example, by means of a seam. Points 20.1 and 20.2, and points 22.1 and 22.2, are then congruent.

[0050] The Fig. 2 shows the gasbag 10 of Fig. 1 in a state folded at the fold 16, wherein a separating layer 15 is inserted. The separating layer 15 is arranged between the first material layer 12 and the second material layer 14, thus extending parallel to at least one of these material layers 12, 14. It can be seen that the area of ​​the separating layer 15 is significantly larger than the area of ​​the material layer 12 or 14, the area being the region resulting from the circumferential fixing 18 together with the fold 16.

[0051] To ensure that the circumferential fixings 18 of the material layers 12 and 14 are congruent with the circumferential fixing 18 of the separating layer 15, the separating layer 15 must be adapted accordingly. This is preferably achieved by providing the separating layer 15 with a double fold 17, along which the separating layer 15 is folded twice. This creates a Z-fold in the separating layer 15, which has three layers in the area of ​​the double fold 17.

[0052] In the present embodiment with the symmetrical geometric change of the gas bag 10 by the two sections 20, 22, section 23 of the separating layer 15 is fixed to one of the sections 20 or 22. This is done, for example, by placing sections 22 and 23 congruently on top of each other, then folding at point 22.3 (points 22.1 and 22.2 are then congruent), and then section fixing 19 (here section fixing 19.1 together with section fixing 19.2) takes place.

[0053] After these processes, the separating layer 15 – in a flat, spread-out state – has essentially the same area as the material layers 12 and 14, with the difference that the area is larger in an expanded state of the gas bag 10 due to the double fold 17. This makes it possible, when implemented as a symmetrical geometric change, to create essentially two chambers 26, 28 of the gas bag 10 with equal volumes.

[0054] The Fig. Figure 3 shows the gas bag 10 in an expanded state. The symmetrical change in geometry due to sections 20 and 22 is evident. This change in geometry has the advantage that, depending on the precise positioning of the gas bag 10 during use, the connection of the gas bag 10 to a vehicle occupant 40 is more effective and carries a lower risk of injury.

[0055] The Fig. Figure 4 shows a horizontal section of a schematic airbag module arrangement 100 in a vehicle. The horizontal section is taken in the area of ​​the thorax of the vehicle occupant 40. The vehicle occupant 40 is schematically depicted, seated on a vehicle seat structure 43 – indicated here by a backrest 42 of the vehicle seat structure 43. An airbag module 50 is also visible, comprising at least one gas generator 52, a module holder 54, and a gas bag 10. The airbag module 50 is shown in an in-use state, i.e., the at least one gas generator 52 has already been triggered and the gas bag 10 is in an expanded state. The gas generator 52 can be configured as a multi-stage gas generator, with each stage being gas-conductingly connected to one of the chambers 26, 28. Alternatively or additionally, at least two gas generators 52.1, 52.2 are shown.2 installed, each with a gas generator connected to one of the chambers 26, 28 via a gas conductor.

[0056] The airbag module 50 is fixed to the left side of the vehicle seat structure 43 or the backrest 42. The airbag module 50 is oriented such that the inflated airbag 10 extends at least partially into the area between the vehicle seat structure 43 or the vehicle occupant 40 and an external vehicle structure 44. The external vehicle structure 44 can, for example, be a vehicle door.

[0057] Furthermore, the Fig. 4. The orientation of the gasbag 10 in the expanded state: The separating layer 15 extends laterally from the vehicle occupant 40 in a vertical direction (orientation in the yz-plane). This orientation is important and thus distinguishes the present invention from the aforementioned publication, since it ensures that the first and second chambers 26, 28 of the gasbag 10 are parallel to each other and that it is therefore possible to expand the first and / or the second chamber 26, 28 simultaneously or with a time offset from each other, whereby in each combination a proper connection of the vehicle occupant 40 to the gasbag 10 is ensured.

[0058] The Fig. Figure 5 shows the embodiment from a side view, with the expanded airbag 10 schematically depicted. In this case, the separating layer 15 together with the circumferential fixing 18 of the airbag 10 is visible. The airbag module 50 is also shown as an arrangement on the backrest 42. The separating layer 15 is oriented essentially in the yz direction, whereby the term "essentially" also includes angular deviations, such as those shown, for example, in Fig. 4 are evident.

[0059] The Fig. Figure 6 shows the embodiment in a front view, with the gas bag 10 expanded. It can be seen that chamber 26 is completely expanded and chamber 28 is in a collapsed state. In combination with the Fig. 7a to 7c and the Fig. 8a and Fig. From section 8b, two application scenarios can be described. Firstly, the application scenario according to the Fig. 7a to 7c (combined scenario with pre-crash and in-crash phases) and once the application scenario according to the Fig. 8a and Fig. 8b (Scenario with only the in-crash phase).

[0060] For the Fig. 7b and Fig. 7c the reference numerals of Fig. 7a analog. For the Fig. 8b the reference numerals of Fig. 8a analog.

[0061] The combined scenario includes a pre-crash phase and an in-crash phase. The pre-crash phase occurs when no collision with a vehicle body has yet taken place, but a sensor system, in conjunction with a vehicle control unit, detects a future accident (for example, within the next 400 ms) due to a collision-causing approach to the vehicle body, and chamber 26 of the gas bag 10 expands accordingly (see Fig. 6 in conjunction with Fig. 7a). The in-crash phase occurs when, after contact with the vehicle body, chamber 28 of the airbag 10 expands. This is achieved by a first gas generator 52.1 being gas-conducted to chamber 26. A second gas generator 52.2 is gas-conducted to chamber 28. Both chambers 26 and 28 are essentially gas-tightly separated from each other by the separating layer 15. Chamber 26 has an opening 30 in the material layer 12, and chamber 28 has an opening 32 in the material layer 14. This provides both chambers 26 and 28 with a gas-conducting connection to the external environment of the airbag 10. The openings 30 and 32 allow for the adjustment of a specific pressure-time characteristic curve for the airbag module 50 as required. A control unit switches the respective gas generators 52.1, 52.2 on as required in the respective phases.

[0062] Due to the expansion of chamber 26 during the pre-crash phase, the vehicle occupant 40 is pushed in the direction of the collision, i.e., in the minus x direction. The collision occurs at the vehicle's outer structure 44. This increases the distance between the vehicle's outer structure 44 and the vehicle occupant 40.

[0063] The gas generator 52.2 is then ignited during the in-crash phase. This occurs with a time delay of approximately 200 ms compared to the ignition of the gas generator 52.1. According to the Fig. 7b in conjunction with the Fig. At this point, both chambers 26 and 28 have approximately the same volume. Chamber 26 has already lost volume in the time interval before the ignition of the gas generator 52.2 via opening 30. Subsequently, after the ignition of the gas generator 52.2, both chambers 26 and 28 continue to lose volume through openings 30 and 32, i.e., the oscillation of the vehicle occupant 40 in the x-direction is dampened, which, due to the pressure increase, further reduces the volume of both chambers 26 and 28. Fig. Figure 7c shows a significantly reduced volume of the two chambers 26, 28 relatively at the end of the application, with all potential energy being dissipated.

[0064] The second application scenario (scenario with only the in-crash phase) is described below using the following examples: Fig. 6 in connection with the Fig. 8a and Fig. 8b described. In this scenario, whether intentionally or unintentionally, no ignition of a gas generator 52 is generated in the pre-crash phase. A signal from the control unit therefore only acts in the in-crash phase and only on the gas generator 52.2 and the chamber 28. Thus, due to the gas-tight separation of the two chambers 26 and 28 by the separating layer 15, it is possible to carry out the proper application of the airbag module 50, independent of the expansion of the other chamber 26 or 28.

[0065] Here, the gas generator 52.2 is ignited during the in-crash phase, causing chamber 28 to expand and adhere to the vehicle occupant 40. This connection to the vehicle occupant 40 ensures that, over the course of the accident, the occupant is gradually drawn into chamber 28, thus dampening the dissipation of their potential energy. This is achieved primarily by an opening 32 in the wall of the material layer 14, which allows for controlled pressure release and thereby enables the damping effect of the gas bag 10. Fig. 8b shows in comparison to the Fig. 8a a smaller volume of chamber 28, which was reduced due to the immersion of the vehicle occupant 40 into the gasbag 10. Reference symbol list 10 Gasbag 12 first layer of material 14 second layer of material 15 Separation layer 16 fold 17 Double fold 18 Perimeter fixation 19 Section fixing Section 20 Section 22 Section 23 26 first chamber 28 second chamber 30 Opening 32 Opening 40 vehicle occupants 41 Vehicle component 42 backrest 43 Vehicle seat structure 44 Vehicle exterior structure 50 Airbag module 52 Gas generator 54 Module holder 100 Airbag module arrangement QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 1 026 048 A2 [0004, 0012]

Claims

[1] Airbag module (50), comprising at least one gas generator (52), one gas bag (10) and a module holder (54) for receiving the gas generator (52) and the gas bag (10) and for fixing them to a vehicle component (41), wherein the gas bag (10) comprises a wall made of a first and a second material layer (12, 14) which are connected to one another at least in sections in the circumferential direction (circumferential fixing) (18) and a separating layer (15) is arranged between the first and second material layers (12, 14), which - with respect to a collapsed and spread-out state of the gas bag (10) - extends substantially parallel to a plane of the first and / or second material layer (12, 14) and forms a first chamber (26) together with the first material layer (12) and a second chamber (28) together with the second material layer (14). [2] Airbag module (50) according to claim 1, characterized bythat the first and the second chamber (26, 28) are separated from each other in a substantially airtight manner or the separating layer (15) has a gas-conducting connection between the first and the second chamber (26, 28). [3] Airbag module (50) according to one of claims 1 to 2, characterized by that a first gas generator (52.1) is connected to the first chamber (26) in a gas-conducting manner at least by its gas outlet and a second gas generator (52.2) is connected to the second chamber (28) in a gas-conducting manner at least by its gas outlet, or a gas generator (52) is installed with several stages, wherein a first stage is connected to the first chamber (26) in a gas-conducting manner at least by its gas outlet and a second stage is connected to the second chamber (28) in a gas-conducting manner at least by its gas outlet. [4] Airbag module (50) according to one of claims 1 to 3, characterized bythat the separating layer (15) - relative to an expanded state of the gas bag (10) and relative to an installed state in a vehicle - extends in a yz plane. [5] Airbag module (50) according to one of claims 1 to 4, characterized by that the wall of the first and / or the wall of the second chamber (26, 28) each has a drain valve or an opening (30, 32) for a gas-conducting connection with the adjacent environment. [6] Airbag module (50) according to one of claims 1 to 5, characterized by that the separating layer (15) - relative to an expanded state of the first or second chamber (26, 28) - is substantially contactable with the wall of the other, collapsed chamber. [7] Airbag module (50) according to one of claims 1 to 6, characterized bythat the first and / or second material layer (12, 14) are laid or folded in sections such that at least one section (20, 22) or fixing section is created which - with respect to an expanded state of the gas bag (10) - is aligned at an angle transverse to the circumferential fixing (18). [8] Airbag module (50) according to claim 7, characterized by that the section (20, 22) or fixing section runs symmetrically or asymmetrically - with respect to a collapsed and spread-out state of the gas bag (10). [9] Airbag module (50) according to one of claims 1 to 8, characterized by that the separating layer (15) has a larger area than the first and / or second material layer (12, 14), relative to the area resulting from the circumferential fixing (18) or enclosed by the circumferential fixing (18). [10] Airbag module (50) according to one of claims 7 to 9, characterized bythat the separating layer (15) has an overlapping fold (17) which is at least partially connected in a force-conducting manner to the circumferential fixing (18), the section (20, 22) and / or the fixing section. [11] Airbag module arrangement (100) in a vehicle, comprising an airbag module (50) according to one of claims 1 to 10, wherein the airbag module (50) is arranged laterally on a vehicle seat or a vehicle seat structure (43) and the gas bag (10) extends - with respect to an expanded state - at least partially between the vehicle seat or the vehicle seat structure (43) and a vehicle exterior structure (44). [12] Method for controlling an airbag module (50) according to one of claims 1 to 10 and / or an airbag module arrangement (100) according to claim 11, wherein a control unit is provided which ignites the at least one gas generator (52), or the first and / or the second gas generator (52.1, 52.2) as a function of a sensor signal. [13] Method according to claim 12, characterized by that only the first or second gas generator (52.1, 52.2) is ignited, or in the case of a multi-stage gas generator (52) only one stage is ignited. [14] Method according to claim 12, characterized by that the first gas generator (52.1) is ignited with a time delay before the ignition of the second gas generator (52.2), or in the case of a multi-stage gas generator (52) a time-delayed triggering takes place. [15] Method according to claim 14, characterized bythat the two gas generators (52.1, 52.2) or the plurality of stages of the multi-stage gas generator (52) are ignited with a time offset in the range of 400 ms, particularly preferably with a time offset in the range of 200 ms. [16] Method according to one of claims 14 or 15, characterized by that the ignition of the first gas generator (52.1) is carried out in a pre-crash phase of the vehicle and / or the ignition of the second gas generator (52.2) is carried out in an in-crash phase of the vehicle.

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