Design structure and design method of a co-pilot composite material airbag frame

Abstract

The present application discloses a design structure and a design method for a co-pilot composite material airbag frame, and relates to the technical field of airbag structure design. It discloses a design structure for a co-pilot composite material airbag frame, and a design method for a co-pilot composite material airbag frame, the design method comprising: determining the proximal fan blades of the double-door of the airbag frame close to the passenger side to set a mesh, determining the spacing between the mesh folding line and the proximal fan blades, the mesh comprising three sections, namely a fixed section, a margin section and a connecting section; determining the shape and size of the mesh, requiring the fixed section and the connecting section to meet the force requirements of the PAB explosion test; setting multiple positioning points on the mesh for positioning the mesh in the mold cavity. In the design structure and design method of the co-pilot composite material airbag frame of the present application, the fan blades on one side are precisely embedded in the mesh to solve the problems of high mesh cost and easy breakage of the fan blades in the related art.

Description

Technical Field

[0001] The present application relates to the technical field of airbag structure design, and in particular to a design structure and design method of a co-pilot composite material airbag frame. Background Art

[0002] At present, the automobile airbag system is an auxiliary protection system. When the vehicle is hit, the PAB (Passenger Air Bag) pops out to protect passengers from colliding with hard objects in the car, reducing the risk of fatal injuries to passengers and protecting their safety.

[0003] In the related art, the passenger's hard dashboard airbag frame is a frame structure with a cavity for loading the PAB, and the frame structure has two doors that open in front and back. Currently, there are two main types of hard dashboard airbag frames on the market. The first type of airbag frame has mesh fabric on the inner surface of both doors, and the mesh fabric also covers the hinge area (see Figure 1 、 Figure 2 and Figure 3 ), and all the meshes are embedded and injection-molded into the airbag plastic structure; the inner surfaces of the two double-leaf doors of the other airbag frame are not arranged with meshes, and the flexibility and toughness of the plastic parts are relied solely on to ensure that the hinges do not break during deployment and the airbag is deployed.

[0004] However, the mesh of the first type of airbag frame covers the two double doors and the opening hinge area. Currently, the mesh is made of imported materials, covers a large area, and is relatively expensive. The second type of airbag frame does not have any mesh on the two double doors and the hinge area. It relies solely on the flexibility and toughness of the plastic parts to ensure that the hinges do not break when the double doors are opened and the airbag is deployed. There is a high risk of breakage when subjected to the impact of the PAB explosion, which can easily cause further harm to the occupants. Summary of the Invention

[0005] In response to the defects in the existing technology, the purpose of this application is to provide a design structure and design method for a co-pilot composite material airbag frame, in which the single-sided fan blades are precisely embedded in the mesh to solve the problems of high mesh cost and easy breakage of fan blades in related technologies.

[0006] In order to achieve the above purpose, the technical solution adopted is: a design structure of a co-pilot composite material airbag frame, the design structure includes a double door of the airbag frame, the double door includes two fan blades, and the proximal fan blade close to the passenger side is provided with a mesh; the mesh includes a fixed section, a margin section and a connecting section; the fixed section is embedded in the frame of the airbag frame body, the connecting section is embedded in the proximal fan blade, the margin section is arranged between the fixed section and the connecting section, and the margin section is used to allow the proximal fan blade to flip and fit into the frame of the airbag frame body when the PAB explodes.

[0007] Based on the above technical solution, the design structure further includes a plastic oblique edge, the bottom end of the plastic oblique edge extends to connect to the inner edge of the capsule frame body, and the top end of the plastic oblique edge extends to connect to the bottom surface of the proximal fan blade;

[0008] The plastic oblique edge and the capsule frame body form a triangular cavity, and the margin section is accommodated in the triangular cavity.

[0009] On the basis of the above technical solution, the fixed section also includes a fixed near section, a climbing section and a fixed far section. The depth of the fixed near section embedded in the frame of the capsule frame body is different from the depth of the fixed far section embedded in the frame of the capsule frame body. The climbing section transitionally connects the fixed near section and the fixed far section, and the fixed near section is closer to the outer surface of the double-door.

[0010] This application also discloses a design method for a passenger airbag frame made of composite materials, comprising the following steps:

[0011] Determine the mesh for the proximal fan blade of the airbag frame's double-door, near the passenger side, determine the spacing between the mesh folding line and the proximal fan blade, and determine the mesh connection method; the mesh comprises three sections, namely a fixed section, a residual section, and a connecting section; the fixed section is embedded in the frame of the airbag frame body, the connecting section is embedded in the proximal fan blade, and the residual section is arranged between the fixed section and the connecting section;

[0012] Determine the shape and size of the mesh. The entire mesh should be rectangular, and the margin section should be able to allow the proximal fan blades to flip and fit the frame of the capsule body during the PAB explosion. The fixed section and connecting section should be able to meet the force requirements of the PAB explosion test.

[0013] Multiple positioning points are set on the mesh to position the mesh in the mold cavity according to the set shape, size and connection form.

[0014] On the basis of the above technical solution, an instrument panel body is further provided on the outer side of the double-leaf door, and a central weakening line is provided on the instrument panel body at the center seam of the double-leaf door;

[0015] Determine the distance between the mesh fold line and the proximal fan blade, including:

[0016] 2f≤e;

[0017] Among them, f is the distance from the lower surface of the mesh of the proximal fan blade to the outer surface of the instrument panel body, and e is the width from the folding line of the mesh to the rear end of the proximal fan blade.

[0018] Based on the above technical solution, the connection section is required to meet the stress requirements of the PAB explosion test, including:

[0019] b=(7 / 9)*a;

[0020] Wherein, a is the width of the proximal fan blade, and b is the injection molding width of the mesh embedded in the proximal fan blade.

[0021] Based on the above technical solution, the margin section is required to allow the proximal fan blades to flip and fit the frame of the capsule body when the PAB explodes, including:

[0022] x=h+g+f+p;

[0023] Among them, x is the total width of the mesh cloth of the margin section after extension, h is the width from the side weakening line of the instrument panel body to the rear end of the proximal fan blade, g is the distance from the folding line of the mesh cloth to the outer surface of the instrument panel body, f is the distance from the lower surface of the mesh cloth of the proximal fan blade to the outer surface of the instrument panel body, and p is the design margin of the margin section.

[0024] Based on the above technical solution, the fixed section further includes a fixed near section, a climbing section, and a fixed far section. The depth to which the fixed near section is embedded in the frame of the capsule frame body is different from the depth to which the fixed far section is embedded in the frame of the capsule frame body. The climbing section transitionally connects the fixed near section and the fixed far section. The fixed near section is closer to the outer surface of the instrument panel body.

[0025] The fixed section is required to meet the stress requirements of the PAB explosion test, including:

[0026] j+2=2i;

[0027] k=1.8t;

[0028] γ = 30°;

[0029] Among them, j is the length of the fixed near segment, i is the length of the fixed far segment, k is the climbing height of the climbing segment, t is the thickness of the mesh, and γ is the climbing angle of the climbing segment.

[0030] Based on the above technical solution, the total width of the entire mesh after unfolding is calculated as follows:

[0031] L=J+2+1.8*t / sin(γ)+i+h+g+f+p+b;

[0032] Wherein, b is the injection molding length of the mesh embedded in the proximal fan blade.

[0033] On the basis of the above technical solution, the mesh has four positioning points during injection molding, the first and second positioning points are used to position the connecting section and the proximal fan blades, and the third and fourth positioning points are used to position the fixed section and the frame of the capsule frame body;

[0034] The position design of the four positioning points has the following requirements:

[0035] L3=0.5a;

[0036] W1=(5 / 24)*u;

[0037] L1=ba / 2;

[0038] W2=0.3u;

[0039] L2=2+J+1.8t / sin(γ)+0.5i;

[0040] Among them, L3 is the distance between the third positioning point and the fourth positioning point and the center seam of the double-leaf door, a is the width of the proximal fan blade; W1 is the distance between the third positioning point and the fourth positioning point and the length center axis of the mesh; W2 is the distance between the first positioning point and the second positioning point and the length center axis of the mesh; u is the total length of the double-leaf door; b is the injection molding length of the mesh embedded in the proximal fan blade; L1 is the distance between the first positioning point and the second positioning point to the edge of the mesh in the width direction after the mesh is unfolded; L2 is the distance between the third positioning point and the fourth positioning point to the edge of the mesh in the width direction after the mesh is unfolded.

[0041] The beneficial effects of the technical solution provided by this application include:

[0042] 1. The design structure of the present application is to set a mesh only on the proximal fan blade close to the passenger side, which greatly saves costs compared to the prior art in which a mesh is set on the inner side of the double-door. Compared with the prior art in which no mesh is set at all, the risk of the proximal fan blade breaking and injuring the passenger is greatly reduced. Since the distal fan blade will not break and injure the passenger, no mesh is set on the distal fan blade.

[0043] 2. The design method for the co-pilot composite airbag frame in this application utilizes a multi-segment mesh design. The three-segment design of the fixed segment, the margin segment, and the connecting segment meets all mesh requirements and ensures that the proximal blades fully deploy during a PAB explosion without obstructing the airbag or causing proximal blade breakage, ensuring safety and reliability.

[0044] Furthermore, after a large number of PAB explosion tests, the relationship between a and b was obtained, satisfying b = (7 / 9) * a, which can prevent the mesh from pulling away from the plastic structure and fully meet the force requirements of an actual PAB explosion. At the same time, the connecting section does not need to completely cover the proximal fan blades, reducing the area of ​​the mesh and minimizing costs. Furthermore, the total width of the excess section mesh after extension satisfies x = h + g + f + p, which can allow the proximal fan blades to fully deploy. Furthermore, satisfying j + 2 = 2i, k = 1.8t, and γ = 30° can prevent mesh tearing and frame damage, fully meeting the high-force release requirements during a PAB explosion, while eliminating excessive redundant mesh and ensuring a precise and reliable design. Furthermore, according to the set dimensions L3 = 0.5a, W1 = (5 / 24) * u, L1 = ba / 2, W2 = 0.3u, and L2 = 2 + (J + 1.8t / sin(r) + 0.5i), the mesh can be uniformly and reliably stressed and localized tearing will not occur. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0046] Figure 1 It is a structural diagram of an airbag frame in the prior art;

[0047] Figure 2 for Figure 1 AA section view in;

[0048] Figure 3 for Figure 2 Schematic diagram of the structure of the mesh;

[0049] Figure 4 A cross-sectional view of an airbag frame provided in an embodiment of the present application;

[0050] Figure 5 A schematic diagram of the mesh inside the airbag frame provided in an embodiment of the present application;

[0051] Figure 6 The size design drawing of the mesh provided in the embodiment of this application;

[0052] Figure 7 A distribution diagram of the positioning points of the mesh cloth in the airbag frame provided in an embodiment of the present application;

[0053] Figure 8 A distribution diagram of positioning points of the unfolded mesh provided in an embodiment of the present application;

[0054] Figure markings: 1. airbag frame; 11. double doors; 111. proximal fan blades; 12. airbag frame body; 121. frame; 13. mesh; 14. plastic oblique edge; 131. connecting section; 132. margin section; 133. fixed section; 134. mesh folding line; 1331. fixed proximal section; 1332. climbing section; 1333. fixed distal section; 2. instrument panel body; 21. middle weakening line; 22. side weakening line; 31. first positioning point; 32. second positioning point; 33. third positioning point; 34. fourth positioning point. DETAILED DESCRIPTION

[0055] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only intended to illustrate the present invention and are not intended to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.

[0056] like Figures 4 to 8 As shown, this application also discloses an embodiment of a design structure for a passenger composite material airbag frame. The design structure includes a bifold door 11 of the airbag frame 1. The bifold door 11 includes two blades: a proximal blade 111 near the passenger side and a distal blade away from the passenger side. The proximal blade 111 near the passenger side is provided with a mesh 13, while the distal blade is not provided with a mesh at all.

[0057] The mesh 13 comprises a fixed section 133, a margin section 132, and a connecting section 131. The fixed section 133 is embedded in the frame 121 of the airbag frame body 12, primarily serving as a fixed base. The connecting section 131 is embedded in the proximal blades 111, connecting them. The margin section 132 is positioned between the fixed section 133 and the connecting section 131. Specifically, the margin section 132 allows the proximal blades 111 to flip and fit against the frame 121 of the airbag frame body 12 during airbag explosion, without hindering airbag deployment.

[0058] The design structure of the present application only sets the mesh 13 on the proximal fan blade 111 close to the passenger side, which greatly saves costs compared with the prior art in which meshes are set on the inner sides of the double-door. Compared with the prior art in which no mesh is set at all, the risk of the proximal fan blade 111 breaking and injuring the occupants is greatly reduced. Since the distal fan blade will not break and injure the occupants, no mesh is set on the distal fan blade.

[0059] Furthermore, the design structure includes a plastic beveled edge 14. The bottom end of the plastic beveled edge 14 extends to connect to the inner edge of the capsule frame body 12, and the top end of the plastic beveled edge 14 extends to connect to the bottom surface of the proximal fan blade 111. Specifically, the structure of the plastic beveled edge 14 has not been improved and remains the same as the traditional structure of this part. The plastic beveled edge 14 and the capsule frame body 12 form a triangular cavity, and the residual section 132 is accommodated within the triangular cavity.

[0060] like Figure 5 As shown, the fixed section 133 further includes a fixed proximal section 1331, a climbing section 1332, and a fixed distal section 1333. The depth at which the fixed proximal section 1331 is embedded in the frame 121 of the capsule frame body 12 is different from the depth at which the fixed distal section 1333 is embedded in the frame 121 of the capsule frame body 12. The climbing section 1332 transitionally connects the fixed proximal section 1331 and the fixed distal section 1333. Specifically, the fixed proximal section 1331 is closer to the outer surface of the bifold door 11.

[0061] The design structure of the present application intentionally divides the fixed section 133 into a fixed near section 1331, a climbing section 1332 and a fixed far section 1333, forming different embedding depths, which are embedded in the frame 121 of the capsule frame body 12 to form a more stable connection structure, which can prevent the fixed section 133 of the PAB explosion-expanded mesh from being pulled off or damaged.

[0062] This application also discloses a design method for a passenger airbag frame made of composite materials, comprising the following steps:

[0063] Determine that the mesh 13 is provided on the proximal blade 111 of the double-leaf door 11 of the airbag frame 1, which is close to the passenger side, that is, determine that the mesh is provided on one side. Determine the distance between the mesh fold line 134 and the proximal blade 111 to ensure that the PAB can fully explode and deploy. Determine the connection form of the mesh. The mesh 13 includes three sections, namely a fixed section 133, a residual section 132, and a connecting section 131. The fixed section 133 is embedded in the frame 121 of the airbag frame body 12, the connecting section 131 is embedded in the proximal blade 111, and the residual section 132 is provided between the fixed section 133 and the connecting section 131;

[0064] The shape and size of the mesh 13 are determined. The entire mesh 13 is rectangular, and the margin section 132 is required to allow the proximal fan blades 111 to flip and fit against the frame 121 of the bag frame body 12 when the PAB explodes. The fixing section 133 and the connecting section 131 are required to pass the PAB explosion test, that is, to ensure that the fixing section 133 and the connecting section 131 will not fall off the plastic structure, and the mesh will not be torn or damaged.

[0065] A plurality of positioning points are provided on the mesh 13 for positioning the mesh 13 in the mold cavity according to a set shape, size and connection form, thereby laying a foundation for subsequent one-piece injection molding to obtain a composite material airbag frame.

[0066] Specifically, the above sections all belong to the design stage. During actual production, the mesh 13 is fixed to the mold cavity for producing the airbag frame according to the conclusions of the design stage, and the designed co-pilot composite material airbag frame can be obtained by integral injection molding.

[0067] The design method of the co-pilot composite material airbag frame of the present application adopts a multi-segment design for the mesh 13. The three-segment design of the fixed segment 133, the margin segment 132 and the connecting segment 131 can meet all the requirements of the mesh, and can ensure that the proximal fan blades are fully opened when the PAB explodes, without hindering the airbag and without the problem of proximal fan blade breakage, which is safe and reliable.

[0068] On the basis of the above technical solution, an instrument panel body 2 is further provided on the outside of the double-leaf door 11, and a central weakening line 21 is provided on the instrument panel body 2 at the center seam of the double-leaf door 11. The central weakening line 21 is to ensure that the PAB can smoothly break through the instrument panel body 2 and deploy when the PAB explodes.

[0069] Determining the distance between the mesh fold line 134 and the proximal fan blade 111 of the mesh includes:

[0070] 2f≤e;

[0071] Among them, f is the distance from the lower surface of the mesh of the proximal fan blade 111 to the outer surface of the instrument panel body 2, and e is the width from the mesh folding line 134 to the rear side end of the proximal fan blade 111.

[0072] After a large number of PAB explosion tests, it was found that the proximal fan blades 111 can be fully deployed only when 2f≤e is satisfied.

[0073] Furthermore, the connection section 131 is required to meet the force requirements of the PAB explosion test, including:

[0074] b=(7 / 9)*a;

[0075] Among them, a is the width of the proximal fan blade 111, and b is the injection molding width of the mesh embedded in the proximal fan blade 111, that is, the width of the connecting section.

[0076] The design method of the co-pilot composite material airbag frame of the present application has been tested through a large number of PAB explosion tests, and the relationship between a and b is obtained, which satisfies b=(7 / 9)*a. It can prevent the mesh from being pulled off relative to the plastic structure and can fully meet the force requirements of the actual PAB explosion; at the same time, the connecting section does not need to completely cover the proximal fan blade 111, which reduces the area of ​​the mesh and saves costs as much as possible.

[0077] In one embodiment, the margin section 132 is required to allow the proximal blade 111 to flip and fit the frame 121 of the capsule frame body 12 when the PAB explodes, including:

[0078] x=h+g+f+p;

[0079] Where x is the total width of the mesh fabric of the margin section 132 after extension, h is the width from the side weakening line 22 of the instrument panel body 2 to the rear end of the proximal blade 111, g is the distance from the mesh fabric folding line 134 to the outer surface of the instrument panel body 2, f is the distance from the mesh fabric bottom surface of the proximal blade 111 to the outer surface of the instrument panel body 2, and p is the design margin of the margin section 132. p can be set according to actual needs.

[0080] The design method of the co-pilot composite material airbag frame of the present application has been tested and calculated on a large number of PAB explosion tests. The total width of the mesh cloth of the margin section 132 after being stretched satisfies x=h+g+f+p, which can allow the proximal fan blades 111 to be fully deployed.

[0081] Furthermore, the fixed section 133 further includes a near fixed section 1331, a ramped section 1332, and a far fixed section 1333. The near fixed section 1331 is embedded into the frame 121 of the capsule frame body 12 at a different depth than the far fixed section 1333. The ramped section 1332 transitionally connects the near fixed section 1331 and the far fixed section 1333. The near fixed section 1331 is closer to the outer surface of the instrument panel body 2.

[0082] The fixed section 133 is required to meet the stress requirements of the PAB explosion test, including:

[0083] j+2=2i;

[0084] k=1.8t;

[0085] γ = 30°;

[0086] Wherein, j is the length of the fixed near section 1331 , i is the length of the fixed far section 1333 , k is the climbing height of the climbing section 1332 , t is the thickness of the mesh, and γ is the climbing angle of the climbing section 1332 .

[0087] The design method of the co-pilot composite material airbag frame in this application has been tested and calculated on a large number of PAB explosion tests and has met j+2=2i, k=1.8t and γ=30°. It can prevent the mesh from tearing and the frame from being damaged, and fully meets the high-force release requirements during a PAB explosion. At the same time, there will not be too much redundant mesh, and the design is accurate and reliable.

[0088] Specifically, the total width of the entire mesh 13 after unfolding is calculated as follows:

[0089] L=J+2+1.8*t / sin(γ)+i+h+g+f+p+b;

[0090] Wherein, b is the injection molding length of the mesh embedded in the proximal fan blade 111.

[0091] The design method of the co-pilot composite material airbag frame of the present application first determines the installation form and size of the mesh through reverse design, then determines the shape and size of the entire mesh after it is unfolded, and then determines the total width of the mesh after it is unfolded as L=J+2+1.8*t / sin(γ)+i+h+g+f+p+b. Under the premise of knowing the parameters J, t, γ, i, h, g, f, p and b, the overall cutting and processing of the mesh can be carried out quickly.

[0092] Furthermore, the mesh 13 has four positioning points during injection molding. The first positioning point 31 and the second positioning point 32 are both used to position the connecting section 131 and the proximal fan blade 111, and the third positioning point 33 and the fourth positioning point 34 are both used to position the fixing section 133 and the frame 121 of the capsule frame body 12.

[0093] The position design of the four positioning points has the following requirements:

[0094] L3=0.5a;

[0095] W1=(5 / 24)*u;

[0096] L1=ba / 2;

[0097] W2=0.3u;

[0098] L2=2+J+1.8t / sin(r)+0.5i;

[0099] Among them, L3 is the distance between the third positioning point and the fourth positioning point and the center seam of the double-leaf door, a is the width of the proximal fan blade 111; W1 is the distance between the third positioning point and the fourth positioning point and the length center axis of the mesh; W2 is the distance between the first positioning point and the second positioning point and the length center axis of the mesh; u is the total length of the double-leaf door; a is the width of the proximal fan blade 111; b is the injection molding length of the mesh embedded in the proximal fan blade 111; L1 is the distance between the first positioning point and the second positioning point to the edge of the mesh in the width direction after the mesh is unfolded; L2 is the distance between the third positioning point and the fourth positioning point to the edge of the mesh in the width direction after the mesh is unfolded.

[0100] Specifically, the first and second positioning points are equidistant from the longitudinal midline of the mesh, and the third and fourth positioning points are equidistant from the longitudinal midline of the mesh.

[0101] like Figure 7 As shown, v is the length of the mesh, which is just a little smaller than u, the total length of the double door.

[0102] The design method of the co-pilot composite material airbag frame of the present application, according to the set size regulations L3=0.5a, W1=(5 / 24)*u, L1=ba / 2; W2=0.3u and L2=2+J+1.8t / sin(r)+0.5i, can make the mesh bear the force evenly and reliably, and will not cause local tearing.

[0103] Furthermore, the design structure includes a plastic beveled edge 14. The bottom end of the plastic beveled edge 14 extends to connect to the inner edge of the capsule frame body 12, and the top end of the plastic beveled edge 14 extends to connect to the bottom surface of the proximal fan blade 111. Specifically, the structure of the plastic beveled edge 14 has not been improved and remains the same as the traditional structure of this part. The plastic beveled edge 14 and the capsule frame body 12 form a triangular cavity, and the residual section 132 is accommodated within the triangular cavity.

[0104] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0105] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0106] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand and implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A design method for a passenger airbag frame made of composite materials, characterized in that: The following steps are involved: Determine whether to set a mesh (13) on the proximal fan blade (111) of the double-leaf door (11) of the airbag frame (1), which is close to the passenger side, determine the distance between the mesh folding line (134) and the proximal fan blade (111), and determine the connection form of the mesh; the mesh (13) includes three sections, namely a fixed section (133), a residual section (132), and a connecting section (131); the fixed section (133) is embedded in the frame (121) of the airbag frame body (12); the connecting section (131) is embedded in the proximal fan blade (111); and the residual section (132) is set between the fixed section (133) and the connecting section (131); Determine the shape and size of the mesh (13), the entire mesh (13) is rectangular, and the margin section (132) is required to allow the proximal fan blade (111) to flip and fit the frame (121) of the capsule frame body (12) when the PAB explodes, and the fixed section (133) and the connecting section (131) are required to meet the force requirements of the PAB explosion test; A plurality of positioning points are provided on the mesh (13) for positioning the mesh (13) in the mold cavity according to a set shape, size and connection form; An instrument panel body (2) is also provided on the outer side of the split door (11), and a central weakening line (21) is provided on the instrument panel body (2) at the center seam of the split door (11); Determining the distance between the folding line of the mesh (13) and the proximal fan blade (111) includes: 2f≤e; Wherein, f is the distance from the lower surface of the mesh of the proximal fan blade (111) to the outer surface of the instrument panel body (2), and e is the width from the mesh folding line (134) to the rear end of the proximal fan blade (111).

2. The method for designing a passenger composite material airbag frame according to claim 1, characterized in that: The connecting section (131) is required to meet the stress requirements of the PAB explosion test, including: b=(7 / 9)*a; Wherein, a is the width of the proximal fan blade (111), and b is the injection molding width of the mesh embedded in the proximal fan blade (111).

3. The method for designing a passenger composite material airbag frame according to claim 1, characterized in that: The margin section (132) is required to allow the proximal fan blade (111) to flip and fit the frame (121) of the capsule frame body (12) when the PAB explodes, including: x=h+g+f+p; Wherein, x is the total width of the mesh cloth of the margin section (132) after being lengthened, h is the width from the side weakening line (22) of the instrument panel body (2) to the rear side end of the proximal fan blade (111), g is the distance from the mesh cloth folding line (134) to the outer surface of the instrument panel body, f is the distance from the lower surface of the mesh cloth of the proximal fan blade (111) to the outer surface of the instrument panel body (2), and p is the design margin of the margin section (132).

4. The method for designing a passenger composite material airbag frame according to claim 3, characterized in that: The fixed section (133) further comprises a fixed near section (1331), a climbing section (1332) and a fixed far section (1333); the depth at which the fixed near section (1331) is embedded in the frame (121) of the capsule frame body (12) is different from the depth at which the fixed far section (1333) is embedded in the frame (121) of the capsule frame body (12); the climbing section (1332) transitionally connects the fixed near section (1331) and the fixed far section (1333); the fixed near section (1331) is closer to the outer surface of the instrument panel body (2); The fixed section (133) is required to meet the force requirements of the PAB explosion test, including: j+2=2i; k=1.8t; γ = 30°; Among them, j is the length of the fixed near section (1331), i is the length of the fixed far section (1333), k is the climbing height of the climbing section (1332), t is the thickness of the mesh, and γ is the climbing angle of the climbing section (1332).

5. The method for designing a passenger composite material airbag frame according to claim 4, characterized in that: The total width of the entire mesh (13) after unfolding is calculated as follows: L=J+2+1.8*t / sin(γ)+i+h+g+f+p+b; Wherein, b is the injection molding length of the mesh embedded in the proximal fan blade (111).

6. The method for designing a passenger composite material airbag frame according to claim 4, characterized in that: The mesh (13) has four positioning points during injection molding, wherein the first positioning point (31) and the second positioning point (32) are both used to position the connecting section (131) and the proximal fan blade (111), and the third positioning point (33) and the fourth positioning point (34) are both used to position the fixing section (133) and the frame (121) of the capsule frame body (12); The position design of the four positioning points has the following requirements: L3=0.5a; W1=(5 / 24)*u; L1=ba / 2; W2=0.3u; L2=2+J+1.8t / sin(γ)+0.5i; Wherein, L3 is the distance between the third positioning point and the fourth positioning point and the center seam of the double-leaf door, a is the width of the proximal fan blade (111); W1 is the distance between the third positioning point and the fourth positioning point and the longitudinal center axis of the mesh; W2 is the distance between the first positioning point and the second positioning point and the longitudinal center axis of the mesh; u is the total length of the double-leaf door; b is the injection molding length of the mesh embedded in the proximal fan blade (111); L1 is the distance between the first positioning point and the second positioning point and the edge of the mesh in the width direction after the mesh is unfolded; L2 is the distance between the third positioning point and the fourth positioning point and the edge of the mesh in the width direction after the mesh is unfolded.

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