Airbag system for a straddle-type power vehicle and straddle-type power vehicle provided with such a system

Abstract

An airbag system (1) for a straddle-type power vehicle (100) is provided. The system comprises a housing (2), an airbag (6) arranged in the housing (2), and an inflator (7). The housing (2) is elongated and configured to face a driver, and the housing (2) is configured to be fixedly mounted to a leg shield (102) adjacent to a handlebar (104) of the vehicle (100) in an area between the handlebar (104) and a footboard (105) of the vehicle (100). The elongated housing (2) is configured to be mounted in a substantially horizontal direction, transverse to a longitudinally extending centerline (CL) of the vehicle (100). The inflator (7) is configured to allow the airbag (6) to inflate and deploy symmetrically on opposite sides of the longitudinally extending centerline (CL) of the vehicle (100) upon an activation signal, thereby filling an available space between the vehicle and a pelvic, abdominal, thoracic, and head region of the driver. Further, a straddle-type power vehicle is provided.

Description

Technical Field

[0001] The present invention relates to an airbag system for a ride-on motor vehicle and a ride-on motor vehicle equipped with such an airbag system. Background Technology

[0002] In collisions involving motorized vehicles such as scooters, motorcycles, and snowmobiles, the driver is not restrained. This means that in a head-on collision, the driver will move forward rapidly. The femur and pelvis initially bear a high load before the driver's forward "dive" and hits an obstacle. It is known to provide airbags for motorized vehicles to restrain the driver's forward movement. However, further improvements are needed to better protect the driver from injury. Summary of the Invention

[0003] The purpose of this invention is to overcome the above-mentioned defects and to provide an improved airbag system suitable for riding-powered vehicles.

[0004] Another objective is to provide an airbag system that allows for the reduction of load on the pelvis and femur.

[0005] These and other objectives will be apparent from the following overview and description by means of an airbag system for a ride-on powered vehicle according to the appended claims.

[0006] According to an aspect of the present invention, an airbag system for a ride-on powered vehicle is provided, the airbag system comprising:

[0007] case;

[0008] Airbags arranged in the housing; and

[0009] Inflator;

[0010] Its features are,

[0011] The housing is elongated and configured to face the driver, and wherein it is configured to be fixedly mounted to the shin guard adjacent to the steering column of the vehicle in the area between the handlebars and the foot pedals, and wherein the elongated housing is configured to be mounted transversely to the longitudinal centerline of the vehicle in a substantially horizontal direction; and

[0012] The inflator is configured to allow the airbag to inflate and deploy symmetrically on opposite sides of the longitudinal centerline of the vehicle when an activation signal is received, thereby filling the available space between the vehicle and the driver’s pelvic, abdominal, chest and head areas.

[0013] Accordingly, an airbag system is provided that is specifically developed for vehicles in which the driver is seated without a seatbelt and which lack safety features such as deformable zones and cage-like structures formed by multiple pillars integrated into the vehicle.

[0014] This airbag system was specifically developed to allow for early engagement with the driver, preventing not only forward tilting and contact with obstacles in the event of a frontal collision, but also contact with the handlebars, steering column, and shin guards. Consequently, the driver's pelvis, abdomen, chest, and head are better protected as a significant amount of energy is absorbed by the airbag. Therefore, it has been shown to reduce the load on the driver's femur and pelvis.

[0015] By arranging the airbag system on the shin guards adjacent to the vehicle's steering column, the airbag system can be positioned in an area available on this type of vehicle that does not conflict with the additionally restricted dashboard area. Furthermore, by housing the airbag within an elongated shell, the shell's thickness can be significantly reduced, which is important given the limited space available between the saddle and the shin guards. Therefore, it is crucial that the shell does not excessively restrict the available legroom.

[0016] The airbag can be arranged in the housing in a rolled-up state, a folded state, or a combination of rolled-up and folded states.

[0017] The airbag can be arranged symmetrically in the housing and extends on opposite sides of the inflator.

[0018] The housing may include a cover configured to face the driver, and the cover may include a split line having an extension forming an open loop, whereby the cover is configured to rupture along the split line when the inflator is activated, thereby forming a flap-shaped guide configured to guide the airbag to deploy in a direction transverse to the longitudinal extension of the elongated housing. Therefore, the airbag will efficiently deploy and fill the available space between the vehicle's handlebars / steering column and the driver's pelvis, abdomen, chest, and head area. The split line may be formed from locally structurally weaker areas in the material forming the housing.

[0019] In one embodiment, the housing may include a split line having an extension along at least a portion of the periphery of the housing, whereby the housing is configured to rupture along the split line when the inflator is activated, thereby forming a flap-shaped guide configured to guide the airbag to deploy in a direction transverse to the longitudinal extension of the elongated housing.

[0020] The split line can be formed by an interface between the front wall of the housing, which is configured to face the driver, and a bracket that forms the rear wall of the housing.

[0021] The housing can be positioned substantially level with the driver's knee as seen from the normal driving position. By positioning the airbag system housing at the level of the driver's knee, it has been shown to significantly reduce the load on the driver's femur and pelvis.

[0022] The housing and / or the cover of the housing may include padding on its outer surface.

[0023] When activated, the airbag can be configured to inflate and deploy to form an inflatable body having a lower portion, a middle portion, and an optional upper portion, the local volume of which is larger than the local volumes of the lower portion and the optional upper portion, respectively.

[0024] Therefore, when inflated and deployed, the lower portion of the airbag can be positioned between the driver's knees / thighs, while the middle portion can abut against the driver's pelvis / abdomen / chest area. Furthermore, if the airbag also includes an upper portion, this upper portion can be positioned between the driver's arms in the chest / face area. Thus, when inflated and deployed, the side of the airbag opposite the driver will abut against the handlebars / steering column, preventing the airbag from impacting and therefore also preventing the driver's body from leaning forward. Additionally, early engagement with the driver's femur and pelvic areas is achieved. Furthermore, the airbag absorbs energy from the abdominal and chest areas. This reduces the load on the femur and pelvis and prevents the driver's upper body from hitting obstacles.

[0025] With the airbag inflated and deployed, the width of the lower portion, as seen along the longitudinal direction of the shell, is less than the distance between the driver's knees as seen in a normal driving position. This allows for earlier engagement with the driver's femur and pelvic region, thus reducing the load on the femur and pelvis.

[0026] When the airbag is inflated and deployed, the lower portion may include two knee pads, each extending transversely to the longitudinal centerline of the vehicle. This allows for early engagement with the driver's knee, as well as the femur and pelvic region, and reduces the load applied to them.

[0027] When the airbag is inflated and deployed, the width of the middle portion of the airbag, as seen along the longitudinal direction of the housing, can be less than the distance between the handlebars of the vehicle but less than the width of the lower portion of the airbag. Unlike a driver properly wearing a seatbelt, a driver of this type of vehicle must extend her arms forward and typically lean slightly forward while holding the handlebars. With this invention, the airbag will better fill the volume between the driver's arms and chest area and further restrain the driver's forward lean in the event of a frontal collision.

[0028] As seen when the airbag is inflated and deployed, the central portion of the airbag can be configured to abut against the driver's pelvis, abdomen, and chest. Preferably, during a collision, the width of the central portion allows the pelvis, abdomen, and chest to move laterally without losing contact with the airbag's intended contact surface. Therefore, the airbag system is highly effective even in the event of a non-strictly frontal collision.

[0029] As seen when the airbag is inflated and deployed, the central portion of the airbag may have a substantially flat surface portion configured to abut against the driver's pelvic, abdominal, and chest regions. Therefore, compared to a surface portion with convex curvature, the risk of the driver slipping laterally is significantly reduced.

[0030] As seen when the airbag is inflated, the width of the upper portion of the airbag can be smaller than the width of the middle portion. This allows the upper portion to be better accommodated in the gap between the driver's arms, which extend forward to grip the handlebars during driving.

[0031] According to another aspect, a riding-powered vehicle is provided that includes an airbag system according to any one of claims 1-14, wherein the housing is fixedly mounted to the shin guard in the region between the handlebars and the foot pedals of the vehicle, adjacent to the steering column of the vehicle.

[0032] The housing can be arranged to be substantially level with the driver's knees as seen from a normal driving position. Those skilled in the art will recognize that the height of the driver's knees depends on the driver's height, which varies from person to person. Therefore, the term "height" should be understood as an area with a limited vertical extension rather than a horizontal line.

[0033] The airbag system itself and its advantages have been thoroughly described above. These arguments also apply to motorized vehicles that use such airbag systems. Therefore, to avoid excessive repetition, please refer to the above text.

[0034] Non-restrictive examples of rideable vehicles include motorcycles, scooters, mopeds, jet skis, and snowmobiles. Attached Figure Description

[0035] This disclosure will be described in more detail with reference to the accompanying schematic diagrams, which illustrate examples of currently preferred embodiments of this disclosure.

[0036] Figure 1a and Figure 1b It is a schematic representation of the intended height of the shell.

[0037] Figure 2 This is a 3D view of the shell.

[0038] Figure 3 This is an exploded 3D view of the shell without airbags.

[0039] Figure 4a It is a three-dimensional view of the inner wall of the lid, which forms part of the shell.

[0040] Figure 4b This is a cross-sectional view of the cover during its normal use.

[0041] Figure 4c This is a cross-sectional view with the inflator in operation.

[0042] Figure 5a The diagram shows a schematic cross-section of the casing, revealing the airbags stowed in a folded state.

[0043] Figure 5b It is a schematic cross-section of the shell, revealing the airbag in a rolled-up state.

[0044] Figure 6 This is a diagram illustrating a head-on collision between a car and a ride-on vehicle.

[0045] Figure 7a An embodiment of a ride-on powered vehicle with the first-design airbag inflated and deployed is disclosed.

[0046] Figure 7b An embodiment of a ride-on powered vehicle with the second-designed airbag inflated and deployed is disclosed.

[0047] Figures 8a to 8c Three different embodiments of an airbag with a knee brace are disclosed schematically. Detailed Implementation

[0048] This disclosure will now be described more fully below with reference to the accompanying drawings, in which presently preferred embodiments of the disclosure are illustrated. However, this disclosure may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided to achieve thoroughness and completeness and to fully communicate the scope of this disclosure to those skilled in the art. Throughout this application, the same reference numerals refer to the same elements.

[0049] from Figure 1a and Figure 1b Initially, the present invention relates to an airbag system 1 for a ride-on powered vehicle 100. In the context of this invention, the term "ride-on powered vehicle" should be understood as a vehicle in which the driver is seated in a seated position during normal use of the vehicle. A non-exhaustive list of such vehicles includes motorcycles, scooters, mopeds, jet skis, or snowmobiles. Therefore, the present invention provides an airbag system 1 specifically developed for vehicles 100 of the following types, in which the driver is seated without a seatbelt and in which the vehicle lacks safety features typically integrated into automobiles, such as deformable zones, cage structures, and numerous airbags.

[0050] The airbag system 1 of the present invention, in its broadest aspect, includes an elongated housing 2 configured to be fixedly mounted adjacent to, and more precisely to, a shin guard 102 of the steering column 101 of the vehicle 100. The housing 2 may be arranged to be level with the driver's knee as seen from the driver's normal driving position. The driver's knee is generally level with the seat 103. As noted above, those skilled in the art will recognize that the height of the driver's knee depends on the driver's height, which varies from person to person. Therefore, the term "height" should be understood as an area with a limited vertical extension rather than a horizontal line.

[0051] The elongated housing 2 is configured to be mounted along a substantially horizontal direction and transverse to the longitudinal centerline CL of the vehicle. This centerline is commonly referred to by automotive industry technicians as the Y-axis. Housing 2 can be arranged symmetrically with respect to the longitudinal centerline CL. The thickness of the housing is significantly less than its height and longitudinal extension.

[0052] Turn now Figure 2 This paper discloses an embodiment of an elongated housing 2 according to the present invention. The housing 2 has an elongated shape and includes a cover 3 configured to face the driver and a bracket 4 forming a rear wall 5 of the housing 2. The cover 3 and the bracket 4 together define a closed volume configured to accommodate an airbag and an inflator. The elongated housing includes two side wings 16A and 16B.

[0053] Turn Figure 3An exploded view of the housing 2 is disclosed. For ease of understanding, the airbag is omitted. The bracket 4 forming the rear wall 5 of the housing 2 includes a plurality of through holes 8 configured to allow the housing 2 to be securely mounted to a shin guard 102, which itself is directly or indirectly supported by the steering column of the vehicle 100. Further, the bracket 4 includes a circumferential edge portion 9 configured to sealably engage a cover 3. The bracket 4 includes a central portion 10 configured to support an inflator 7. In the disclosed embodiment, the inflator 7 is configured to be securely disposed on the bracket 4 by four screws or rivets (not shown) via a set of mating holes 11 on the inflator 7 and the bracket 4, respectively. The central portion 10 includes a through opening 12 configured to receive wiring (not shown) required for operation of the inflator 7.

[0054] The overall surface extension of the housing 2, and especially its bracket 4, can correspond to the surface extension of the leg guard 102 to which the housing is configured to be fixedly mounted. The bracket 4 can accordingly have a substantially flat surface extension or a curved surface extension.

[0055] The inflator 7, which is known in the field of airbag system 1, may include an undisclosed gas generator.

[0056] The inflator 7 is configured to connect to the ECU (electronic control unit) of the vehicle 100 and is activated based on an indication of a frontal collision. This can be achieved by using one or more sensors on the vehicle.

[0057] The cover 3 includes a front wall 13, which in turn includes a circumferential edge portion 14 configured to sealably engage the circumferential edge portion 9 of the bracket 4. The interface between the bracket 4 and the cover 3 may be provided with a sealing member (not shown).

[0058] The cover 3 is configured to be mounted to the bracket 4 to form a closed and sealed housing. This can be achieved, for example, by screwing, snap-fitting, welding, or adhesive bonding. The closure can be made tamper-proof. Preferably, the closure is made moisture-proof and rainproof.

[0059] The central portion 15 of the cover 3 includes a region with a locally increased depth, thereby allowing for the accommodation of the inflator 7. Preferably, the inflator 7 is centrally located within the housing 2. Thus, the inflator 7 is positioned at the center of the housing 2, where the depth of the housing 2 is locally increased compared to the depths of the two opposite side wings 16A, 16B of the housing 2.

[0060] When the housing 2 is mounted transversely to the longitudinal centerline CL of the vehicle and preferably symmetrically relative to this longitudinal centerline, the inflator 7 will be axially aligned with the longitudinal centerline CL of the vehicle 100, and the two side wings 16A and 16B of the housing 2 will be arranged on opposite sides of the centerline CL. This is in Figure 1a Therefore, the thicker central portion 15 and the thinner side wings 16A, 16B of the cover 3 will not excessively encroach on the legroom of the vehicle 100.

[0061] Cover 3 may include optional padding (not shown) on its outer surface. This optional padding can be used as knee pads on the shin guards during normal use of the vehicle.

[0062] Turn now Figure 4a and Figure 4b The perspective view and cross-sectional view of cover 3 are disclosed respectively. Cover 3 includes the split line 17. (As shown...) Figure 3 As best seen in a, the split line 17 has an extension range forming an open loop. The split line 17 can be formed from a locally weaker region of the material forming the shell 2. For example... Figure 4a As disclosed, the split line 17 can be formed in the inner wall portion of the cover 3. Those skilled in the art will recognize that the split line 17 can also be formed in the outer wall portion of the cover 3 while retaining its functionality. In another embodiment, the housing 2 may alternatively include the split line 17 having an extension along at least a portion of the periphery of the housing 2.

[0063] Regardless of the design of the split line 17, the cover 3 or the housing 2 is configured to break along the split line 17 when the inflator 7 is activated, thereby forming a flap-shaped guide 18, see Figure 4c The guide 18 is configured to guide the airbag to deploy in a direction transverse to the longitudinal extension of the elongated housing 2. This allows the airbag to deploy efficiently and fill the available space between the vehicle's handlebars and the driver's pelvic, abdominal, and chest areas. With the housing 2 centered about its longitudinal centerline CL, deployment will be symmetrical within said available space.

[0064] This will be discussed further below. To aid understanding, in Figures 4a to 4c The inflator and airbag are omitted from the text.

[0065] Turn now Figure 5a A schematic cross-section of the housing 2, in which the airbag 6 is housed, is disclosed. The airbag 6 is disclosed to be housed in the housing 2 in a folded state. The folding is disclosed to be zigzag. Those skilled in the art will recognize that the folding can be performed in a variety of ways while retaining functionality, wherein the folding pattern is adapted to the overall geometry of the airbag 6 and its intended deployment. Figure 5b Alternative embodiments were disclosed, in which the airbag 6 is instead retracted in a rolled-up state.

[0066] As can be seen in both embodiments, the airbag 6 is arranged in fluid connection with the gas chamber 19 of the inflator 7. Therefore, in the event of an emergency involving a frontal collision, as the inflator 7 is activated, the gas generator 20, which forms part of the inflator 7, will be activated and will generate a flow of gas to inflate the airbag 6 via the gas chamber 19. The gas enters the airbag 6 through one or more openings 21 on the wall portion of the inflator 7. As the airbag 6 inflates, the split line 17 (see...) Figures 4a to 4c The guide 18 will break off.

[0067] Although the airbag 6 has been illustrated as being arranged in a rolled-up state or a zigzag pattern within the housing 2, those skilled in the art will recognize that other configurations or combinations thereof can be used. Regardless of how the airbag 6 is housed within the housing 2, it is preferred that the airbag 6 be symmetrically arranged within the housing 2 and extend symmetrically along the opposite sides of the inflator 7's opposite wings 16A, 16B. Furthermore, regardless of the configuration, it is preferred that the airbag 6 be symmetrically inflated and symmetrically deployed on opposite sides of the vehicle's longitudinal centerline CL.

[0068] As is well known in the art, the airbag 6 can be made of a flexible fabric material. This material can be a textile material, such as a woven or nonwoven material. The material can also be a plastic or composite material. The airbag 6 can be equipped with tethers and other types of elements to control deployment.

[0069] Turn now Figure 6 The operation of the airbag system 1 according to the present invention is disclosed.

[0070] An elongated housing 2, containing an inflator 7 and a retracted airbag, is fixedly mounted to the leg guard 102 of the steering column 101 of the vehicle 100. The housing 2 is shown arranged flush with the driver's knee as seen in the driver's normal seating position. However, it should be understood that the housing 2 can be arranged in other vertical positions as seen in the area between the vehicle's handlebars 104 and the vehicle's foot pedals 105, while retaining its functionality.

[0071] The elongated housing 2 is mounted to extend horizontally and transversely to the centerline CL of the longitudinal extension of the vehicle 100. The elongated housing 2 is preferably also arranged symmetrically with respect to the centerline CL of the longitudinal extension of the vehicle 100.

[0072] The inflator 7 is arranged to communicate with the vehicle's ECU (not shown) in a manner known to those skilled in the art.

[0073] If the ECU processor determines that a frontal collision is imminent based on signals collected and processed from sensors on the vehicle, an activation signal is sent to the inflator 7, thereby activating the gas generator 20. The gas generator 20 generates a flow of gas that inflates the airbag 6. The airbag 6 inflates and deploys symmetrically on opposite sides of the vehicle's longitudinal centerline CL, filling the available space between the vehicle's handlebars 104 and the driver's pelvis, abdomen, chest, and head area. This provides early engagement with the driver, preventing not only forward leaning and contact with obstacles in the event of a frontal collision, but also contact with one or more of the handlebars 104, steering column 101, and shin guards 102. Consequently, the driver's pelvis, abdomen, chest, and head area are better protected as a significant amount of energy is absorbed by the airbag 6. Furthermore, with the airbag system 1 housing 2 arranged flush with the driver's knees, it has been shown to better reduce load on the femur and pelvis.

[0074] By arranging the housing 2 on the shin guard 102 of the vehicle 100, the airbag system 1 is positioned in an area available on this type of vehicle 100 that does not conflict with the additionally restricted dashboard area. Furthermore, by housing the airbag 6 within the elongated housing 2, the thickness of the housing 2, particularly its opposite side wings 16A and 16B, can be significantly reduced. This is important because the available space between the saddle 103 and the shin guard 102 is limited, so as not to unduly restrict the driver's legroom. Driver legroom is crucial to the driver's overall comfort.

[0075] Airbag 6 can have different configurations when deployed to provide a connection to the driver, thereby preventing the driver from tilting in the event of a frontal collision.

[0076] Turn Figure 6 and Figure 7a The first embodiment of the airbag 6 is disclosed. When activated, the airbag 6 can be configured to inflate and deploy to form an inflatable body having a lower portion LP, a middle portion MP, and an optional upper portion UP, wherein the local volume of the middle portion MP is larger than the local volumes of the lower portion LP and the optional upper portion UP, respectively.

[0077] Therefore, when inflated and deployed, the lower part LP of airbag 6 will be received between the driver's knees / thighs, while the middle part MP of airbag 6 will abut against the driver's pelvic / abdomen / chest area.

[0078] Furthermore, in the case where airbag 6 also includes an upper portion UP (such as...) Figure 6 and Figure 7aAs disclosed, the upper portion will be positioned in the chest / face area, i.e., the head area, between the driver's arms. Therefore, when inflated and deployed, the side of the airbag 6 opposite to the driver will abut against the handlebars 104 and steering column 101, thus preventing the airbag 6 and, consequently, the driver's body from leaning forward. Furthermore, early engagement with the driver's femur / pelvis area will be achieved. Further, the airbag 6 will absorb energy from the pelvic / abdomen / chest area. This reduces the load on the femur and pelvis and prevents the driver's upper body from hitting obstacles.

[0079] As seen with the airbag 6 inflated and deployed, the width W1 of the upper portion UP can be smaller than the width W2 of the middle portion. This allows the upper portion UP to better accommodate the gap between the driver's arms extending forward to grip the handlebars 104 during driving. Furthermore, the width W3 of the lower portion LP is smaller than the width W2 of the middle portion MP. With the airbag inflated and deployed, the width of the lower portion LP, as seen along the longitudinal direction of the housing, is smaller than the distance between the driver's knees as seen in a normal seated driving position.

[0080] Figure 7b An alternative embodiment of an inflatable and deployed airbag 6 is disclosed, which includes a lower portion LP and a middle portion MP. Therefore, airbag 6 does not have... Figure 7a The upper portion is disclosed in the text. Accordingly, in this embodiment, when inflated and deployed, the lower portion LP of the airbag 6 will be received in a suitable position between the driver's knee / thigh, while the middle portion MP of the airbag 6 will abut against the driver's pelvic / abdomen / chest area. This airbag design does not provide a dedicated connection to the driver's head / face area. When inflated and deployed, the opposite side of the airbag 6 from the driver will abut against the handlebars 104 and steering column 101, thereby preventing the airbag 6 and therefore the driver's body from leaning forward. In addition, early connection with the driver's femur / pelvic area will be achieved. Furthermore, the airbag 6 will absorb energy in the pelvic / abdomen / chest area. Therefore, the load on the femur and pelvis can be reduced, and the driver's upper body can be prevented from hitting obstacles.

[0081] Regardless of whether the airbag 6 includes an upper portion UP specifically designed to provide connection to the driver's head / face area, when the airbag 6 is inflated and deployed, the width W3 of the lower portion LP of the airbag 6 as seen along the longitudinal direction of the housing 2 is less than the distance between the driver's knees as seen in a normal driving position.

[0082] Therefore, early connection with the driver's femoral / pelvic region will be achieved, and thus the load on the femur and pelvis can be reduced.

[0083] With the airbag 6 inflated and deployed, the width W2 of the middle portion MP, as seen along the longitudinal direction of the housing 2, can be less than the distance between the handlebars 104 of the vehicle 100 but less than the width W3 of the lower portion LP. Unlike a driver of a car who is properly wearing a seatbelt, the driver of this type of vehicle must extend her arms forward and typically lean her body slightly forward simply by holding onto the handlebars 104. With this invention, the airbag 6 will better fill the volume between the driver's arms and chest and further restrain the driver's forward lean in the event of a forward collision.

[0084] As seen when airbag 6 is inflated and deployed, the central portion MP can be configured to abut against the driver's pelvis, abdomen, and chest area. Preferably, during a collision, the width W2 of the central portion MP allows the pelvis, abdomen, and chest area to move laterally about the longitudinal centerline without losing contact with the intended abutment surface of airbag 6. Therefore, the airbag system is highly effective even in the event of a non-strictly frontal collision.

[0085] As seen when airbag 6 is inflated and deployed, the middle portion MP may have a substantially flat surface portion MPS configured to abut against the driver's pelvic, abdominal, and chest regions (see...). Figure 7a and Figure 7b Therefore, compared to a surface portion with convex curvature, the risk of the driver slipping in the lateral direction will be significantly reduced.

[0086] Turn now Figures 8a to 8c The document discloses three different examples of airbag 6, in which the lower portion LP includes knee pad portions 61. The knee pad portions 61 are formed as protrusions configured to extend laterally, i.e., transversely to the longitudinal centerline of the vehicle. The knee pad portions 61 are configured to extend substantially flush with the driver's knee as seen in a normal seated position. This further facilitates early engagement with the driver's femoral / pelvic region and thus reduces load on the femur and pelvis. The middle portion MP is similar to the aforementioned embodiments and is configured to abut against the pelvic / abdomen / chest region, while the upper portion UP is configured to abut against the head / face region.

[0087] Figure 8b Implementation examples and Figure 8a and Figure 8c The difference in this embodiment is that it further includes a shoulder pad portion 62 in its upper portion UP. The shoulder pad portion 62 is formed as protrusions that are configured to extend in the lateral direction, i.e., transverse to the longitudinal centerline of the vehicle. The shoulder pad portion 62 is configured to extend flush with the driver's head / face area and / or chest / shoulder area as seen in a normal seated position.

[0088] Figure 8c Implementation examples and Figure 8a and Figure 8b The difference in the embodiment is that the upper part UP is omitted.

[0089] Advantageously, this type of airbag 6 with protrusions extending in the lateral direction can be configured to be arranged in the housing 2 in combination with rolled-up and folded states.

[0090] Those skilled in the art will recognize that various modifications to the embodiments described herein are possible without departing from the scope of this disclosure as defined in the appended claims.

[0091] For example, the material of the central portion of airbag 6, configured to abut against the driver's abdomen and chest region in the deployed state, can be configured to be stretched during deployment. This stretching increases the overall stiffness of the central portion. This can be achieved by using different material types / properties in localized surface areas of airbag 6.

[0092] In cases where the housing 2 or the cover 3 of the housing includes padding, the padding may be formed at least partially by the retractable airbag 6. This can be achieved by providing the cover 3 and / or the housing 2 with different strength properties as seen across their surface extension.

Claims

1. An airbag system for a ride-on powered vehicle, the airbag system comprising: case; An airbag is arranged and stored in the housing in a folded state; as well as Inflator; in, The housing is elongated and has a longitudinal extension, thickness, and height, with two opposite flanks, and the thickness is substantially less than the height and longitudinal extension. The inflator is positioned at the center of the elongated shell, where the depth of the shell is locally increased compared to the depths of the two opposite side wings; and The airbag is symmetrically arranged within the housing and extends symmetrically along opposite flanks on opposite sides of the inflator; wherein The elongated housing is configured to face the driver, and is configured to be fixedly mounted to the shin guard adjacent to the vehicle's steering column in the area between the vehicle's handlebars and foot pedals, wherein the elongated housing is configured to be mounted transversely to the vehicle's longitudinal centerline in a substantially horizontal direction; and wherein The inflator is configured to allow the airbag to inflate and deploy symmetrically on opposite sides of the longitudinal centerline of the vehicle when an activation signal is received, thereby filling the available space between the vehicle and the driver’s pelvic, abdominal, chest and head areas.

2. The airbag system according to claim 1, wherein, The airbag is arranged in the housing in a rolled-up, folded, or a combination of rolled-up and folded states.

3. The airbag system according to claim 1, wherein, The housing includes a cover configured to face the driver, wherein the cover includes a split line having an extension forming an open loop, whereby the cover is configured to rupture along the split line when the inflator is activated, thereby forming a flap-shaped guide configured to guide the airbag to deploy in a direction transverse to the longitudinal extension of the elongated housing.

4. The airbag system according to claim 1, wherein, The housing includes a split line having an extension along at least a portion of the periphery of the housing, whereby the housing is configured to rupture along the split line when the inflator is activated, thereby forming a flap-shaped guide configured to guide the airbag to deploy in a direction transverse to the longitudinal extension of the elongated housing.

5. The airbag system according to claim 1, wherein, The housing is positioned substantially level with the driver's knees as seen from a normal driving position.

6. The airbag system according to claim 1, wherein, The housing and / or the cover of the housing may include padding on its outer surface.

7. The airbag system according to claim 1, wherein, When activated, the airbag is configured to inflate and deploy to form an inflatable body having a lower portion, a middle portion, and an upper portion, wherein the local volume of the middle portion is larger than the local volumes of the lower portion and the upper portion, respectively.

8. The airbag system according to claim 7, wherein, When the airbag is inflated and deployed, the width of the lower portion as seen along the longitudinal direction of the housing is less than the distance between the driver's knees as seen in a normal driving position.

9. The airbag system according to claim 7, wherein, When the airbag is inflated and deployed, the lower portion includes two knee pads, each extending transversely to the longitudinal centerline of the vehicle.

10. The airbag system according to claim 7, wherein, When the airbag is inflated and deployed, the width of the middle section (MP) along the longitudinal direction of the housing is less than the distance between the handlebars of the vehicle but greater than the width of the lower section.

11. The airbag system according to claim 7, wherein, As seen when the airbag is inflated and deployed, the middle section is configured to abut against the driver's pelvic, abdominal, and chest areas.

12. The airbag system according to claim 7, wherein, As seen when the airbag is inflated and deployed, the middle section has a substantially flat surface portion configured to abut against the driver's pelvic, abdominal, and chest regions.

13. The airbag system according to claim 7, wherein, As seen when the airbag is inflated and deployed, the width of the upper portion is smaller than the width of the middle portion.

14. A riding-type motor vehicle equipped with an airbag system according to claim 1, wherein, The housing is fixedly mounted to the shin guard of the vehicle's steering column in the area between the vehicle's handlebars and the vehicle's foot pedals.

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