Airbag device and vehicle

Abstract

An airbag apparatus for protecting an occupant in a vehicle includes an airbag including a first airbag and a second airbag, the first airbag being in fluid communication with the second airbag, where the first airbag is configured to receive the occupant when deployed, where the second airbag is configured to receive the occupant when deployed, and where the second airbag is configured to receive the occupant when deployed. The second air bag is arranged on the first air bag in the folded state and located at the upper area of the first air bag in the unfolded state, and the second air bag is configured to be unfolded towards the windshield and make contact with the windshield before the first air bag is completely unfolded in the inflation process of the first air bag. The second air bag supports the first air bag when the first air bag is inflated, so that the second air bag abuts against the windshield to support the first air bag, the second air bag supports the first air bag before the first air bag is completely unfolded in the inflation process of the first air bag, and therefore the first air bag is prevented from shaking. The disclosure also relates to a vehicle including the airbag device.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and more particularly to an airbag device and a vehicle including the airbag device. Background Art

[0002] With the improvement of consumers' requirements for automobile safety and the development of automobile safety technology itself, large SUVs or MPVs are very popular in the current automobile market. The distance from the windshield to the dashboard of large vehicles is relatively large. The current airbag design needs to have a certain interference support with the windshield and dashboard to ensure the stability of the deployment posture.

[0003] In order to support the airbag between the windshield and the instrument panel, the US invention patent US9821751B2 discloses a dual-chamber structure, wherein the first chamber can provide support for the airbag between the windshield and the instrument panel after being filled, while the second chamber does not contact the windshield. There is a check valve between the two chambers, and the gas can only flow from the first chamber to the second chamber.

[0004] In addition, the U.S. invention patent US8414022B2 also discloses a dual-chamber structure, in which the airbag is pulled into a mushroom shape by a drawstring. The structure of the drawstring allows the airbag generated by the generator to be filled into the lower chamber first, and then flow into the upper chamber, thereby providing support for the upper chamber and allowing the airbag to fit better with the dashboard and windshield.

[0005] The above patents provide design ideas for supporting the airbag between the windshield and the dashboard, but none of these patents are optimized for the larger windshield distance from the windshield to the dashboard in large vehicles. A larger windshield distance means a larger airbag volume is required, and a larger airbag volume requires a larger gas generator to provide inflation gas. However, a large amount of the airbag volume is used to support between the windshield and the dashboard, resulting in a lot of ineffective volume in the airbag, which cannot provide protection for the occupants. Therefore, a design is urgently needed that can reduce this ineffective volume. Summary of the invention

[0006] The purpose of the present disclosure is to provide an airbag device that can reduce the total volume of the airbag or maintain a relatively small total volume of the airbag while still ensuring the stability of the airbag. In addition, the airbag device needs to ensure the stability of the airbag during the airbag inflation process, so that the occupant protection area of ​​the corresponding airbag can stably accommodate the occupant.

[0007] Another object of the present disclosure is to provide a vehicle, in particular a passenger vehicle, such as a vehicle driven solely by an internal combustion engine, a hybrid vehicle, or a pure electric vehicle, comprising such an airbag device.

[0008] A first aspect of the present disclosure relates to an airbag device for protecting an occupant in a vehicle, the airbag device comprising a gas generator for providing inflation gas and an airbag connected to the gas generator, wherein when the inflation gas in the gas generator enters the airbag, the airbag can be inflated and deployed toward the occupant side, wherein the airbag comprises a first airbag and a second airbag, the first airbag being fluidically connected to the second airbag, the inflation gas being able to enter the second airbag via the first airbag, wherein the first airbag is configured to receive an occupant when deployed, characterized in that The second airbag is arranged on the first airbag in a folded state and is located at the upper area of ​​the first airbag in an unfolded state, and the volume of the second airbag in the unfolded state is smaller than the volume of the intermediate space between the first airbag and the windshield, wherein the second airbag is configured to unfold toward the windshield and contact the windshield before the first airbag is fully unfolded during the inflation process of the first airbag, so that the second airbag supports the first airbag against the windshield, so that the second airbag supports the first airbag before the first airbag is fully unfolded during the inflation process of the first airbag and thereby prevents the first airbag from shaking.

[0009] The airbag device according to the present disclosure can reduce the total volume of the airbag or maintain a relatively small total volume of the airbag on the one hand, and ensure the stability of the airbag when it is deployed on the other hand, thereby providing an airbag device that is optimized relative to the existing airbag structure and adapts to the vehicle body environment with a larger windshield distance. In the present disclosure, the second airbag can hold up the windshield to maintain the stability of the first airbag after it is deployed and filled, so that the smaller first airbag can also be used in the vehicle body environment with a larger windshield distance. In this way, the cost of the airbag device can be reduced while ensuring the protection performance for the occupants. This cost can be reflected in the smaller airbag volume compared to a single airbag, so that there is no need to develop a specific airbag for large vehicles separately, and the commonly used small-volume airbags for small and medium-sized vehicles can be used for large vehicles after a simple modification.

[0010] In addition, in the present disclosure, the second airbag supports the first airbag and prevents the first airbag from shaking before the first airbag is fully deployed during the inflation process of the first airbag, thereby providing a better and more robust support for the first airbag. In other words, the second airbag is fully deployed and fits the windshield during the inflation process of the first airbag, and the second airbag applies a force to the first airbag to make it close to the instrument panel, ensuring that the first airbag can be stable without shaking, so that the occupant protection area of ​​the first airbag can stably accommodate the occupant.

[0011] Here, the volume of the first airbag is larger than that of the second airbag to provide sufficient protection for the occupant, so that the first airbag needs more time to be filled. The second airbag, which is smaller in volume than the first airbag, mainly meets the supporting function, so it is arranged at the upper area of ​​the first airbag to be sandwiched between the first airbag and the windshield and thus support the first airbag against the windshield.

[0012] In some embodiments, the second airbag is arranged outside the first airbag in a folded state. Here, the second airbag is arranged outside the first airbag in a folded state, rather than being stored inside the first airbag, so that the second airbag can be smoothly deployed during inflation, so that the second airbag is already filled during the inflation process of the first airbag and provides support for the first airbag.

[0013] In some embodiments, the second airbag is arranged outside the first airbag in a folded state so that the second airbag can be freely unfolded during the inflation of the first airbag, thereby supporting the first airbag before the first airbag is fully unfolded. Thus, favorable support for the first airbag can be achieved.

[0014] In some embodiments, the second airbag is arranged in the upper region of the first airbag so that when the second airbag is deployed, the second airbag can prevent the first airbag from shaking up and down. The first airbag can provide support for the first airbag in the height direction of the vehicle, for example, to prevent the first airbag from shaking up and down. In other words, the second airbag has been fully deployed during the inflation of the first airbag and presses against the windshield to apply a Z-direction force to the first airbag, so that it is close to the instrument panel, ensuring that the first airbag can be stable without shaking up and down, so that the occupant protection area of ​​the first airbag can stably accommodate the occupant.

[0015] In some embodiments, the second airbag is arranged at the upper area of ​​the first airbag in the deployed state so that the second airbag only supports the first airbag and does not accommodate an occupant. The second airbag can only fulfill the function of supporting the first airbag, so that the second airbag can be designed with a smaller volume and sandwiched between the first airbag and the windshield without taking into account the function of accommodating an occupant so as to only support the first airbag.

[0016] In some embodiments, the second air bag is separately disposed outside the first air bag via a connecting structure.

[0017] In some embodiments, the airbag can be launched and deployed outward from the instrument panel containing the airbag along the airbag launch line, wherein, when viewed from the side, the first intersection of the airbag launch line and the instrument panel is the airbag detonation point, the horizontal line of the airbag detonation point forms a second intersection with the passenger side of the first airbag in the fully deployed state, the vertical line of the airbag detonation point forms a third intersection with the windshield, and the vertical line of the second intersection on the passenger side of the first airbag forms a fourth intersection with the windshield, wherein the second airbag is arranged at the upper region of the first airbag so that the contact surface of the second airbag and the windshield in the deployed state of the second airbag is between the third intersection and the fourth intersection. By making the contact surface of the second airbag and the windshield between the third intersection and the fourth intersection, a better support effect for the first airbag can be achieved when the second airbag has a smaller volume. The closer the arrangement position of the second airbag is to the third intersection, the smaller the volume of the second airbag can be designed, and the lower the cost, and the closer the arrangement position of the second airbag is to the fourth intersection, the better the support effect of the second airbag for the first airbag.

[0018] In some embodiments, the dimensions of the first airbag and the second airbag are designed such that, when the first airbag and the second airbag are fully deployed, when viewed from the side, the projection length of the longitudinal dimension of the second airbag on the detonation point horizontal line between the airbag detonation point and the second intersection is between 30% and 50% of the length of the detonation point horizontal line, and / or the contact length of the contact surface of the second airbag with the windshield is between 20% and 50% of the extension dimension of the windshield between the third intersection and the fourth intersection. Thus, a better supporting effect on the first airbag can be achieved with a smaller volume of the second airbag.

[0019] In some embodiments, the airbag firing line forms a fifth intersection with the windshield, wherein, viewed from the side, the midpoint of the contact surface between the second airbag and the windshield is at the fifth intersection, or the midpoint of the contact surface between the second airbag and the windshield is near the fifth intersection, and the contact surface between the second airbag and the windshield covers the fifth intersection. By arranging the second airbag at the upper region of the first airbag so that, viewed from the side, the midpoint of the contact surface between the second airbag and the windshield is at the fifth intersection, or the midpoint of the contact surface between the second airbag and the windshield is near the fifth intersection, and the contact surface between the second airbag and the windshield covers the fifth intersection, that is, the contact surface between the second airbag and the windshield is in the region surrounding the fifth intersection, a better balance or compromise can be achieved between the cost of the second airbag and the supporting effect of the second airbag on the first airbag.

[0020] In some embodiments, the midpoint of the contact surface between the second airbag and the windshield coincides with the fifth intersection point. Thus, an optimal balance or compromise can be achieved between the cost of the second airbag and the supporting effect of the second airbag on the first airbag.

[0021] In some embodiments, the airbag launch line forms a fifth intersection with the windshield, wherein, viewed from the side, the midpoint of the contact surface between the second airbag and the windshield is between the third intersection and the fifth intersection, or the midpoint of the contact surface between the second airbag and the windshield is between the fourth intersection and the fifth intersection. When the second airbag is arranged at the upper area of ​​the first airbag so that the midpoint of the contact surface between the second airbag and the windshield is between the third intersection and the fifth intersection, the volume of the second airbag can be designed to be smaller, thereby obtaining an advantage in terms of cost. When the second airbag is arranged at the upper area of ​​the first airbag so that the midpoint of the contact surface between the second airbag and the windshield is between the fourth intersection and the fifth intersection, a better supporting effect of the second airbag on the first airbag can be obtained.

[0022] In some embodiments, a vent hole is provided between the first air bag and the second air bag for fluidly connecting the first air bag and the second air bag.

[0023] In some embodiments, a one-way connecting structure is provided on the upper part of the vent hole, and the one-way connecting structure can completely cover the vent hole. The one-way connecting structure is configured to allow the inflation gas to enter the second air bag during the inflation process of the first air bag to expand the second air bag and prevent the inflation gas in the second air bag from flowing back into the first air bag after the second air bag is filled with the inflation gas and fully expanded. By providing a one-way connecting structure on the upper part of the vent hole, it can be ensured that the gas in the second air bag will not flow back into the first air bag after the second air bag is filled with the inflation gas, thereby achieving the pressure maintenance of the second air bag, and thereby allowing the support effect to be maintained for a longer time. Here, "the upper part of the vent hole" means that the one-way connecting structure is provided at the vent hole on the inner side of the second air bag.

[0024] In some embodiments, the airbag device includes a deflation hole, which is arranged in the first airbag instead of the second airbag, so that the second airbag will not leak while ensuring that the airbag can be deflated safely. When the deflation hole is arranged in the first airbag instead of the second airbag, the inflation gas tends to be discharged from the first airbag, so that the second airbag will not leak and the pressure of the second airbag can be maintained. In addition, if a one-way communication structure is also arranged on the vent hole, the second airbag without the deflation hole can be said to form a closed structure, thereby achieving a good pressure maintenance effect of the second airbag.

[0025] In some embodiments, the ventilation holes are configured in a circular, oval or rectangular shape.

[0026] In some embodiments, the one-way communication structure includes or is configured as a semicircular baffle, a semi-elliptical baffle, a rectangular baffle, or a gate-arched baffle.

[0027] In some embodiments, a first opening is provided in the upper region of the first air bag, and a second opening is provided in the lower region of the second air bag, the first opening and the second opening together form a vent hole, the vent hole has a cross-window structure or a straight-window structure, the cross-window structure or the straight-window structure is provided at the first opening and / or at the second opening. By providing the vent hole with a cross-window structure or a straight-window structure, good support can be provided for the one-way communication structure, thereby ensuring a good one-way sealing effect.

[0028] In some embodiments, the one-way communication structure includes two or more one-way communication components, and these one-way communication components have overlapping areas when covering the vents, and the overlapping areas are located on the one-line portion of the cross-window structure or the one-line window structure. By making the overlapping areas between the one-way communication components when covering the vents be located on the one-line portion of the cross-window structure or the one-line window structure, good support can be provided for each one-way communication component, and the overlap of each one-way communication component also achieves good one-way sealing. For example, the inflation gas can pass through the valve-like passages of the two or more one-way communication components at the overlapping areas and enter the second air bag from the first air bag.

[0029] In some embodiments, the one-way communication structure is constructed as a single one-way communication component, which is connected on the inner side of the second airbag so that a channel is left at at least one edge region for inflation gas to enter the second airbag from the first airbag.

[0030] In some embodiments, the second air pocket is formed by a separate or integrated air pocket upper sheet and an air pocket lower sheet, or the second air pocket is formed by a separate or integrated air pocket upper sheet and an air pocket lower sheet and corresponding air pocket side sheets.

[0031] In some embodiments, the airbag upper piece and the airbag lower piece are respectively configured as a circle, an ellipse or a rectangle with rounded corners or curved edges. Thus, an easy connection of the airbag upper piece and the airbag lower piece can be achieved. If the edges of the airbag upper piece and the airbag lower piece have a curved or rounded shape or have rounded corners in the corner area, it is easier to implement for connection, especially sewing, gluing or welding.

[0032] In some embodiments, the gas generator is configured to provide up to 120L of inflation gas. In the present disclosure, since a smaller volume second airbag is used to support the first airbag, rather than a large volume airbag as in conventional designs, the gas generator of the present disclosure can be designed to not need to provide a large volume of inflation gas. Thanks to the innovative dual airbag design of the present disclosure, for example, a gas generator that originally needs to provide 140L of inflation gas can be replaced with a smaller gas generator that provides up to 120L of inflation gas. Therefore, the smaller gas generator is also suitable for large vehicles thanks to the design of the present disclosure, so that the cost of the airbag device can be further reduced in addition to the reduction in airbag cost caused by the miniaturization of the airbag.

[0033] In some embodiments, when fully deployed, the volume of the second air bag is 10% to 30% of the volume of the first air bag.

[0034] A second aspect of the present disclosure relates to a vehicle, comprising an airbag device according to any one of the embodiments of the present disclosure.

[0035] The technical features mentioned above, the technical features to be mentioned below, and the technical features shown separately in the drawings can be combined with each other arbitrarily, as long as the combined technical features are not contradictory. All feasible feature combinations are technical contents clearly recorded in this article. Any of the multiple sub-features contained in the same sentence can be applied independently, and does not have to be applied together with other sub-features. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The present disclosure is further described below with reference to the schematic drawings with the aid of exemplary embodiments.

[0037] Figure 1 It is a structural schematic diagram of the coordination relationship between the airbag, the windshield and the instrument panel of a conventional airbag device in the deployed state.

[0038] Figure 2 Schematic diagram comparing a conventional airbag device and an airbag device according to an embodiment of the present disclosure in a deployed state.

[0039] Figure 3 is a schematic cross-sectional view of an airbag device according to an embodiment of the present disclosure.

[0040] Figures 4a to 4c for Figure 3 Schematic diagram of the airbag deployment process.

[0041] Figure 5a for Figure 3A schematic structural diagram of an airbag main plate of a first airbag of a safety airbag device in FIG.

[0042] Figure 5b for Figure 3 A schematic structural diagram of an airbag lower plate and an airbag upper plate of a second airbag of a safety airbag device in FIG.

[0043] Figure 5c for Figure 3 The structure of the airbag device in the figure is a structural schematic diagram of a one-way connecting structure with a semicircular baffle.

[0044] Figure 5d for Figure 3 Schematic diagram of the connection structure of the airbag lower plate of the second airbag of the safety airbag device together with two semicircular baffles on the airbag main plate of the first airbag.

[0045] Figure 5e for Figure 5d Detailed structural diagram of the vent area in FIG.

[0046] Figure 5f for Figure 3 Schematic diagram of the connection structure of the lower airbag piece and the upper airbag piece of the second airbag of the safety airbag device together with two semicircular baffles on the main airbag piece of the first airbag.

[0047] Figure 6a In case of second airbag deployment Figure 5f Detailed structural diagram of the second air bag area in FIG.

[0048] Figure 6b for Figure 6a Cross-sectional view of section AA.

[0049] Figure 6c It is a schematic diagram of a one-way communication structure with two semicircular baffles when the first air bag is inflated.

[0050] Figure 6d It is a schematic diagram of a one-way connecting structure with two semicircular baffles when the first air bag is pressurized.

[0051] Figure 7a The diagram is a schematic diagram of the connection structure of the lower airbag piece and the upper airbag piece of the second airbag of the safety airbag device according to another embodiment of the present disclosure together with the door arch-shaped baffle on the main airbag piece of the first airbag.

[0052] Figure 7b for Figure 7a Cross-sectional view of section AA.

[0053] Figure 8 The figure is a schematic structural diagram of two airbag side panels of a first airbag of an airbag device according to an embodiment of the present disclosure.

[0054] Figures 9a to 9f It is a schematic structural diagram of an airbag upper sheet and an airbag lower sheet, ventilation holes, a one-way communication structure, and other forms of arrangement of the one-way communication structure of a second airbag according to another embodiment of the present disclosure.

[0055] Fig.10 FIG. 4 is a schematic structural diagram of a safety airbag having a second airbag according to another embodiment of the present disclosure.

[0056] Fig.11a and Fig.11b It is a schematic side view of a setting interval of a second air bag according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0057] First, with the help of Figure 1 The following describes the cooperation relationship between the airbag of a conventional airbag device in the prior art, the windshield 200 and the instrument panel 300 in the deployed or filled state. Figure 1 The upper and lower parts of the figure respectively illustrate the interference area A1 between the conventional airbag and the windshield 200 and the support area A2 between the conventional airbag and the instrument panel 300. The front of the conventional airbag is the occupant protection area A3. The conventional airbag device is equipped with a gas generator that is compatible with the amount of inflation gas of the airbag. If the conventional airbag device needs to be installed in a large SUV vehicle or MPV vehicle, it means that the airbag itself and the matching gas generator need to meet the vehicle body environmental conditions of a larger windshield distance, which results in a large volume of the airbag and a large amount of inflation gas of the gas generator. The present disclosure is optimized precisely for this unfavorable situation.

[0058] Below with the help of Figures 2 to 3 The airbag device 100 according to one embodiment of the present disclosure and its comparison with a conventional airbag device are described. Figures 4a to 4c A deployment process of the airbag 120 of the airbag device 100 according to another embodiment of the present disclosure will be described.

[0059] like Figure 2 and Figure 3 as well as Figures 4a to 4cAs shown, an airbag device 100 for protecting an occupant in a vehicle includes a gas generator 110 for providing inflation gas and an airbag 120 connected to the gas generator 110. When the inflation gas in the gas generator 110 enters the airbag 120, the airbag 120 can be inflated and deployed toward the occupant side. The airbag 120 includes a first airbag 121 and a second airbag 122, the first airbag 121 is in fluid communication with the second airbag 122, and the inflation gas can enter the second airbag 122 via the first airbag 121. The first airbag 121 is configured to receive an occupant in the case of deployment. The second airbag 122 is arranged on the first airbag 121 in a folded state and is located at an upper area of ​​the first airbag 121 in a deployed state, and the volume of the second airbag 122 in the deployed state is smaller than the volume of the intermediate space between the first airbag 121 and the windshield 200. The second airbag 122 is configured to be deployed toward the windshield 200 and contact the windshield 200 before the first airbag 121 is fully deployed during the inflation process of the first airbag 121, so that the second airbag 122 supports the first airbag 121 against the windshield 200, and thus the second airbag 122 supports the first airbag 121 before the first airbag 121 is fully deployed during the inflation process of the first airbag 121, thereby preventing the first airbag 121 from shaking. Here, the second airbag 122 can prevent the first airbag 121 from shaking up and down, thereby ensuring that the first airbag 121 is in its working position and can perform its safety function of accommodating passengers, and will not leave the working position due to, for example, shaking up and down, especially shaking upward, so that the passengers "miss" and the safety function of the first airbag 121 fails.

[0060] The airbag 120 according to the present disclosure adopts a dual-chamber concept, which means that the airbag 120 is composed of a first airbag 121 and an additionally provided second airbag 122, and the second airbag 122 is designed to contact the windshield 200 at the upper area or the top area of ​​the first airbag 121 and thereby support the first airbag 121 against the windshield 200. In the fully deployed state, the first airbag 121 has such a side profile that the first airbag 121 can have an overlapping area with the instrument panel 300 when viewed in the height direction of the vehicle, thereby preventing the first airbag 121 from shifting forward and backward, and combined with the supporting effect of the second airbag 122 on the first airbag 121 in the height direction, the first airbag 121 can be stably maintained in its working position without shifting in any direction.

[0061] Figures 4a to 4c The inflation process of the airbag 120 according to the present disclosure is clearly shown. Figure 4a As shown, the airbag 120 according to the present disclosure is triggered, for example, in a collision event and begins to be inflated and deployed. Figure 4bAs shown, when the first airbag 121 is still inflating, the second airbag 122 is filled before the first airbag 121 and supports the first airbag 121 against the windshield 200, and has played a supporting role for the first airbag 121 that is still inflating. Finally, the first airbag 121 is fully deployed, and under the support of the second airbag 122, it plays a role in protecting the occupant.

[0062] In the present disclosure, the second air bag 122 is arranged outside the first air bag 121 in the folded state so that the second air bag 122 can be Figure 4b As shown, the first airbag 121 is freely deployed during the inflation process of the first airbag, so that the first airbag 121 is supported before the first airbag 121 is fully deployed. For this purpose, for example, the second airbag 122 is arranged outside the first airbag 121 in a folded state without a limiting structure that has a limiting effect on the deployment process of the second airbag 122. Here, "limiting structure" refers to other structures that limit or constrain the deployment process of the second airbag 122 except for the connection structure of the second airbag 122 on the first airbag 121. Such limiting structure may make the deployment process of the second airbag 122 non-free, thereby delaying the deployment of the second airbag 122.

[0063] In one embodiment of the present disclosure, the second air bag 122 is separately provided on the outside of the first air bag 121 through a connection structure. Here, "separately" means that the first air bag 121 and the second air bag 122 are not formed by, for example, bending one air bag to provide a double chamber, but the second air bag 122 is provided on the outside of the first air bag 121 through a connection method, such as bonding, sewing or welding.

[0064] In one embodiment of the present disclosure, the gas generator 110 can be configured to provide up to 120L of inflation gas. Thanks to the design of the small-volume second airbag 122 of the present disclosure, a conventional gas generator 110 with a maximum inflation capacity of 120L or slightly less than 120L can also be applied to applications with a larger windshield distance. Without the design of the present disclosure, the volume of the conventional airbag needs to reach 130L or even 140L to meet the requirements, and the gas generator 110 needs to be redesigned, resulting in increased costs.

[0065] like Figure 2 , Figure 3 as well as Figure 4b and Figure 4c As shown, in the present disclosure, there is a vent hole between the first air bag 121 and the second air bag 122, and the vent hole is used to connect the first air bag 121 and the second air bag 122, so as to facilitate the first air bag 121 to inflate the second air bag 122. In addition, in one embodiment of the present disclosure, as Figure 2 and Figure 3As shown, there is a one-way communication structure at the upper part of the vent hole (i.e., at the vent hole inside the second air bag 122), which allows the inflation gas to enter the second air bag 122 from the first air bag 121 and prevents the inflation gas in the second air bag 122 from flowing back into the first air bag 121 after the second air bag 122 is filled. The one-way communication structure can also be called a one-way valve. The gas generated by the gas generator 110 flows from the first air bag 121 to the second air bag 122, and the second air bag 122 cannot deflate into the first air bag 121. Since the second air bag 122 will be squeezed by the first air bag 121 and the windshield 200 after being deployed, if the first air bag 121 and the second air bag 122 are directly connected, the second air bag 122 will deflate earlier, which may affect the stability of the first air bag 121. The purpose of designing the one-way communication structure or the one-way valve is to ensure the internal pressure of the second air bag 122 so that it can better support the first air bag 121. Of course, in some cases, it is also conceivable not to set the one-way connection structure in order to save costs, such as Figure 4b and Figure 4c shown.

[0066] The specific structures of the vent hole and the one-way communication structure are described in detail below.

[0067] In order to ensure that the inflation gas can be discharged smoothly, the airbag device 100 according to the present disclosure includes a vent hole 7, such as Figure 2 , Figure 3 as well as Figure 4b and Figure 4c As shown, the deflation hole 7 is arranged in the first air bag 121, but not in the second air bag 122. Thus, while ensuring that the air bag 120 can be deflated safely, the second air bag 122 will not leak. Figure 2 and Figure 3 As shown, a one-way connecting structure is also provided, so that the second air bag 122 without the air leakage hole 7 can be better pressurized, thereby being able to better support the first air bag 121.

[0068] Back to Figure 2 Next, the airbag device 100 according to an embodiment of the present disclosure and its comparison with a conventional airbag device are described. Figure 2In the figure, the dotted line is a conventional airbag design that can meet the large windshield distance environment, while the solid line is a dual-chamber airbag 120 design concept according to the present disclosure, which can ensure the interference of the windshield 200 and reduce the volume of the airbag. The effect of the design concept according to the present disclosure on reducing the volume of the airbag is described below through an illustrative example. Assuming that the dotted line area representing the side dimension of the conventional airbag is 399268mm², and the solid line area representing the side dimension of the airbag according to the present disclosure is 332405mm², and assuming that the two airbags are a regular boss, both adopt the design of the airbag main piece plus the side piece, wherein the corresponding side piece is used as the bottom surface, and assuming that the width of the corresponding airbag main piece is 330mm, the volumes of the two airbags are as follows:

[0069] The volume of a conventional airbag: 399268mm² * 330mm≈132L

[0070] Volume of the airbag 120 according to the present disclosure: 332405 mm² * 330 mm ≈ 110 L

[0071] It can be concluded that in the above exemplary case, the conceptual design of the airbag 120 according to the present disclosure is reduced by 17% in volume compared to a conventional airbag.

[0072] Below with the help of Figure 5a to Figure 5f A schematic structural diagram of an airbag main sheet 1 of a first airbag 121, an airbag upper sheet 3 and an airbag lower sheet 2 of a second airbag 122, ventilation holes and a one-way connecting structure, and a schematic structural diagram of a connection of the second airbag 122 to the first airbag 121 according to an embodiment of the present disclosure are described.

[0073] For the structure of the first air bag 121, Figure 5a As shown, the first air bag 121 includes an air bag main sheet 1, in which a circular first opening 11 is provided, and the first opening 11 forms a part of the vent. Figure 5b As shown, the second air bag 122 includes an air bag lower sheet 2 and an air bag upper sheet 3. A circular second opening 21 is provided in the air bag lower sheet 2, and the second opening 21 also forms a part of the vent. The first opening 11 and the second opening 21 together form a circular vent. Figure 5a and Figure 5b In the embodiment shown, both the first opening 11 and the second opening 21 have a cross-window structure. In other embodiments, it is also conceivable that only the first opening 11 has a cross-window structure, or only the second opening 21 has a cross-window structure. Figure 5c As shown, in this embodiment, the one-way communication structure includes two semicircular baffles, namely a first semicircular baffle 41 on the left and a second semicircular baffle 42 on the right.

[0074] In order to connect the second air bag 122 to the first air bag 121, as shown in 5d, first place the air bag lower sheet 2 of the second air bag 122 on the air bag main sheet 1 of the first air bag 121, and align the first opening 11 of the air bag main sheet 1 and the second opening 21 of the air bag lower sheet 2, thereby forming a vent. Then place the first semicircular baffle 41 over the vent and cover a portion of the vent, and then place the second semicircular baffle 42 over the vent and cover another portion of the vent. Of course, in other embodiments, the second semicircular baffle 42 may be placed first, and then the first semicircular baffle 41. Here, the first semicircular baffle 41 on the left and the second semicircular baffle 42 on the right are symmetrically placed and have an overlapping area, and the overlapping area is as shown in FIG. Figure 5e The cross pane structure is shown, more precisely, on a strip portion in the cross pane structure. Then all the stacked sheets are fixed by a first sewing thread 5, as shown in FIG. Figure 5d and Figure 5e In this embodiment, the inflation gas can pass through the passage at the overlapping area from the first air bag 121 into the second air bag 122. Here, the first sewing line 5 is schematically shown. Figure 5d and Figure 5e The first sewing thread 5 in FIG. 1 is fully circumferentially surrounded in a top view, but this does not mean that the first semicircular baffle 41 and the second semicircular baffle 42 are completely sewn by the first sewing thread 5 in the circumferential direction, wherein at least in the area near the peripheral area, the first semicircular baffle 41 and the second semicircular baffle 42 are not sewn by the first sewing thread 5, so that the inflation gas can enter the second air bag 122 from the first air bag 121 during inflation. Therefore, the part of the first sewing thread 5 sewn on the first semicircular baffle 41 and the second semicircular baffle 42 needs to ensure that the first semicircular baffle 41 and the second semicircular baffle 42 can be at least partially turned up when the first air bag 121 is to be inflated so that the inflation gas can enter the second air bag 122 from the first air bag 121.

[0075] Finally, the airbag upper sheet 3 of the second airbag 122 is covered on the airbag lower sheet 2 of the second airbag 122 and they are aligned, and then the airbag upper sheet 3 and the airbag lower sheet 2 of the second airbag 122 are sewn and fixed by the second sewing thread 6, and thus the airbag main sheet 1 with the second airbag 122 is formed, wherein the second sewing thread 6 only fixes the airbag upper sheet 3 of the second airbag 122 and the airbag lower sheet 2 of the second airbag 122. The detailed structure of the airbag main sheet 1 with the second airbag 122 formed by the above connection process can be seen from Figure 6a and Figure 6b It can be clearly seen in.

[0076] Below with the help of Figure 6c and Figure 6d A schematic diagram of the one-way communication structure with two semicircular baffles during the inflation and pressure maintenance of the second air bag 122 is shown. Figure 6c As shown, when the internal pressure of the first airbag 121 is greater than the internal pressure of the second airbag 122, the one-way communication structure is opened, so that the inflation gas can flow from the first airbag 121 to the second airbag 122 and thereby inflate the second airbag 122; in addition, as shown Figure 6d As shown, when the internal pressure of the first airbag 121 is less than or equal to the internal pressure of the second airbag 122 , the one-way communication structure is closed, so that the second airbag 122 is pressurized and supports the first airbag 121 .

[0077] In addition to the double-blocking plate one-way communication structure described above, a single-blocking plate one-way communication structure can also be conceived, and the single-blocking plate one-way communication structure can be constructed as a door arch block 43, such as Figure 7a and Figure 7b As shown. In this embodiment, the airbag main sheet 1 of the first airbag 121, the airbag lower sheet 2 of the second airbag 122, and the door arch-shaped baffle 43 are fixed by the additional first sewing thread 5' in the shape of a door, wherein a channel is left on the door-shaped bottom side of the door arch-shaped baffle 43 for the inflation gas to enter the second airbag 122 from the first airbag 121, which means that the door arch baffle 43 is not sewn by the additional first sewing thread 5' shown at least in the area of ​​the door-shaped bottom side, so that the door arch baffle 43 can be turned up in the area of ​​the door-shaped bottom side when the first airbag 121 is inflated. Here, the additional first sewing thread 5' is also schematically shown, and the part of the additional first sewing thread 5' sewn on the door arch baffle 43 needs to ensure that the door arch baffle 43 can be at least partially turned up when the first airbag 121 is to be inflated so that the inflation gas can enter the second airbag 122 from the first airbag 121. In addition, similarly, the airbag upper sheet 3 and the airbag lower sheet 2 of the second airbag 122 are sewn and fixed by corresponding second sewing lines, and thereby the airbag main sheet 1 with the second airbag 122 is formed.

[0078] After this, the air bag main sheet 1 with the second air bag 122 is connected with the Figure 8 The airbag left side panel 8 and the airbag right side panel 9 of the first airbag 121 are sewn together to form the safety airbag 120 according to the present disclosure.

[0079] Then with the help of Figures 9a to 9f Describe other forms of the air bag upper sheet 3 and the air bag lower sheet 2, the ventilation holes, and the one-way communication structure of the second air bag 122.

[0080] As for the forms of the air bag upper sheet and the air bag lower sheet of the second air bag 122, Figure 9aAs shown, the airbag upper sheet and the airbag lower sheet of the second airbag 122 in this embodiment can be respectively constructed as a rectangular airbag upper sheet 3' and an airbag lower sheet 2' with curved edges. Figure 9b As shown, the airbag upper sheet and the airbag lower sheet of the second airbag 122 can also be respectively constructed as a rectangular airbag upper sheet 3'' and an airbag lower sheet 2'' with rounded corners. In another embodiment not shown, the airbag upper sheet and the airbag lower sheet of the second airbag 122 can also be respectively constructed as an ellipse. As for the form of the vents, Fig.9c As shown, the vent hole can be constructed as a circular vent hole 21' with a straight window pane structure. Figure 9d As shown, the vent hole can also be configured as a rectangular vent hole 21 '' with a cross window structure, especially a square vent hole. In another example not shown, the vent hole can also be configured as an ellipse. It is also conceivable that the above-mentioned circular, elliptical or rectangular vent holes can selectively have a straight window structure or a cross window structure. For a one-way connection structure, such as Fig.9e As shown, the one-way communication structure may include a rectangular baffle, such as two rectangular baffles 41', 42'. In another example not shown, the one-way communication structure may also include a semi-elliptical baffle. Figure 9f As shown, the one-way communication structure may include three one-way communication components, which overlap each other in the area of ​​the strip portion, wherein the three one-way communication components may be, from bottom to top, a first semicircular baffle 41, a second semicircular baffle 42, and a third semicircular baffle 43. In other embodiments, other numbers and other shapes of one-way communication components may also be envisioned.

[0081] Regarding the pairing relationship between the airbag upper sheet 3 and the airbag lower sheet 2 of the second airbag 122, in the above embodiment, the airbag upper sheet 3 and the airbag lower sheet 2 of the second airbag 122 are constructed separately. Of course, it is also conceivable that the airbag upper sheet 3 and the airbag lower sheet 2 of the second airbag 122 are constructed as an integral part, wherein the airbag upper sheet 3 and the airbag lower sheet 2 of the second airbag 122 can be constructed as an integral part at one part of their edge area. In another embodiment, such as Fig.10 As shown, the second air bag 122 may also include side panels, wherein the air bag upper panel 3 and the air bag lower panel 2 of the second air bag 122 may be constructed separately or in an integrated manner, thereby forming the second air bag 122 as shown in FIG. 9 by means of such side panels and the corresponding air bag upper panel and air bag lower panel. The air bag upper panel 3 and the air bag lower panel 2 of the second air bag 122 with side panels may be formed as follows: Figure 9b The rectangular form with rounded corners shown. In this embodiment, the first air bag 121 can still adopt the form of a conventional air bag main sheet plus two air bag side sheets.

[0082] Finally with the help Fig.11a and Fig.11b The setting interval of the second air bag 122 is described.

[0083] like Fig.11a and Fig.11b As shown, the center line of the front wall and the rear wall of the part of the airbag device 100 arranged in the instrument panel 300 is the airbag firing line of the airbag, wherein, when viewed from the side, the intersection of the airbag firing line and the instrument panel 300 is the airbag detonation point, i.e., point A. The airbag detonation point has a line in the horizontal direction and a line in the vertical direction, wherein the intersection of the horizontal line of the airbag detonation point and the passenger side of the airbag is the second intersection point, i.e., point B; the intersection of the vertical line of the airbag detonation point and the windshield 200 is the third intersection point, i.e., point C; and the vertical line drawn along point B intersects with the windshield 200 at the fourth intersection point, i.e., point D. The interval CD is the setting interval of the second airbag 122, that is, the second airbag 122 can be arranged at the upper area of ​​the first airbag 121 so that the contact surface between the second airbag 122 and the windshield 200 is between the third intersection point and the fourth intersection point when the second airbag 122 is deployed.

[0084] The intersection of the airbag launch line and the windshield 200 is the fifth intersection point, namely point E. The fifth intersection point can be considered as a good point where the second airbag 122 contacts the windshield 200. Fig.11a and Fig.11b As shown, when viewed from the side, the midpoint of the contact surface between the second airbag 122 and the windshield 200 may be near the fifth intersection, and the contact surface between the second airbag 122 and the windshield 200 covers the fifth intersection. Of course, in other embodiments, the midpoint of the contact surface between the second airbag 122 and the windshield 200 is at the fifth intersection, and in particular, the midpoint of the contact surface between the second airbag 122 and the windshield 200 may coincide with the fifth intersection. When the center of the contact surface between the second airbag 122 and the windshield 200 is at the fifth intersection or in the vicinity thereof, a better balance or compromise can be achieved between the cost of the second airbag 122 and the supporting effect of the second airbag 122 on the first airbag 121.

[0085] In one embodiment, the dimensions of the first airbag 121 and the second airbag 122 are designed such that when the first airbag 121 and the second airbag 122 are fully deployed, the projected length of the longitudinal dimension of the second airbag 122 on the detonation point horizontal line between the airbag detonation point and the second intersection is between 30% and 50% of the length of the detonation point horizontal line when viewed from the side. In another embodiment, the dimensions of the first airbag 121 and the second airbag 122 are designed such that when the first airbag 121 and the second airbag 122 are fully deployed, the contact length of the contact surface of the second airbag 122 with the windshield 200 is between 20% and 50% of the extended dimension of the windshield 200 between the third intersection and the fourth intersection when viewed from the side.

[0086] In addition to the arrangement at or near the fifth intersection, in another embodiment, when viewed from the side, the midpoint of the contact surface between the second airbag 122 and the windshield 200 may also be between the third intersection and the fifth intersection, thereby achieving a lower cost for the second airbag 122. In addition, when viewed from the side, the midpoint of the contact surface between the second airbag 122 and the windshield 200 may also be between the fourth intersection and the fifth intersection, thereby achieving a better supporting effect of the second airbag 122 on the first airbag 121.

[0087] The current design of the airbag device 100 disclosed in the present invention can be used in a large windshield distance environment, which can not only ensure the interference between the airbag 120 and the windshield 200 to improve the stability of the deployment posture, but also greatly reduce the volume of the airbag 120 and do not waste the output of the gas generator 110. In the absence of a large gas generator, the smaller gas generator 110 of the airbag device 100 disclosed in the present invention can be used in transition.

[0088] In the present disclosure, the airbag device 100 may be a front airbag device of a vehicle, more specifically, a front airbag device of a large SUV vehicle or a MPV vehicle. The airbag device 100 may be installed on a vehicle body. The vehicle may be a passenger car or a truck, in particular, an electric vehicle, such as a pure electric vehicle or a hybrid vehicle. More specifically, the vehicle may be a large SUV vehicle or a MPV vehicle.

[0089] It should be noted that the terms used herein are for the purpose of illustrating specific aspects only and are not intended to limit the disclosure. As used herein, the singular forms "a" and "the one" shall include the plural forms unless the context clearly states otherwise. It is understood that the terms "include" and "comprises" and other similar terms, when used in the application documents, specify the existence of the stated operations, elements and / or parts, without excluding the existence or addition of one or more other operations, elements, parts and / or combinations thereof. As used herein, the term "and / or" includes all arbitrary combinations of one or more related enumerated items. In the description of the drawings, similar reference numerals always represent similar elements.

[0090] The thickness of the elements in the accompanying drawings can be exaggerated for the sake of clarity. It is also understood that if an element is referred to as being on another element, coupled to another element or connected to another element, then the element can be directly formed on the other element, coupled to it or connected to it, or one or more intervening elements can be arranged between them. On the contrary, if the expressions "directly on...", "directly coupled to..." and "directly connected to..." are used herein, then there is no intervening element. Other words used to illustrate the relationship between elements should be similarly interpreted, such as "between..." and "directly between...", "attachment" and "direct attachment", "adjacent" and "directly adjacent", etc.

[0091] Terms such as "top," "bottom," "above," "below," "above," "below," etc. are used herein to describe the relationship of one element, layer or region to another element, layer or region as illustrated in the drawings. It will be understood that these terms are intended to encompass other orientations of the device in addition to the orientation depicted in the drawings.

[0092] It is to be understood that although the terms "first", "second", etc. may be used herein to describe different elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. Therefore, a first element may be referred to as a second element without departing from the teachings of the present disclosure.

[0093] It is also contemplated that all exemplary embodiments disclosed herein can be arbitrarily combined with one another. In addition, all individual technical features in this application can be arbitrarily combined with one another, as long as the combined technical features are not mutually contradictory. All technically feasible feature combinations are technical contents recorded in this application.

[0094] Finally, it should be pointed out that the above embodiments are only used to understand the present disclosure, and do not limit the protection scope of the present disclosure. For those skilled in the art, modifications can be made based on the above embodiments, and these modifications do not depart from the protection scope of the present disclosure.

Claims

1. An airbag device for protecting an occupant in a vehicle, the airbag device comprising a gas generator for providing inflation gas and an airbag connected to the gas generator, wherein when the inflation gas in the gas generator enters the airbag, the airbag can be inflated and deployed toward the occupant side, wherein: The airbag comprises a first airbag and a second airbag, the first airbag being in fluid communication with the second airbag, and inflation gas being able to enter the second airbag via the first airbag, wherein the first airbag is configured to receive an occupant in a deployed condition, It is characterized in that The second airbag is arranged on the first airbag in a folded state and is located at the upper area of ​​the first airbag in an unfolded state. The volume of the second airbag in the unfolded state is smaller than the volume of the intermediate space between the first airbag and the windshield, wherein the second airbag is configured to unfold toward and contact the windshield before the first airbag is fully unfolded during the inflation process of the first airbag, so that the second airbag supports the first airbag against the windshield, thereby supporting the first airbag before the first airbag is fully unfolded during the inflation process of the first airbag and thereby preventing the first airbag from shaking.

2. The airbag device according to claim 1, characterized in that: The second air bag is arranged outside the first air bag in a folded state.

3. The airbag device according to claim 2, characterized in that: The second airbag is arranged outside the first airbag in a folded state so that the second airbag can be freely unfolded during the inflation of the first airbag, thereby supporting the first airbag before the first airbag is fully unfolded; and / or The second airbag is arranged in the upper region of the first airbag such that when the second airbag is deployed, the second airbag can prevent the first airbag from shaking up and down; and / or The second airbag is arranged at an upper region of the first airbag in the deployed state so that the second airbag only supports the first airbag but does not accommodate an occupant; and / or The second air bag is separately arranged outside the first air bag via a connecting structure; and / or The airbag can be launched and deployed outwardly from a dashboard containing the airbag along an airbag launch line, wherein, viewed from the side, a first intersection point of the airbag launch line and the dashboard is an airbag detonation point, a horizontal line of the airbag detonation point forms a second intersection point with the passenger side of the first airbag in a fully deployed state, a vertical line of the airbag detonation point forms a third intersection point with the windshield, and a vertical line of the second intersection point on the passenger side of the first airbag forms a fourth intersection point with the windshield, The second airbag is arranged at an upper region of the first airbag in such a way that, in the deployed state of the second airbag, a contact surface of the second airbag with the windshield is located between the third intersection point and the fourth intersection point.

4. The airbag device according to claim 3, characterized in that: The dimensions of the first airbag and the second airbag are designed so that when the first airbag and the second airbag are in a fully deployed state, when viewed from the side, The projected length of the longitudinal dimension of the second air bag on the detonation point horizontal line between the air bag detonation point and the second intersection point is between 30% and 50% of the length of the detonation point horizontal line, and / or The contact length of the contact surface of the second air bag with the windshield is between 20% and 50% of the extension dimension of the windshield between the third intersection point and the fourth intersection point; and / or The airbag launch line forms a fifth intersection with the windshield, wherein, when viewed from the side, The midpoint of the contact surface between the second air bag and the windshield is at the fifth intersection, or The midpoint of the contact surface between the second airbag and the windshield is near the fifth intersection point, and the contact surface between the second airbag and the windshield covers the fifth intersection point; and / or The midpoint of the contact surface between the second airbag and the windshield coincides with the fifth intersection point; and / or The airbag launch line forms a fifth intersection with the windshield, wherein, when viewed from the side, The midpoint of the contact surface between the second air bag and the windshield is between the third intersection point and the fifth intersection point, or The midpoint of the contact surface between the second air bag and the windshield is between the fourth intersection point and the fifth intersection point.

5. The airbag device according to any one of claims 1 to 3, characterized in that: There is a vent hole between the first air bag and the second air bag for fluid communication between the first air bag and the second air bag; and / or A one-way communication structure is provided on the upper part of the vent hole, the one-way communication structure can completely cover the vent hole, the one-way communication structure is configured to allow the inflation gas to enter the second air bag during the inflation process of the first air bag so that the second air bag can be deployed, and to prevent the inflation gas in the second air bag from flowing back into the first air bag after the second air bag is filled with the inflation gas and fully deployed; and / or The airbag device comprises a deflation hole, which is arranged in the first airbag instead of the second airbag, so that the second airbag will not leak while ensuring that the airbag can be deflated safely; and / or The ventilation hole is configured to be circular, oval or rectangular; and / or The one-way communication structure includes or is configured as a semicircular baffle, a semi-elliptical baffle, a rectangular baffle or a door arch baffle; and / or A first opening is provided in an upper region of the first air bag, and a second opening is provided in a lower region of the second air bag, the first opening and the second opening together form a vent hole, the vent hole has a cross-pane structure or a straight-pane structure, the cross-pane structure or the straight-pane structure is provided at the first opening and / or at the second opening; and / or The one-way communication structure includes two or more one-way communication components, which have overlapping areas when covering the vents, and the overlapping areas are located on a strip portion in the cross-window structure or on the cross-window structure; and / or The one-way communication structure is constructed as a single one-way communication component, which is connected on the inner side of the second airbag so that a channel is left at at least one edge region for inflation gas to enter from the first airbag into the second airbag.

6. The airbag device according to any one of claims 1 to 3, characterized in that: The second air pocket is formed by a separate or integrated air pocket upper sheet and an air pocket lower sheet, or the second air pocket is formed by a separate or integrated air pocket upper sheet and an air pocket lower sheet and corresponding air pocket side sheets.

7. The airbag device according to claim 6, characterized in that: The air bag upper piece and the air bag lower piece are respectively constructed into a circle, an ellipse or a rectangle with rounded corners or arc edges.

8. The airbag device according to any one of claims 1 to 3, characterized in that: The gas generator is configured to provide up to 120 L of inflation gas.

9. A vehicle comprising the airbag device according to any one of claims 1 to 8.

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