Airbag for vehicle, preferably OPW airbag

Abstract

The present invention relates to an airbag for a vehicle, preferably an OPW airbag, configured to be set from an uninflated state to an inflated state to protect an occupant of the vehicle. According to the invention, it is provided that the airbag has at least two fabric layers which are connected to one another so as to form a central inflow region forming a first airbag chamber and at least two wing regions which form a respective second airbag chamber and which extend radially from the inflow region, so that during an inflation operation of the airbag, gas can first flow into the central inflow region and can then flow into the wing regions. The distal end portions of the at least two wing regions are connected to each other by a flat tensioning element such that during an inflation operation of the airbag, the distal end portions move axially away from the central inflow region and, in an inflated state of the airbag, the distal end portions of the at least two wing regions move axially away from the central inflow region. The flat tensioning element is radially tensioned at a distance axially spaced from the central inflow region.

Description

Technical Field

[0001] The present invention relates to an airbag, preferably an OPW airbag, which is configured to be set from an uninflated state, such as a folded or deflated state, to an inflated state, such as a deployed state, through an inflation operation. In this inflated state, the airbag can achieve its protective effect to protect passengers of a vehicle (such as a motor vehicle or a commercial vehicle). Background Art

[0002] Such airbags for vehicles can be manufactured in different ways and are called, for example, OPW airbags, cut-and-sewn airbags, or cut-sealed-and-sewn airbags according to the manufacturing method.

[0003] An OPW airbag, namely a so-called one-piece woven airbag, is an airbag woven from a single piece, while a cut-and-sewn airbag or a cut-sealed-and-sewn airbag is obtained by cutting several pieces of fabric, which can be glued and then sewn together.

[0004] Such airbags are widely used as part of a vehicle restraint system to protect vehicle passengers from colliding with vehicle structural components (such as a steering wheel, a dashboard, a door frame, etc.).

[0005] A restraint system in the form of an airbag system having such an OPW airbag or a conventional airbag manufactured by a cut-and-sewn or cut-sealed-and-sewn process is actively activated when necessary and is widely called an active restraint system in vehicles such as motor vehicles.

[0006] Airbags are designed differently according to the type and location of use. Various types of airbags are known in the prior art, such as in the form of driver and front passenger airbags, side airbags, far-side airbags, head airbags, knee airbags, window airbags, etc. The so-called far-side airbag, also known as a front center airbag, is located, for example, on the side of a motor vehicle driver's seat facing the front passenger.

[0007] A driver or front passenger airbag for frontal collision protection is usually installed in front of the driver on the vehicle steering wheel or behind the dashboard for other passengers (front passengers) on the front seats. In addition to frontal collision protection, airbags are also used to prevent side collisions. For example, the above-mentioned side airbags are also provided, such as curtain airbags, side airbags in seats or door trim panels, etc. In particular, curtain airbags or special side airbags are usually installed along the roof side rails, i.e., the roof structure of the vehicle body, and are designed to form an energy-absorbing structure between the head and upper torso of the passenger and the internal components of the vehicle.

[0008] In the event of an accident or an impending accident, sensors installed in the vehicle measure the abnormal deceleration of the vehicle. For example, within a few milliseconds, gas is supplied to the airbag to set it from an uninflated state, i.e., a folded or deflated state, to an inflated state during the inflation operation. This is accomplished by a device such as a gas generator, which is commonly referred to as an "inflator". The inflated airbag cushions the vehicle passengers from the impact force.

[0009] In addition to the above-mentioned OPW method, airbags are also often manufactured in a slightly more complex manner using the above-mentioned cut-and-sew method or the cut-seal-and-sew method.

[0010] In particular, the cut-and-sew method only involves cutting the fabric pieces that form the fabric layer into the desired shape, stacking them on top of each other and sewing them together to form an airbag, i.e., a so-called cut-and-sew airbag.

[0011] Known airbags manufactured using the cut-seal-and-sew method for this purpose are complex solutions and are produced with a high manufacturing workload, for example by cutting out two or more identical or partially identical or different production parts from a silicone-coated flat fabric, spraying a sealing compound onto the edges - for example in the form of an annular bead - then stacking two or more fabric parts on top of each other and then bonding these parts together. In addition, the fabric layer formed in this way is provided with seams to ensure sufficient strength of the bonded seams.

[0012] In the case of airbags manufactured using the cut-and-sew method and airbags manufactured using the cut-seal-and-sew method, additional components such as ties, flaps, etc. sometimes have to be sewn in a further process step to carry out shaping (with or without a sealant).

[0013] Therefore, the cut-and-sew process and the cut-seal-and-sew process may be more time-consuming and / or more costly than the OPW process and generally require many manual process steps.

[0014] To improve the protection effect of the airbag, for example, when designing the airbag, especially in the frontal protection area (e.g., driver airbag, passenger airbag), a method is adopted to design the airbag to have a greater airbag depth and a greater contact surface or impact surface that the passengers will hit during a collision. So far, it is known from the prior art that airbags are balloon-shaped, but this requires a larger airbag volume. However, a larger airbag volume requires a larger gas generator and thus inevitably more installation space in the vehicle, which is contrary to the specifications of the airbag design.

[0015] The increasing demand for airbags, especially in the field of frontal protection related to driver airbags, not only requires an increase in the depth of the airbag, i.e., the distance between the front surface or impact surface of the inflated airbag and the steering wheel, but also at the same time requires as large an impact surface or contact surface as possible as the front surface of the airbag.

[0016] According to the prior art, an increased airbag depth can only be achieved in combination with an increased airbag volume, for which mainly the above-mentioned balloon-shaped airbag design is used. The advantage of the balloon-shaped airbag design is that a large contact surface or impact surface can be achieved as the front surface of the airbag, whereby due to the conical shape of the airbag in the direction towards the steering wheel, a relatively low airbag volume that can be filled with gas can be maintained at least to some extent.

[0017] As mentioned above, a larger airbag volume also requires a larger gas generator and inevitably more installation space in the vehicle, which is usually a problem under conventional installation space requirements, since the airbag requires an increasingly smaller installation space.

[0018] Due to its design, the contact surface or impact surface of a conventional driver airbag is usually convex, i.e., curved outwards. This is particularly disadvantageous because in the event of a frontal or side collision accident, the passenger may hit the edge area of the contact surface and slide thereon, resulting in a reduced protective effect of the airbag. Summary of the Invention

[0019] Therefore, the object of the present invention is to provide an airbag, preferably an OPW airbag, which can at least partially avoid or at least reduce the disadvantages known in the prior art. Preferably, the present invention aims to provide an airbag which can still achieve an enhanced protective effect on the passenger with a smaller airbag volume, and preferably, can provide a contact or impact surface with a better protective effect at a lower airbag filling volume.

[0020] This object is solved by the airbag.

[0021] The airbag according to the present invention is preferably a woven OPW airbag, which is configured to move from an uninflated state (e.g., a folded or deflated state) to an inflated or deployed state through an inflation operation, such as through a gas generator, in which state the airbag can achieve its protective effect on passengers to protect the passengers of the vehicle. The airbag according to the present invention has at least two fabric layers, preferably two or three fabric layers in certain regions and / or three fabric layers in certain regions, which are connected to each other to form a central inflow region (forming a first airbag chamber) and at least two wing regions extending away from or radially extending from the inflow region (forming corresponding second airbag chambers), so that during the inflation operation of the airbag, gas can first flow into the central inflow region and then from the central inflow region into the respective wing regions, wherein the distal portions of at least two wing regions are connected to each other by flat (e.g., circular or square) tensioning elements, so that during the inflation operation of the airbag, the distal portions move away from the inflow region in the depth direction of the airbag or axially away from the central inflow region, and in the inflated state of the airbag, the flat tensioning elements are stretched or radially tensioned away from the inflow region in the depth direction or axially spaced apart from the central inflow region.

[0022] Preferably, the airbag or airbag according to the present invention is designed as a three-layer OPW airbag, at least in regions where the airbag is to have particularly high rigidity and stability, such as the wing regions forming the second airbag chamber in the inflated state, so as to be able to stretch the tensioning elements. The contact or impact surface intended to protect the passengers in the event of a collision is at least partially formed by the tensioning elements, which are stretched by the wing regions and are, for example, flat fabric sheets or nonwoven fabric blanks. The tensioning elements held or stretched in this way can together with the respective distal portions of the respective wing regions form a contact or impact surface, which is flat or concave relative to the appearance of the airbag by correspondingly designing the respective wing regions and by correspondingly determining the attachment positions of the tensioning elements at the respective distal portions, i.e., bent or folded inward. The concave shape of the airbag in the contact region (formed by the respective distal portions of the wing regions and the tensioning elements) in combination with the very rigid and stable external structure of the inflated OPW airbag reduces the situation where passengers may slide over the edge of the airbag. The airbag according to the present invention also allows a larger protection volume to be achieved without increasing the inflation or filling volume of the airbag.

[0023] The flat or laid-out OPW blank or the airbag portion forming the first airbag chamber and the second airbag chamber has a plurality of wing regions that bend axially and radially outward when the airbag is inflated, thereby presenting a bowl shape. By attaching (e.g., sewing) a tensioning element, e.g., in the form of a flat fabric blank, which is, for example, smaller in the radial direction than the distance between the outer edges of the opposing wing regions in the inflated state of the OPW airbag, the entire airbag is placed under tension and is supported by adjacent tubular reinforcing chambers formed in the second airbag chamber in each wing region. This results in an extremely stable structure, especially when the adjacent wing regions also support each other in the inflated state.

[0024] Since the airbag according to the invention forms a contact or impact surface in the inflated state, which is formed by parts of the wing regions and the tensioning element, i.e., the tensioning element in the form of a flat fabric sheet is held in place under tension, unlike the usual situation, a direct impact on the airbag does not occur in the air chamber filled with overpressure, but rather to a large extent in the flat fabric sheet held under tension.

[0025] Furthermore, the airbag according to the invention can be further formed such that fabric layers, preferably three fabric layers, are connected to each other in the wing regions such that during the inflation operation of the airbag, their distal portions are stretched or radially tensioned (e.g., in the form of a flat fabric sheet) at a position of at least two wing regions determined by the tensioning / stretching force of the flat tensioning element in a manner having a certain distance from the central inflow region (preferably having two or three fabric layers). Thus, the inflation behavior of the airbag can be controlled at least in part by the appropriate design and configuration of the tensioning element, and preferably, when the inflation operation is completed, the final position of the inflated wing regions can be predetermined.

[0026] In addition, the airbag according to the invention can be realized such that the fabric layers in the wing regions are connected to each other such that during the inflation operation of the airbag, at least two wing regions bend at least partially radially outward, and / or in the inflated state of the airbag, at least two wing regions extend axially from the central inflow region and bend at least partially radially outward. For example, this can be achieved by designing the wing regions to be three-layered and forming a corresponding reinforcing chamber arrangement or a corresponding reinforcing chamber structure through three fabric layers, which results in bending or folding outward during the inflation operation. For example, the reinforcing chambers can be designed as elongated reinforcing chambers that are arranged radially offset from each other along the respective wing regions and each extend circumferentially.

[0027] Furthermore, the airbag according to the invention can be realized such that the airbag has three fabric layers, namely a first fabric layer, a second fabric layer and a third fabric layer. At least in the wing region, the second fabric layer is arranged between the first fabric layer and the third fabric layer. Preferably, the first fabric layer is the lower fabric layer or the fabric layer forming the inflated airbag outer shell, the second fabric layer is the intermediate fabric layer extending inside the airbag, and the third fabric layer is the upper fabric layer or the fabric layer forming the airbag inner shell. The three fabric layers are woven together in such a way that reinforcing chambers extending circumferentially and radially offset from each other are formed between the first fabric layer and the second fabric layer (i.e., the lower or outer reinforcing chamber) and between the third fabric layer and the second fabric layer (i.e., the upper or inner reinforcing chamber). These reinforcing chambers cause the wing region to bend at least partially outwards when observed from the surroundings during their inflation operation. Based on the arrangement, dimensions (reinforcing chamber volume, diameter) and their respective offset in the circumferences of the respective upper / inner and lower / outer reinforcing chambers, the outward bending can be influenced.

[0028] Furthermore, the airbag according to the invention can be designed such that the airbag is formed as a woven OPW airbag with warp and weft yarns woven into a woven fabric layer in a central (preferably two-layer) inflow region and a corresponding (preferably three-layer) wing region. The warp and weft yarns are woven together such that the airbag forms a two-layer central inflow region and a three-layer corresponding wing region. In a first partial region between the corresponding wing region and a second partial region extending towards the inflow region and finally forming a second part of the inflow region, the warp and weft yarns of the intermediate or second fabric layer emerge from the intermediate or second fabric layer and float completely between the lower or first fabric layer and the upper or third fabric layer, and are combined into the lower or first fabric layer or the upper or third fabric layer in the second partial region. Thus, the first partial region forms a transition region where the second or intermediate fabric layer dissolves, and the warp and weft yarns of this intermediate fabric layer float completely until they reach the second partial region, and then the warp and weft yarns are combined into the lower fabric layer or the upper fabric layer in this second partial region. Thus, in the second partial region, the lower fabric layer and the upper fabric layer have parts of the intermediate fabric layer.

[0029] Furthermore, the airbag according to the invention can be designed such that adjacent wing regions are at least partially connected to each other circumferentially, preferably connected or stitched together via a seam portion. There are also gaps between the exposed, unconnected or unstitched side portions of adjacent wing regions. Thus, when the airbag is in the inflated state, adjacent wing regions can support each other at least partially.

[0030] Furthermore, the airbag according to the invention can be designed such that the airbag is circular when observed in the axial direction in the inflated state, and / or the wing regions are circular arc segments when observed in the axial direction in the inflated state of the airbag.

[0031] Furthermore, the airbag according to the invention can be realized such that at least two fabric layers, preferably two or three fabric layers in the central inflow region and three fabric layers in the respective wing regions, form a circular or star-shaped contour of the airbag when stacked on top of each other.

[0032] Furthermore, the airbag according to the invention can be realized such that the airbag has a parabolic shape, in particular a paraboloid of revolution or an elliptic paraboloid or the shape of a bowl, in the inflated state.

[0033] Furthermore, the airbag according to the invention can be realized such that the airbag in the inflated state is designed such that the inflow region, the wing regions, and the flat tensioning elements at least partially surround the space outside the inflated airbag. This means that when inflated, the airbag surrounds a space or cavity in which there is atmospheric pressure or at least a pressure different from the pressure present inside the airbag. Thus, the components or parts of the airbag that together with the tensioning elements form the airbag chamber surround the cavity outside the airbag, which is preferably at atmospheric pressure and thus does not need to be filled with air due to the design of the airbag. This in turn results in a smaller filling volume of the airbag while still maintaining a large protective volume (the outer shell of the airbag in the inflated state), since the airbag only surrounds the cavity itself with its stable and rigid chamber structure.

[0034] Furthermore, the airbag according to the invention can be further designed such that the airbag forms a flat or concave shape in the distal part and in the region of the flat tensioning elements. Depending on the point on the distal part to which the flat tensioning element is attached, i.e., further offset radially towards the edge of the inflow region or towards the wing region, the airbag can have a flat or concave shape as a contact surface or impact surface. Description of the Drawings

[0035] A preferred embodiment of the invention will be illustrated below with reference to the drawings.

[0036] These drawings show:

[0037] Figure 1 is a schematic view from above of the airbag according to the invention in the deployed state;

[0038] Figure 2 a) of Figure 1 is a schematic view from above of the airbag according to the invention in the inflated state;

[0039] Figure 2 b) of Figure 1 is a schematic cross-sectional view of the airbag according to the invention in the inflated state;

[0040] Figure 3 is Figure 1 is a schematic view from above of a part of the airbag according to the invention in the deployed state;

[0041] Figure 4a is Figure 1 A schematic view from above of a part of an airbag according to the present invention in a designed state, indicating the cutting lines A-A and B-B;

[0042] Figure 4b is Figure 4a A schematic view of a part of an airbag according to the present invention in a designed state, which is a cross-sectional view according to the cutting line A-A;

[0043] Figure 4c is Figure 4a A schematic view of a part of an airbag according to the present invention in a designed state, which is a cross-sectional view according to the cutting line B-B;

[0044] Figure 5 of a) to Figure 5 of b) is a perspective view from the side and above Figure 1 A schematic view of an airbag according to the present invention.

[0045] List of reference numerals

[0046] 10 Airbag

[0047] 11 First / lower / outer fabric layer

[0048] 12 Second / intermediate fabric layer

[0049] 13 Third / upper / inner fabric layer

[0050] 14 Central inflow region (generator port or connection region)

[0051] 15 1 First radially extending wing region

[0052] 15 2 Second radially extending wing region

[0053] 15 3 Third radially extending wing region

[0054] 15 4 Fourth radially extending wing region

[0055] 16 1 First distal part of the first wing region

[0056] 16 2 Second distal part of the second wing region

[0057] 16 3 Third distal part of the third wing region

[0058] 16 4Fourth distal part of the fourth wing area

[0059] 17 Flat tensioning element, in particular a flat fabric sheet

[0060] 18 Seam part

[0061] ETB first part area

[0062] ZTB second part area

[0063] FF Floating warp and weft yarns

[0064] VK Reinforcement chamber

[0065] OK Upper reinforcement chamber

[0066] UK Lower reinforcement chamber

[0067] S Weft direction

[0068] K Warp direction

[0069] WN Weaving seam Detailed implementation mode

[0070] In Figures 1 to 5 In the illustrated embodiment, the airbag or airbag 10 according to the present invention is manufactured as an OPW airbag, that is, it is a so-called "one-piece woven" airbag 10, that is, a single-piece woven airbag 10.

[0071] In a specific application scenario, the airbag 10 in this embodiment is designed as a steering wheel airbag and is thus arranged on a steering wheel not shown in detail in a conventional manner not described in detail here.

[0072] The airbag 10 according to the present invention is configured to move from an uninflated state (such as a folded or deflated state) to an inflated or deployed state in a conventional manner through an inflation operation (such as by means of a conventional gas generator not further specified here). In this state, the airbag can achieve its protective effect on passengers to protect the passengers of a vehicle (such as a motor vehicle or a commercial vehicle). That is to say, the airbag 10 is deployed from an uninflated state to an inflated state in a conventional manner in response to the activation of an inflation device (such as a gas generator), for example, when a vehicle collision is detected, etc.

[0073] Figure 1 And Figure 2 The airbag 10 according to the present invention is shown in more detail. Figure 1 A schematic view from above of the airbag 10 according to the present invention in the designed state is shown, in which the tensioning element 17 described in more detail below is still loosely resting on the components forming the airbag chamber of the airbag 10, that is, it has not been attached thereto yet. On the other hand, Figure 2a) of FIG. shows a schematic view from above of an airbag 10 according to the present invention in an inflated state with a tensioning element 17 attached, and Figure 2 b) of FIG. shows a schematic cross-sectional view of an airbag 10 according to the present invention in an inflated state with a tensioning element 17 attached.

[0074] As can be generally seen from Figure 1 and Figure 2 , the airbag 10 has a plurality of fabric layers 11, 12, 13, which will be described in more detail below and which are connected to each other to form a central inflow region 14 (forming a first airbag chamber) and four corresponding wing regions 15 (radially extending away from the central inflow region 14 in this case) that form second airbag chambers. 1 , 15 2 , 15 3 , 15 4 (collectively referred to as 15).

[0075] Therefore, these regions 14 and 15 form the airbag chamber-forming parts of the airbag. Thus, during the inflation operation of the airbag 10, gas can first flow into the central inflow region 14 and then from the central inflow region 14 into the respective wing regions 15 1 , 15 2 , 15 3 , 15 4 . For example, a part of the inflow region 14 is designed as a generator port to accommodate a gas generator for filling the airbag 10 or is designed as a connection region for connecting the generator. The generator is installed and connected in a conventional manner and is not described in detail here.

[0076] Each of the wing regions 15 1 , 15 2 , 15 3 , 15 4 also has corresponding distal portions 16 1 , 16 2 , 16 3 , 16 4 , which are connected to each other via a flat tensioning element 17. In particular, the corresponding distal portions 16 1 , 16 2 , 16 3 , 16 4 can be the outermost edge regions of the respective wing regions 15 1 , 15 2 , 15 3 , 15 4 . However, alternatively, each of the distal portions 16 1 , 16 2 , 16 3 , 164 It may also be a part that is misaligned inward or radially inward by a predetermined distance from the outermost edge region of the corresponding wing region 15 1 、15 2 、15 3 、15 4 。

[0077] The distal portions 16 1 、16 2 、16 3 、16 4 are each directly connected to the tension element 17 in any case and are indirectly connected to each other through the tension element 17.

[0078] This causes the distal portions 16 1 、16 2 、16 3 、16 4 to move in the depth direction of the airbag or axially away from the central inflow region 14 during the inflation operation of the airbag 10, and in the inflated state of the airbag 10, to stretch (radially clamped in this case) the flat tension element 17 at an axial distance from the central inflow region 14. This can be seen in particular in Figure 2 b) of

[0079] In particular, the wing regions 15 1 、15 2 、15 3 、15 4 described in more detail below, the fabric layers 11, 12, 13 therein are connected to each other such that during the inflation operation of the airbag 10, the distal portions 16 of the wing regions 15 1 、15 2 、15 3 、15 4 space the tension element 17 (e.g., in the form of a flat fabric sheet or a non-woven fabric blank) from the central inflow region 14 or away from the central inflow region 14 and stretch or radially tension the tension element 17 at a position determined by the expansion ability and / or tensile force of the flat tension element 17 and the rigid and stable structure of each wing region 15 1 、16 2 、16 3 、16 4 in the four wing regions 15 1 、15 2 、15 3 、15 4 as shown in 1 、15 2 、15 3 、15 4 b) of Figure 2 。

[0080] In particular, Figure 2 it can also be seen in b) that the fabric layers 11, 12, 13 are connected to each other in the wing regions 15 1 , 15 2 , 15 3 , 15 4 such that the four wing regions 15 1 , 15 2 , 15 3 , 15 4 are bent at least partially radially outwards during the inflation operation of the airbag 10 and extend axially away from the central inflow region 14 when the airbag 10 is in the inflated state. Thus, together with the central inflow region 14, they form the outer and inner shells of the part of the airbag chamber 10 that forms the airbag chamber.

[0081] In addition, adjacent wing regions 15 1 , 15 2 , 15 3 , 15 4 are connected to each other partially circumferentially, i.e., via seam portions 18 sewn together, for example. As a result, corresponding gaps are formed between the wing regions in the radial direction between the seam portions 18 and the central inflow region 14, in which the adjacent wing regions 15 1 , 15 2 , 15 3 , 15 4 are not connected to each other.

[0082] As a result, the airbag 10 assumes the shape of a paraboloid, in particular a paraboloid of revolution or an elliptic paraboloid or a bowl, in the inflated state. In the inflated state, the shape of the airbag 10 is designed such that the central inflow region 14, the wing regions 15 1 , 15 2 , 15 3 , 15 4 and the flat tensioning element 17 at least partially enclose the space or cavity outside the inflated airbag 10, which cavity thus does not represent the inflation volume of the airbag, i.e., the space that can be filled with gas or air during the inflation operation. Instead, the cavity is at atmospheric pressure or at least at a different pressure from the filled airbag 10.

[0083] Therefore, the airbag 10 is circular when viewed in the axial direction in the inflated state, and the wing regions 15 1 , 15 2 , 15 3 , 15 4 are circular segments when viewed in the axial direction when the airbag 10 is in the inflated state.

[0084] Figure 3 Shows Figure 1Schematic view of a part of the airbag 10 according to the invention, namely only the part of the airbag 10 that forms the airbag chamber and the inflow region (viewed from above in the designed state), i.e., the view of the airbag 10 itself, without the tensioning element 17 and without the mutually connected seam portions 18.

[0085] As can be seen, the fabric layers 11, 12, 13, which will be explained in more detail below, form a circular or star-shaped contour of the airbag when they are stacked on top of each other or when the airbag 10 is spread out. Around the woven seam WN is formed in the edge region of the part of the airbag 10 that is spread out or laid out in such a way as to form the airbag chamber, where two or three fabric layers 11, 12, 13 converge or are woven together to form the seam. Now, in connection with Figures 4a to 4c The specific structure of the airbag 10 or the part of the airbag 10 that forms the airbag chamber will be described.

[0086] Figure 4a Shows Figure 3 Similar to Figure 1 Schematic view from above of a part of the airbag 10 according to the invention in the designed state, but indicating the cutting lines A-A and B-B. Figure 4b Shows Figure 4a Schematic cross-sectional view of a part of the airbag 10 according to the invention in the designed state according to the cutting line A-A, and Figure 4c Shows Figure 4a Schematic cross-sectional view of a part of the airbag 10 according to the invention in the designed state according to the cutting line B-B.

[0087] In particular, it can be seen from Figure 4b that the airbag 10 basically has two-layer regions, which are formed by the second partial region ZTB, which will be explained in more detail below, and has a central inflow region 14. Thus, the second partial region with the central inflow region 14 is formed by the first (in the shown case, the lower) fabric layer 11 and the third (in the shown case, the upper) fabric layer 13.

[0088] The wing regions 15 1 、15 2 、15 3 、15 4 (Shown in section A-A are 15 1 、15 2 ) each have three fabric layers 11, 12, 13, namely the lower fabric layer 11, the upper fabric layer 13, and the second (in the shown case, the middle) fabric layer 12 arranged between them. In particular, the airbag 10 is designed as the OPW airbag, where the warp yarns extend in Figure 4b in the warp direction K, and the weft yarns are in Figure 4bextend in the weft direction S, and they are woven in two woven fabric layers 11 and 13 in the second partial region ZTB having a central inflow region 14 and in the respective wing regions 15 1 、15 2 、15 3 、15 4 among three woven fabric layers 11, 12 and 13.

[0089] As can be seen in particular from Figure 4b it, the warp and weft yarns are woven together in such a way that the airbag 10 forms the second partial region ZTB with a central inflow region 14 in two layers and the respective wing regions 15 1 、15 2 、15 3 、15 4 .

[0090] From the respective three-layer wing regions 15 1 、15 2 、15 3 、15 4 to the two-layer second partial region ZTB with a central inflow region 14 occurs in the first partial region ETB adjacent to the respective wing regions 15 1 、15 2 、15 3 、15 4 . The first partial region thus forms a transition region.

[0091] In the first partial region ETB, the warp and weft yarns of the intermediate fabric layer 12 emerge and float completely between the lower fabric layer 11 and the upper fabric layer 13 (shown as floating warp and weft yarns FF in Figure 4b ).

[0092] Adjacent to the first partial region ETB is the above-mentioned second partial region ZTB, which finally terminates at the central inflow region 14.

[0093] At the transition from the first partial region ETB to the partial region ZTB of the two-layer configuration, the warp and weft yarns of the intermediate fabric layer 12 that were previously floating in the first partial region ETB enter the upper fabric layer 13 or the lower fabric layer 11.

[0094] Therefore, the second partial region ZTB is configured as two layers, that is, it consists only of the upper fabric layer 11 and the lower fabric layer 13, and finally forms the central inflow region 14, in which the generator opening or the connection region in which the generator is accommodated or connected is also located. Therefore, the lower fabric layer 11 and the upper fabric layer 13 in the second partial region have the corresponding proportion of the warp and weft yarns of the intermediate fabric layer 12 in the first partial region.

[0095] Can be obtained from Figure 4c In more detail, there is shown a cross-wing region 15 1 The cross section BB of the three fabric layers 11, 12, 13 in each wing area 15 1 , 15 2 , 15 3 , 15 4 The fabric is interwoven in such a way that a plurality of reinforcement chambers VK extending in the circumferential direction and radially offset relative to each other are formed between the lower fabric layer 11 and the middle fabric layer 12 and between the upper fabric layer 13 and the middle fabric layer 12, that is, Figure 4c In the case shown, a lower reinforcement chamber UK and an upper reinforcement chamber OK are formed, which results in a wing region 15 1 , 15 2 , 15 3 , 15 4 Due to this arrangement of the reinforcement chambers VK, i.e., the smaller distances between some of the upper or outer reinforcement chambers OK and the larger distances between the lower or inner reinforcement chambers UK, the bending of the airbag 10 is achieved outwards. Figure 4c The case shown is implemented downwards.

[0096] Figure 5 a) and b) show Figure 1 Schematic diagram of an airbag 10 according to the invention, viewed from the side and from above. In this respect, Figure 5 a) shows the airbag 10 in the inflated state without the tensioning element 17, while Figure 5 b) shows the airbag 10 in the inflated state with the tensioning element 17 attached.

[0097] like Figure 5 b), the airbag 10 in this case is at the distal end portion 16 1 , 16 2 , 16 3 , 16 4 The concave shape is formed in the region of the flat tensioning element 17 by attaching the tensioning element 17 to the distal portion 16. 1 , 16 2 , 16 3 , 16 4 The distal end portion 16 is slightly offset radially toward the inflow region 14. 1 , 16 2 , 16 3 , 16 4 Rather than attaching to the wing area 15 1 , 15 2 , 15 3 , 15 4 This is achieved by the outermost edge of the

[0098] Therefore, the inflation operation of the OPW airbag according to the present invention is as follows:

[0099] When the inflation device in the form of a gas generator is activated, gas flows into the two-layer second part region having the central inflow region 14, then enters the first part region ETB forming the transition region, and from there into the respective wing regions 15 1 、15 2 、15 3 、15 4 into the corresponding lower reinforcement chambers UK and upper reinforcement chambers OK. The airbag 10 unfolds, stretches the tensioning element 17, and finally assumes a bowl shape, as shown in Figure 2 b) of Figure 5 and as shown.

[0100] In the case shown in Figure 5 and different from the tensioning element 17 in Figure 2 , the tensioning element 17 has a square shape instead of a circular shape, resulting in a different shape of the airbag 10 in the inflated state.

[0101] The features of the present invention disclosed in the above description and drawings may be essential for implementing the present invention individually and in any desired combination.

Claims

1. An airbag (10), preferably an integrally woven (OPW) airbag, the airbag (10) being configured to be set from an uninflated state to an inflated state through an inflation operation to protect a vehicle occupant, in, The airbag (10) comprises at least two fabric layers (11, 12, 13), the at least two fabric layers (11, 12, 13) being connected to each other so as to form a central inflow area (14) and at least two wing areas (151, 152, 153, 154), the central inflow area (14) forming a first airbag chamber, the at least two wing areas (151, 152, 153, 154) forming respective extensions away from the central inflow area (14) or extending radially from the central inflow area (14), so that during the inflation operation of the airbag (10), gas can first flow into the central inflow area and then flow from the central inflow area into the respective wing areas (151, 152, 153, 154), The distal ends (161, 162, 163, 164) of the at least two wing regions (151, 152, 153, 154) are connected to each other via a flat tensioning element (17), so that during the inflation operation of the airbag, the distal ends (161, 162, 163, 164) move away from the central inflow region (14) in the depth direction of the airbag (10) or move axially away from the central inflow region (14), and in the inflated state of the airbag (10), the flat tensioning element (17) is stretched or radially tensioned away from the central inflow region (14) in the depth direction or axially spaced from the central inflow region (14).

2. The airbag (10) according to claim 1, wherein: The fabric layers (11, 12, 13) in the wing regions (151, 152, 153, 154) are connected to each other so that during the inflation operation of the airbag (10), their distal portions (161, 162, 163, 164) stretch or radially tension the flat tensioning element (17) at a distance away from the central inflow region (14) at the position of the at least two wing regions (151, 152, 153, 154) determined by the stretching force of the flat tensioning element (17).

3. The airbag (10) according to claim 1 or 2, wherein: The fabric layers (11, 12, 13) in the wing regions (151, 152, 153, 154) are connected to each other so that during the inflation operation of the airbag (10), at least two wing regions (151, 152, 153, 154) are at least partially bent radially outward, and / or in the inflated state of the airbag (10), the at least two wing regions (151, 152, 153, 154) extend axially from the central inflow region (14) and are at least partially bent radially outward.

4. The airbag (10) according to any one of the preceding claims, wherein: The airbag (10) comprises three fabric layers (11, 12, 13), namely a first fabric layer (11), a second fabric layer (12) and a third fabric layer (13), at least in the wing region (151, 152, 153, 154), wherein the second fabric layer (12) is arranged between the first fabric layer (11) and the third fabric layer (13), wherein the three fabric layers (11, 12, 13) are interwoven with each other so that reinforcing chambers (OK, UK) are formed between the first fabric layer (11) and the second fabric layer (12) and between the third fabric layer (13) and the second fabric layer (12), which extend in the circumferential direction and are radially offset relative to each other and cause the wing region (151, 152, 153, 154) to bend outwards at least partially during its inflation operation.

5. The airbag (10) according to any one of the preceding claims, wherein: The airbag (10) is configured as an OPW airbag, wherein warp and weft yarns are woven into the woven fabric layers (11, 12, 13) in the central inflow region (14) and the respective wing regions (151, 152, 153, 154), The warp and weft yarns are woven together in such a way that the airbag (10) forms a two-layer central inflow area (14) and three-layer individual wing areas (151, 152, 153, 154), wherein in a first partial area (ETB) between the individual wing areas (151, 152, 153, 154) and a second partial area facing and ultimately forming the inflow area (14), the warp and weft yarns of the second fabric layer (12) emerge from the second fabric layer (12) and float completely between the first fabric layer (11) and the third fabric layer (13), and are bonded to the first fabric layer (11) or the third fabric layer (13) in the second partial area.

6. An airbag (10) according to any one of the preceding claims, wherein: Adjacent wing regions (151, 152, 153, 154) are at least partially connected to each other in the circumferential direction, preferably sewn together via seam portions (18).

7. An airbag (10) according to any one of the preceding claims, wherein: The airbag (10) is configured to be circular when viewed in the axial direction in the inflated state, and / or the wing regions (151, 152, 153, 154) are configured to be in the shape of a circle segment when viewed in the axial direction in the inflated state of the airbag.

8. An airbag (10) according to any one of the preceding claims, wherein: The at least two fabric layers (11, 12, 13) form a circular or star-shaped contour of the airbag when placed on top of each other.

9. An airbag (10) according to any one of the preceding claims, wherein: The airbag (10) has the shape of a parabola, in particular a rotational parabola or an elliptical parabola or a bowl in the inflated state.

10. The airbag (10) according to any one of the preceding claims, wherein: The airbag (10) in the inflated state is configured such that the inflow region (14), the wing regions (151, 152, 153, 154) and the flat tensioning element (17) at least partially surround a space outside the inflated airbag (10).

11. The airbag (10) according to any one of the preceding claims, wherein: The airbag (10) is formed into a flat or concave shape in the region of the distal end portion (161, 162, 163, 164) and the flat tensioning element (17).

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