Airbag for vehicle, preferably OPW airbag

Abstract

An airbag for a vehicle, preferably an OPW airbag, is configured to be set from an uninflated state to an inflated state by an inflation operation 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 to form a plurality of airbag chambers, the airbag chambers in the inflated state each being formed as a tubular chamber which extends transversely and / or obliquely and / or parallel to the depth direction of the airbag in the inflated state and / or is arranged such that the outer shape of the airbag is tubular, in particular a tube having an elliptical or ovoid cross-section or a hollow cylinder having a circular cross-section.

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 collapsed 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 on the passengers, so as to protect the passengers of a vehicle such as a motor vehicle or a commercial vehicle through the inflation operation. Background Art

[0002] Such an airbag for a vehicle may be manufactured in different ways and is referred to as, for example, an OPW airbag, a cut-and-sew airbag, or a cut-and-seal-and-sew airbag depending on the manufacturing method.

[0003] OPW airbags, so-called one-piece woven airbags, are airbags woven from one piece, whereas cut-and-sew airbags or cut-and-seal-and-sew airbags are obtained by cutting several pieces of fabric that can be bonded and then sewn together.

[0004] Such air bags are widely used as part of a vehicle restraint system to protect vehicle occupants from collisions with components of the vehicle structure, such as a steering wheel, an instrument panel, a door frame, and the like.

[0005] Restraint systems in the form of airbag systems having such OPW airbags or airbags or conventional airbags manufactured using a cut and sew or cut and seal sew process are actively activated when necessary and are widely referred to as active restraint systems in vehicles such as motor vehicles.

[0006] Various types of airbags are known in the art, such as driver and front passenger airbags, side airbags, distal airbags, head airbags, knee airbags, window airbags, etc. So-called distal airbags, also called front center airbags, are located, for example, on the side of the driver's seat of a motor vehicle facing the front passenger.

[0007] Driver or front passenger airbags for frontal impact protection are usually installed on the steering wheel of the vehicle in front of the driver or behind the dashboard for other passengers in the front seat (front passengers). In addition to frontal impact protection, airbags are also used to protect against side impacts. For example, the above-mentioned side airbags are also provided, such as curtain airbags, side airbags in the seats or in the door trim, 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 there to form an energy-absorbing structure between the head and upper body of the passenger and the interior components of the vehicle.

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

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

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

[0011] Known airbags manufactured for this purpose using the cut-seal-seam method are complex solutions and are produced with a high degree of manufacturing effort, for example by cutting two or more identical or partly identical or different production parts from a flat fabric coated with silicone, spraying a sealing compound onto the edges, for example in the form of an annular bead, then placing the two or more fabric parts on top of each other and then bonding the parts together. Furthermore, the fabric layers formed in this way are 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-and-seal-sew method, additional components, such as catch straps, flaps, etc., sometimes have to be sewn on in a further process step for shaping (with or without sealant).

[0013] Therefore, the cut and sew method and the cut and seal sew method can be more time consuming and costly than the OPW method and often require many manual method steps.

[0014] In order to increase the protective effect of an airbag, for example, when designing an airbag, especially in the frontal protection area (e.g. driver airbag, passenger airbag), a method is adopted to design the airbag with a greater airbag depth and a larger contact surface or impact surface, which the passenger will hit in the event of a collision. So far, it is known from the prior art that the airbag is balloon-shaped, but this requires a higher airbag volume. However, a larger airbag volume requires a larger gas generator and therefore inevitably requires more installation space in the vehicle, which contradicts the specifications of the airbag design. Summary of the invention

[0015] The object of the present invention is therefore to further develop an airbag of the same type in such a way that an airbag depth equal to or greater than that of the prior art is achieved with a lower filling volume, in particular without increasing the installation space and / or increasing the inflation time.

[0016] The airbag according to the present invention is preferably an OPW airbag and is configured to be set from an uninflated state, such as a folded or collapsed state, to an inflated state through an inflation operation, in which the airbag provides sufficient impact protection or can achieve its protective effect on the occupant, so as to protect the occupant of the vehicle through the inflation operation. The airbag has at least two fabric layers, preferably two fabric layers in some areas and / or three fabric layers in some areas, which are connected to each other to form a plurality of airbag chambers that are fluidly connected to each other, wherein the airbag chambers are all formed as tubular chambers in the inflated state, which extend and / or are arranged transversely and / or obliquely and / or parallel to the depth direction of the airbag in the inflated state, so that the outer shape of the airbag is tubular, in particular a tube with an elliptical or oval cross section or a hollow cylinder with a circular or annular cross section.

[0017] Preferably, the depth direction of the airbag in the inflated state corresponds to the axial direction of the tube or hollow cylinder.

[0018] For example, the tubular chamber or balloon chamber thus extends transversely, ie at right angles to the depth direction or axial direction of the tube in the circumferential direction thereof, and can thus take the form of a circular ring or a circular ring segment.

[0019] If the tubular chambers are parallel to the depth direction or axial direction of the tube, they extend in the longitudinal direction of the tube, for example in the form of elongated tubes, and are preferably distributed or offset in the circumferential direction around the tube.

[0020] Another embodiment of tubular chambers is when they extend at an angle to the depth direction, i.e. their extension direction extends both in the axial direction and in the circumferential direction. For example, tubular chambers designed in this way are in the form of a helix, i.e. a spiral or cylindrical helix, which describes a curve that winds around the shell of a cylinder, i.e. in this case a hollow cylinder, at a certain angle with a constant pitch.

[0021] It is also possible to envision an embodiment of the airbag in which a plurality of tubular chambers are arranged one after another along the direction in which they extend, such as chambers arranged one after another parallel to the depth direction or chambers arranged one after another transverse to the depth direction and in the circumferential direction. The chambers arranged one after another are spatially separated from each other by respective seam portions, but are in fluid communication with each other.

[0022] With regard to tubular chambers, tubular means, inter alia, that they form an elongated hollow body with any desired cross section, in particular with a circular, oval, semicircular or rectangular cross section.

[0023] By means of an embodiment of the airbag according to the invention, i.e. forming it in the form of an inflatable annular tubular structure having a plurality of tubular chambers extending in parallel and / or transversely and / or obliquely, a large protection surface or impact area and a deeper inflation height can be achieved without significantly increasing the volume of the airbag, i.e. a larger protection volume can be achieved with the same or even a lower inflation volume.

[0024] Furthermore, the protection surface or the impact area can be designed or extended as required by arranging several inflated tubes or multiple tubular chambers adjacent to each other and / or overlapping each other. A very rigid and stable shape / geometry of the airbag can be produced by a targeted arrangement of tubes or tubular chambers extending, for example, longitudinally, obliquely, transversely or randomly, which have large and / or small diameters and support each other in the inflated state. With regard to the rigidity and stability of the airbag, it is particularly advantageous if it is manufactured as an OPW airbag and has at least three layers in specific areas. Preferably, the three-layer area is formed by a chamber structure or a tubular structure of multiple airbag chambers, which results in a bending of the airbag to achieve a tubular or hollow column shape of the airbag while ensuring a high rigidity and stability of the airbag.

[0025] The airbag according to the present invention can be designed for known airbag applications, such as driver airbags or side airbags, or other types of airbag applications for autonomous vehicles.

[0026] If the airbag according to the present invention is designed as an OPW airbag, the manufacturing cost can be further reduced because the cut-and-sew airbag requires more sewing steps and multiple quality controls compared to the production of an OPW airbag.

[0027] Preferably, the airbag is manufactured as a three-layer OPW airbag, which is designed to be tubular or hollow cylindrical in the inflated state, for example by additional longitudinal and / or fixing seams (sewn, not woven), i.e. fixing seams extending in the longitudinal or vertical direction of the airbag to maintain the shape. If, for example, the fabric layers overlapping each other in the laid and uninflated state form a rectangle corresponding to the designed shell of the hollow cylindrical airbag, the side end parts or edge parts of the rectangle can be connected to each other, preferably by sewn fixing seams. Preferably, the overlapping fabric layers are woven together at their edge parts to form an annular woven seam, wherein two opposite edge parts of the rectangle formed in this way are connected together, preferably sewn together by fixing seams. Therefore, i.e. based on the chamber structure and the fixing seams, the airbag designed in this way can be in the shape of a hollow cylinder in the inflated state.

[0028] Likewise, the airbag according to the invention is preferably configured such that the OPW structure or the OPW chamber structure is particularly used to hold an additional flat fabric, i.e. to keep it tensioned and bring it into the appropriate position, thereby forming a protective surface or impact surface. For example, the flat fabric can be arranged at one end of a tubular or hollow cylindrical airbag in the inflated state and attached thereto. Therefore, an impact into the airbag is preferably not an impact into an airbag chamber or chamber filled with overpressure, but only an impact into a (fabric) sheet or a flat fabric sheet that is held tensioned by a plurality of airbag chambers. In addition, the airbag design according to the invention can be used to further reduce the filling volume, for example the filling volume of a driver airbag.

[0029] In addition, the airbag according to the present invention can be further configured so that the multiple airbag chambers formed as tubular chambers are staggered in the circumferential direction of the airbag in the inflated state, so that the arrangement of the multiple airbag chambers forms a tubular covering layer or a hollow cylindrical wall and / or the outer shape of the airbag is tubular or hollow cylindrical. Therefore, the chamber structure of the airbag with multiple tubular chambers forms a tubular covering layer or a hollow cylindrical wall, which forms the fillable volume of the airbag and surrounds the space (cavity) outside the fillable volume of the airbag, that is, the space in which there is a pressure different from the internal pressure of the airbag or the atmospheric pressure.

[0030] Furthermore, the airbag according to the invention can be realized in such a way that a plurality of airbag chambers formed as tubular chambers extend in the axial direction of the airbag in the shape of a tube or hollow cylinder and are radially offset from one another, so that a group / multiple inner airbag chambers arranged adjacent to one another in the circumferential direction and a group / multiple outer airbag chambers arranged adjacent to one another in the circumferential direction, i.e. airbag chambers arranged radially outward, are formed. Thus, the tubular cover layer or the hollow cylinder wall is formed by the individual axially extending inner and outer airbag chambers, whereby a certain rigidity and stability of the airbag can be achieved in the inflated state, since the airbag chambers at least partially support one another.

[0031] Furthermore, the airbag according to the invention can be designed such that the tubular inner airbag chamber and the tubular outer airbag chamber have different diameters. Preferably, the tubular inner airbag chamber has a larger diameter than the tubular outer airbag chamber and in particular has the same or different filling volumes. Such a chamber structure consisting of the outer and inner airbag chamber thus makes it possible to achieve a bending of the airbag which meets the requirements of rigidity and stability of the airbag in the inflated state.

[0032] Furthermore, the airbag according to the present invention can be realized in such a way that at least two, preferably three fabric layers for forming the airbag in the form of a tube or a hollow cylinder are connected together in such a way that in the inflated state of the airbag, the fabric layers form a tubular covering layer or a hollow cylinder wall, the airbag chamber extends in the axial direction of the tubular covering layer or the hollow cylinder wall, and the two side end portions of the fabric layers extending in the axial direction are connected together, preferably sewn, bonded or welded together. Assuming that the side end portions of the fabric layers are not connected and the airbag is laid or designed, the airbag has a substantially rectangular shape, wherein the width (end) portion of the rectangular shape forms the side end portion to be connected.

[0033] In this case, the airbag according to the invention can be realized in such a way that at least two, preferably three fabric layers in the side end portion are connected or interwoven together to form a single layer, so that the side end portion forms a single layer of seam portions, which are connected together, preferably sewn together. However, alternatively, it is also conceivable that the side end portion is formed in three layers, optionally forming an airbag chamber, and is still connected together, preferably sewn together.

[0034] In addition, the airbag according to the present invention can be further formed so that the airbag has three fabric layers, i.e., the first fabric layer, the second fabric layer and the third fabric layer, at least in part or in a specific area. Thus, the second fabric layer is arranged between the first fabric layer and the third fabric layer. Preferably, from the outside of the inflated hollow cylindrical or tubular airbag, the first fabric layer forms the outer fabric layer of the airbag, the second fabric layer forms the middle fabric layer of the airbag, and the third fabric layer forms the inner fabric layer of the airbag. The outer fabric layer and the inner fabric layer thus form the outer shell and the inner shell of the airbag. The three fabric layers are interwoven in such a way that an outer airbag chamber extending axially and arranged offset in the circumferential direction is formed between the first / outer fabric layer and the second / middle fabric layer, and an inner airbag chamber extending axially and arranged offset in the circumferential direction is formed between the second / middle fabric layer and the third / inner fabric layer, wherein the outer and inner airbag chambers are radially bent outwards in part (relative to the hollow cylindrical or tubular airbag) to form a tube or hollow cylinder during their respective inflation operations.

[0035] This chamber structure can be used to achieve the required rigidity and stability of the airbag in its inflated state. Preferably, at least the part or area of ​​the airbag forming the outer and inner airbag chambers is three-layered, while the remaining areas of the airbag (e.g., areas with generator ports or connection areas) are preferably two-layered or three-layered.

[0036] Furthermore, the airbag according to the present invention may be designed such that the airbag is configured as an OPW airbag having warp and weft yarns woven into a woven fabric layer, wherein the warp and weft yarns are woven together in such a way that the airbag has a first partial region and a second partial region and an airbag chamber forming region, wherein the first partial region is arranged between the airbag chamber forming region and the second partial region, wherein the warp and weft yarns in the second partial region are woven together in such a way that the second partial region has at least one generator port for accommodating a gas generator for filling the airbag or a connection for connecting the generator and is formed into two layers, wherein the warp and weft yarns in the airbag chamber forming region are woven together in such a way that the airbag chamber forming region has a plurality of airbag chambers and is formed into three layers, and wherein the warp and weft yarns of the second fabric layer emerge from the second fabric layer in the first partial region and completely float between the first fabric layer and the third fabric layer, and are incorporated into the first fabric layer and / or the third fabric layer in the second partial region. Therefore, the first fabric layer and the third fabric layer in the second partial region have the warp and weft yarns of the second fabric layer.

[0037] In an alternative embodiment, the warp and weft threads are woven differently than in the above-described embodiment, in particular in the first and second partial regions.

[0038] According to an alternative, the weft threads of the middle fabric layer emerge from the middle fabric layer in a first partial region of the airbag and are partially attached to the upper fabric layer and partially attached to the lower fabric layer, while the warp threads of the middle fabric layer emerge from the middle fabric layer in a first partial region of the airbag and float freely between the lower fabric layer and the upper fabric layer. In the second partial region, the weft threads and warp threads of the middle fabric layer are incorporated into the lower fabric layer or the upper fabric layer or are attached to the lower fabric layer or the upper fabric layer at several attachment points.

[0039] Of course, in principle, the warp and weft thread directions and thus the warp and weft threads can be reversed in both designs.

[0040] Furthermore, the airbag according to the invention can be designed such that the end face end or each of the two end face ends of the airbag in the form of a tube or hollow cylinder is connected or closed with a flat clamping element, which spans the (individual) end face of the hollow cylinder during the inflation operation of the airbag. The flat clamping element is preferably a round flat fabric piece that has been cut to size and serves as the impact surface of the airbag. However, other textile fabrics such as nonwoven fabric blanks and the like are also conceivable. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Preferred embodiments of the present invention are described below by way of examples with reference to the accompanying drawings.

[0042] These figures show:

[0043] Figure 1a A schematic diagram of an airbag according to the present invention is shown in a transverse cross-sectional view;

[0044] Figure 1b Shown in top cross section Figure 1a A schematic diagram of an airbag according to the present invention;

[0045] Figure 1c Shown in side view Figure 1a and Figure 1b A schematic diagram of an airbag according to the present invention as a steering wheel airbag;

[0046] Figure 1d It shows that according to the present invention Figure 1a and Figure 1b Schematic diagram of the airbag in the designed state (deployed state);

[0047] Figure 1e Show Figure 1d A schematic cross-sectional view of an airbag according to the present invention in a design state;

[0048] Figure 1f Shown in top cross section Figure 1d A schematic diagram of an airbag according to the present invention in an inflated state;

[0049] Figure 2 Shown from the side Figures 1a to 1f A schematic perspective view of an air bag;

[0050] Figure 3 Shown from another side view Figures 1a to 1f A schematic perspective view of an air bag;

[0051] Figure 4 Shown from above Figures 1a to 1f A schematic perspective view of an air bag;

[0052] Figure 5 Shown from above Figure 4 A schematic perspective view of an airbag of , wherein a clamping element in the form of a substantially circular flat fabric piece is attached to the end face;

[0053] Figure 6 Shown from below Figures 1a to 1f A schematic perspective view of an air bag;

[0054] Figure 7 Shown from below Figures 1a to 1f A schematic perspective view of an air bag;

[0055] Figure 8 Another view from above Figures 1a to 1f A schematic perspective view of an airbag with a clamping element attached to the end face;

[0056] Fig. 9 A schematic diagram showing an airbag according to another embodiment of the present invention; and

[0057] Fig.10 Show Fig. 9 Schematic diagram of an airbag in a specific application.

[0058] Reference numerals list

[0059] 10 airbags / airbags

[0060] 11 Outer or first fabric layer

[0061] 12 Intermediate or second fabric layer

[0062] 13Inner or third fabric layer

[0063] 14 External airbag chamber

[0064] 16 Internal airbag chamber

[0065] 18 Generator port or connection area

[0066] 20 Clamping elements (flat fabric pieces)

[0067] twenty two 1 Seam

[0068] twenty two 2 Seam

[0069] 24 Steering Wheel

[0070] aAxis of the hollow cylindrical / tubular airbag

[0071] NA seam part

[0072] WN Woven Seams

[0073] WU Woven Seams

[0074] UWN all around woven seams

[0075] ETB first part area or transition area

[0076] ZTB Part II Area

[0077] LKB airbag chamber formation area DETAILED DESCRIPTION

[0078] Figures 1a to 10 An airbag or airbag 10 according to the present invention is shown, which in the embodiment described below is designed or manufactured as an OPW airbag 10, that is, a so-called "integrated woven" airbag 10, an airbag 10 woven from one piece.

[0079] The airbag 10 according to the present invention is configured to be set from an uninflated state (e.g., a folded or collapsed state) to an inflated or deployed state (in which the airbag can exert its protective effect on the occupant) through an inflation operation, and is used to protect the occupants of a vehicle, such as a motor vehicle or a commercial vehicle, through an inflation operation in a conventional manner. That is, the airbag 10 is deployed from the uninflated state to the inflated state in a conventional manner in response to activation of an inflation device, such as a gas generator, such as when a vehicle collision is detected, etc.

[0080] Figure 1a A schematic diagram of an airbag 10 according to an embodiment of the present invention in an inflated state is shown in a transverse cross-sectional view. Figure 1b The top view shows Figure 1a A schematic cross-sectional view of an airbag 10 according to the present invention in an inflated state.

[0081] like Figure 1c The schematic diagram of an airbag 10 according to the invention is shown in a side view, the airbag or airbag 10 in the described application or in the present embodiment being designed as a steering wheel airbag by way of example and therefore arranged on a steering wheel 24 in a conventional manner which is not described in detail here.

[0082] Figure 1a to Figure 1c Only the basic and schematic structure of the airbag 10 according to the present invention is shown, without describing its specific woven structure in detail. The structure of the airbag 10 according to the present invention will be described below in conjunction with Figure 1d to Figure 1f Describe in more detail.

[0083] In principle, the airbag 10 according to the invention consists of a plurality of fabric layers 11 , 12 , 13 , as will be explained in more detail below, wherein the airbag 10 is produced by an OPW process with two fabric layers in certain areas and with three fabric layers in certain areas.

[0084] In particular, the OPW airbag 10 has a first partial region ETB, a second partial region ZTB, and an airbag chamber forming region LKB, wherein the first partial region ETB is arranged between the airbag chamber forming region LKB and the second partial region ZTB.

[0085] In the second partial area, the airbag 10 is formed in two layers, wherein the two fabric layers 11 and 13 are connected to each other in such a way that a generator opening 18 for accommodating a gas generator for filling the airbag 10 or a connecting area for connecting the generator is formed, through which the airbag 10 can be filled with gas.

[0086] On the other hand, the airbag chamber forming area LKB is formed in three layers, wherein three fabric layers 11, 12 and 13 are connected to each other in such a manner that a plurality of airbag chambers 14, 16 (denoted by 14 in the figure) are formed.1 , 14 2 , 14 3 , 14 BK , … and 16 1 , 16 2 , …, 16 8 For example, Figure 1a and Figure 1b shown.

[0087] In the case shown, the airbag chambers 14, 16 of the airbag 10 in the inflated state are both designed as tubular chambers or airbag chambers at least in part, which extend parallel to the depth direction of the airbag 10 in the inflated state and are arranged in such a way that the outer shape of the airbag 10 is tubular or hollow cylindrical with a circular or annular cross section. Therefore, the depth direction of the airbag 10 substantially corresponds to the depth direction of the tube or hollow cylinder (defined by Figure 1a The airbag 10 forms the tube or hollow cylinder in the inflated state.

[0088] Can be especially Figure 1a and Figure 1b As can be seen in the figure, multiple airbag chambers 14, 16 formed as tubular airbag chambers at least in part are arranged offset in the circumferential direction in the inflated state, so that their arrangement forms a tubular covering layer or a hollow cylindrical wall, and thus the outer shape of the airbag 10 is tubular or hollow cylindrical.

[0089] exist Figure 1b In particular, it can be seen that a plurality of airbag chambers 14, 16 formed as tubular chambers extend in the axial direction of the airbag 10 in the shape of a tube or hollow cylinder and are radially offset from each other, thereby forming a first group or a first plurality of inner airbag chambers 16 arranged adjacent to each other in the circumferential direction and another second group or a second plurality of outer airbag chambers 14 arranged adjacent to each other in the circumferential direction. The tubular inner airbag chamber 16 has a larger diameter than the radially adjacent and further tubular outer airbag chamber 14 and therefore has a larger filling volume for the same axial length.

[0090] You can also Figure 1b As can be seen from the cross-sectional view of FIG. 1 , the fabric layers 11, 12, 13 are connected together to form an airbag 10 in the form of a tube or a hollow cylinder, so that the fabric layers 11, 12, 13 form a tubular covering layer or a hollow cylindrical wall when the airbag 10 is inflated, and the airbag chambers 14, 16 extend in the axial direction of the tubular covering layer or the hollow cylindrical wall, and the two side end portions 22 of the fabric layer extending in the axial direction are 1 and 22 2 For this purpose, the fabric layers 11, 12, 13 are woven into a single layer in the side end portions, which will be combined from the following Figure 1d to Figure 1fAs will become apparent from the description of the more detailed structure of the airbag 10, the side end portion 22 1 and 22 2 The at least partially single-layer seam portion 22 is formed 1 ,twenty two 2 , these seam sections are connected together.

[0091] Now combine Figure 1d to Figure 1f A specific or detailed structure of the airbag 10 is described.

[0092] Figure 1d Shows Figure 1a and Figure 1b Schematic diagram of the airbag 10 according to the present invention, in the arranged or designed and uninflated state, wherein the seam portion 22 1 ,twenty two 2 The fabric layers 11, 12, 13 are not yet connected or sewn together, and the individual fabric layers 11, 12, 13 overlap each other. Figure 1e Shows Figure 1d Schematic sectional view of an airbag 10 according to the invention, wherein the overlapping fabric layers 11 , 12 , 13 are shown slightly apart for better illustration. Figure 1f Shows Figure 1d Schematic diagram of an airbag 10 according to the invention (in a top view in a fully inflated state), wherein the seam portion 22 1 ,twenty two 2 Connected together.

[0093] If especially in Figure 1d As seen in FIG. 1 , the airbag 10 is formed as an OPW airbag having warp yarns extending in a warp direction K and weft yarns extending in a weft direction S, which are woven into two woven fabric layers 11 and 13 in a specific area, namely in the second partial area ZTB, and are woven into three woven fabric layers 11, 12, 13 in a specific area, namely in the airbag chamber forming area LKB. However, the warp and weft directions K and S may also be reversed.

[0094] The warp yarns and the weft yarns are woven together in such a way that the airbag 10 forms in the second two-layer partial area ZTB at least one generator port 18 for accommodating a gas generator for filling the airbag 10 or a connection area for connecting the generator, and the warp yarns and the weft yarns are woven together in the three-layer area LKB for forming the airbag chamber to form a plurality of airbag chambers 14, 16, wherein the seam portions NA separating the plurality of airbag chambers 14, 16 and extending in the warp direction K are schematically indicated in the weft direction S only by two or three groups of seam portions NA arranged adjacent to each other.

[0095] exist Figure 1dIn the first partial area ETB shown in the figure, which is the transition area between the second partial area ZTB and the airbag chamber forming area LKB, that is, it is arranged between the second partial area ZTB forming the generator port 18 and the area LKB forming multiple airbag chambers 14 and 16, and a transition occurs from the three-layer design of the airbag 10 to the two-layer design of the airbag 10.

[0096] In particular, the airbag 10 has three fabric layers 11, 12, 13, namely a first fabric layer 11, a second fabric layer 12 and a third fabric layer 13 in an airbag chamber forming area LKB having a plurality of airbag chambers 14, 16. The second fabric layer 12 is arranged between the first fabric layer 11 and the third fabric layer 13, whereby, with respect to the hollow cylindrical or tubular airbag 10 in the inflated state, the first fabric layer 11 forms an outer fabric layer or an outer shell of the airbag 10, the second fabric layer 12 forms an intermediate fabric layer or an inner fabric layer of the airbag 10, and the third fabric layer 13 forms an inner fabric layer or an inner shell of the airbag 10.

[0097] In the first partial region ETB adjacent to the airbag chamber forming region LKB, the warp and weft threads of the second or middle fabric layer 12 emerge from the second or middle fabric layer 12 and float completely between the first or outer fabric layer 11 and the third or inner fabric layer 13, and in the second partial region ZTB adjacent to the first partial region ETB are incorporated into the first or outer fabric layer 11 or the third or inner fabric layer 13. Therefore, the fabric layers 11 and 13 of the second partial region have parts of the second or middle fabric layer 12. The second partial region is therefore connected to the first partial region ETB and ultimately forms a generator port 18 or a connection region for connecting a generator.

[0098] The second two-layer partial area ZTB, the adjacent first partial area ETB and the three-layer area LKB (which is in turn adjacent to the first partial area ETB and forms the airbag chamber) are bounded by a circumferential woven seam UWN in the laid state of the airbag 10, which is only broken down into two woven fabric layers 11 and 13 in the inflow part of the second partial area ZTB to form an inflow opening in the form of a generator mouth 18 or a connecting area, but in other cases all warp and weft yarns are concentrated in one fabric layer.

[0099] Can especially Figure 1e As can be seen in FIG. 1 , the airbag 10 has three fabric layers 11, 12, 13 in the airbag chamber forming area LKB, which form a plurality of airbag chambers 14, 16. The three fabric layers 11, 12, 13 are woven together in such a way that an axially extending (corresponding to the airbag chamber 14, 16) is formed between the first or outer fabric layer 11 and the second or middle fabric layer 12. Figure 1d and Figure 1e The warp direction K) and staggered in the circumferential direction (corresponding to Figure 1dand Figure 1e The outer airbag chamber 14 (14 1 , 14 2 , 14 3 , 14 BK ), and an inner airbag chamber 16 (16) extending axially and staggered in the circumferential direction is formed between the second or middle fabric layer 12 and the third or inner fabric layer 13 1 , 16 2 , …, 16 8 ). Their arrangement or this chamber structure causes the outer and inner airbag chambers 14, 16 to bend outward in parts during their respective inflation operations to form hollow cylinders, such as Figure 1f shown.

[0100] In particular, Figure 1e and Figure 1f As can be seen in the cross-sectional view of the first or outer fabric layer 11 and the second or middle fabric layer 12, the outer airbag chamber 14 (14 1 , 14 2 , 14 3 , 14 BK ) with respect to the inner airbag chamber 16 (16) between the second or middle fabric layer 12 and the third or inner fabric layer 13 1 , 16 2 , …, 16 8 ) is positioned so that the outer airbag chamber 14 BK One, the so-called bridging chamber covering the woven seam WN, is located or arranged on one side between two respectively adjacent inner airbag chambers 16 with respect to the second or intermediate fabric layer 12 , on the other side of the second or intermediate fabric layer 12 .

[0101] Thus, the inner airbag chamber 16 is separated by the weaving seams WN formed by the third or inner fabric layer 13 and the second or middle fabric layer 12. On the other hand, the outer airbag chamber 14 is separated by the weaving seams WU formed by the first or outer fabric layer 11 and the second or middle fabric layer 12.

[0102] Due to this arrangement, in combination with the respective designs of the airbag chambers 14 and 16 having different cross-sectional diameters, a radially outward bending of the airbag 10 is achieved, which results in the respective seam portions 22 1 and 22 2 When connected, the airbag 10 is in a tubular or cylindrical shape.

[0103] These airbag chambers 14 BK The bridging chambers push the airbag 10 or the chamber structure consisting of the inner airbag chamber 14 and the outer airbag chamber 16 into a bend through the chambers 14 adjacent to them, which results in the above-mentioned tubular or hollow cylindrical shape of the airbag 10. The bridging chambers act as a kind of hinge.

[0104] Figures 2 to 8 Shows Figures 1a to 1f Schematic perspective illustration of an airbag 10 in different views.

[0105] Can be obtained from Figure 2 and Figure 3 As can be seen from the side view in FIG. 1 , the airbag 10 has a cylindrical or hollow cylindrical shape in the inflated state. This is particularly due to the chamber structure of the inner airbag chamber 14 and the outer airbag chamber 16 and the seam portion 22 sewn together. 1 ,twenty two 2 achieved.

[0106] Figure 4 and Figure 5 A schematic perspective view of an airbag 10 is shown in different views from above.

[0107] exist Figure 5 and Figure 8 It can be seen in particular that the end face end of the airbag 10 in the form of a tube or hollow cylinder is closed with a flat clamping element 20 which spans one end face of the hollow cylinder during the inflation operation of the airbag 10. The clamping element 20 is preferably flat and in this case a round or flat fabric sheet.

[0108] Therefore, the inflation operation of the OPW airbag 10 according to the present invention is as follows:

[0109] When the inflator in the form of a gas generator is activated, gas flows from the second two-layer partial area ZTB forming the generator opening 18 first into the first partial area ETB and from there into the three-layer area LKB forming the airbag chambers 14 and 16. In particular, the gas flows from the first partial area ETB between the first or outer fabric layer 11 and the second or middle fabric layer 12, whereby the outer airbag chamber 14 is filled with gas. In addition, the gas flows almost simultaneously between the second or middle fabric layer 12 and the third or inner fabric layer 13, so that the inner airbag chamber 16 is filled. Since the airbag chambers 14, 16 are filled with gas and the side end portions 22 of the fabric layers are 1 and 22 2 Connected to each other, so that the airbag 10 takes the shape of a tube or wooden cylinder when inflated, the flat fabric sheets 20 attached to the end faces are stretched when the inflated state of the airbag 10 is reached.

[0110] Fig. 9 A schematic diagram of an airbag 10 according to another embodiment of the invention is shown. In the description of this embodiment, only the differences from the airbag 10 of the previous embodiment will be discussed.

[0111] In this embodiment, the airbag 10 is not a steering wheel airbag, but is designed as a side airbag. The structure of the airbag 10 corresponds to that of the airbag 10 of the previous embodiment, except that no clamping element 20 is provided at its front end, because this is not necessary for the application of this embodiment.

[0112] Fig.10 Shows Fig. 9 Schematic diagram of the airbag 10 in a specific application. As shown therein, in this case, the airbag 10 is arranged on the side of the vehicle window in the form of an elongated tube in an activated and inflated state.

[0113] The features of the invention disclosed in the above description and the drawings may be essential for implementing the invention both 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 passenger of a vehicle, in, The airbag (10) has at least two fabric layers (11, 12, 13), preferably two fabric layers in certain areas and / or three fabric layers in certain areas, which are connected to each other to form a plurality of airbag chambers (14, 16). Wherein, the airbag chambers (14, 16) in the inflated state are formed as tubular chambers, which extend and / or are arranged transversely and / or inclined and / or parallel to the depth direction of the airbag (10) in the inflated state, so that the outer shape of the airbag (10) is in the shape of a tube, in particular, in the shape of a tube with an elliptical or oval cross-section or a hollow cylinder with a circular or annular cross-section.

2. The airbag (10) according to claim 1, wherein: The multiple airbag chambers (14, 16) formed as tubular chambers are staggered in the circumferential direction in the inflated state, so that the arrangement of the multiple airbag chambers (14, 16) forms a tubular covering layer or a hollow cylindrical wall and / or the outer shape of the airbag (10) is in the shape of a tube or a hollow column.

3. The airbag (10) according to claim 1 or 2, wherein: The multiple airbag chambers (14, 16) formed as tubular chambers extend in the axial direction of the airbag (10) in the shape of a tube or a hollow cylinder in the inflated state and are radially offset from each other, thereby forming a group of inner airbag chambers (14) arranged adjacent to each other in the circumferential direction and a group of outer airbag chambers (16) arranged adjacent to each other in the circumferential direction.

4. The airbag (10) according to claim 3, wherein: The tubular inner airbag chamber (14) and the tubular outer airbag chamber (16) have different diameters and / or the tubular inner airbag chamber (14) has a larger diameter than the tubular outer airbag chamber (16) and / or has the same or different filling volumes.

5. The airbag (10) according to any one of claims 1 to 4, wherein: At least two, preferably three, fabric layers (11, 12, 13) for forming the airbag (10) in the form of a tube or a hollow cylinder are connected to each other so that the fabric layers (11, 12, 13) form a tubular covering layer or a hollow cylindrical wall in the inflated state of the airbag (10), the airbag chamber (14, 16) extends along the axial direction of the airbag (10), and the two side end parts of the fabric layers extending in the axial direction are connected together, preferably sewn, bonded or welded together.

6. The airbag (10) according to claim 5, wherein: At least two, preferably three, fabric layers (11, 12, 13) in the side end portions are connected or woven into one layer so that the side end portions form single-layer seam portions (221, 222) which are connected together, preferably sewn together.

7. An airbag (10) according to any one of the preceding claims, wherein: The airbag (10) comprises three fabric layers (11, 12, 13) at least in a specific area, namely a first fabric layer (11), a second fabric layer (12) and a third fabric layer (13), wherein the second fabric layer (12) is arranged between the first fabric layer (11) and the third fabric layer (13), The three fabric layers (11, 12, 13) are woven together so that an outer airbag chamber (14) extending axially and staggered in the circumferential direction is formed between the first fabric layer (11) and the second fabric layer (12), and an inner airbag chamber (16) extending axially and staggered in the circumferential direction is formed between the second fabric layer (12) and the third fabric layer (13), wherein the outer airbag chamber (14) and the inner airbag chamber (16) are partially bent outward during their respective inflation operations to form a tube or a hollow cylinder.

8. An airbag (10) according to any one of the preceding claims, wherein: The airbag (10) is formed as an OPW airbag having warp and weft yarns woven into woven fabric layers (11, 12, 13), The warp yarns and the weft yarns are woven together so that the airbag (10) has a first partial area (ETB) and a second partial area (ZTB) and an airbag chamber forming area (LKB), wherein the first partial area (ETB) is arranged between the airbag chamber forming area (LKB) and the second partial area (ZTB), wherein the warp yarns and the weft yarns in the second partial region (ZTB) are woven together so that the second partial region (ZTB) has at least one generator port (18) for accommodating a gas generator for filling the airbag (10) or a connection portion for connecting a generator and is formed into two layers, wherein the warp yarns and the weft yarns in the airbag chamber forming area (LKB) are woven together so that the airbag chamber forming area (LKB) includes the plurality of airbag chambers (14, 16) and is formed into three layers, and The warp yarns and the weft yarns of the second fabric layer (12) are exposed from the second fabric layer (12) in the first partial area (ETB) and completely float between the first fabric layer (11) and the third fabric layer, and are integrated into the first fabric layer and / or the third fabric layer in the second partial area.

9. An airbag (10) according to any one of the preceding claims, wherein: The end face end or each of the two end face ends of the airbag (10) in the form of a tube or hollow cylinder is connected or closed by a flat clamping element (20), which spans one end face of the hollow cylinder during the inflation operation of the airbag (10).

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