One-step forming driver airbag with differentiated drawstrings, method and system

Abstract

The invention discloses a one-time forming driver airbag with differentiated drawstrings, a method and a system, and belongs to the technical field of automobile safety. The air bag comprises a seamless air bag body which is manufactured by adopting an integrated forming process, and two ends of the seamless air bag body are respectively provided with a petal-shaped protruding structure which is upwarped when the air bag is inflated. The core of the invention is that the middle part of the air bag is provided with a continuous strip-shaped area, and the area is divided into nine sub-areas adopting different rectangular or square organization structures to form a shape control matrix. And in combination with differential drawstring systems which are connected between the front and back surfaces of the air bag and have unequal lengths, the design can guide the air bag to accurately form an asymmetric three-dimensional wrapping form during air inflation, so as to actively adapt to the collision posture of a driver. And the air bag is formed by blending polyester, nylon and aramid fiber with specific parameters. The source of the airbag form is controllable, the problems that a traditional airbag protection form is single, and the seam reliability is poor are solved, and the advantages of being excellent in protection performance and low in cost are achieved.

Description

Technical Field

[0001] This invention relates to the field of automotive passive safety technology, specifically to a driver's airbag, and more particularly to a one-piece molded driver's airbag with differentiated straps, as well as a method and system thereof. Background Technology

[0002] The driver's airbag is a crucial passive safety device protecting the driver during a vehicle collision. Its protective effect largely depends on whether its inflated and deployed shape can accurately conform to the driver's posture and position at the moment of impact. Traditional airbags generally face the following technical bottlenecks:

[0003] The shape control is crude: Most airbags use homogeneous fabric with simple external stitching straps to control the deployment shape, which makes it difficult to achieve complex and asymmetrical three-dimensional shapes. This results in insufficient coverage of the driver's head and chest, especially in oblique collisions or when the driver is in a non-ideal sitting position, where the protection effect is significantly reduced.

[0004] Structural reliability risks: Traditional airbags are mostly made of two pieces sewn together, and the internal straps also need to be additionally sewn for fixation. These seams constitute structural weak points and are at risk of tearing under high-speed impact.

[0005] Limited material properties: Using fabrics made of a single material or a simple mixture makes it difficult to integrate different mechanical properties on the same fabric, which limits the precision and functionality of airbag design.

[0006] To address the aforementioned issues, existing technologies have attempted to employ splicing different materials or complex sewing processes, but these often result in cumbersome manufacturing processes, high costs, and still fail to achieve predictable shape programming starting from the fabric layer. Therefore, there is an urgent need for a novel airbag solution that starts from the source of fabric structure design, enabling integrated molding and precise pre-setting of the deployment shape. Summary of the Invention

[0007] To address the shortcomings of existing technologies, the primary objective of this invention is to provide a one-piece molded driver airbag with an innovative partitioned structure. The core of this airbag lies in its fabric, which is not homogeneous but rather partitioned according to functional requirements. Specifically, through a specialized "central strip-shaped functional partition structure," the airbag's deployment shape is precisely and controllably transformed from a two-dimensional plane to a three-dimensional space.

[0008] To achieve the aforementioned technical objective, the technical solution adopted by the present invention is as follows:

[0009] A one-piece molded driver airbag with differentiated pull straps includes an airbag body, which is made using an integrated molding process without seams; both ends of the airbag body are provided with petal-shaped protrusions that curve upwards when inflated and deployed; the airbag body is provided with a pull strap system inside, which includes a pull strap group composed of pull straps, the pull strap group being connected to the front and back of the airbag body, and the different pull straps having unequal lengths to guide it to form an asymmetrical wrapping shape when the airbag deploys.

[0010] To optimize the technical solution, further measures include:

[0011] The airbag body is made of polyester fiber, nylon fiber and aramid fiber blend. The mass ratio of aramid fiber in the blend area is 1 / 4 to 1 / 8. The fineness of the aramid fiber is 300D to 1500D and the strength is not less than 15cN / dtex.

[0012] The fabric structure of the airbag body is differentiated according to the region, including:

[0013] The area X surrounding the airbag adopts a square tissue structure with a unit length of 4 and a unit width of 4;

[0014] The continuous elongated area located in the middle of the front and rear sides of the airbag is divided into nine sub-regions from left to right: I, II, III, IV, V, VI, VII, VIII, and IX. Each sub-region is woven with a rectangular or square structure of a specific size.

[0015] The specific organizational structure of the elongated region is as follows:

[0016] Subregions I, II, VIII, and VI adopt a rectangular organizational structure with a unit length of 16 and a width of 4;

[0017] Subregion III adopts a rectangular organizational structure with a unit length of 16 and a width of 4;

[0018] Subregions IV and IX adopt a rectangular organizational structure with a unit length of 8 and a width of 4;

[0019] Subregion V adopts a square organizational structure with a unit length of 4 and a width of 4;

[0020] Sub-region VII adopts a rectangular organizational structure with a unit length of 8 and a width of 4. Each sub-region is in a folded state when the airbag is not inflated. After the airbag is inflated, each sub-region unfolds outward under the action of air pressure.

[0021] The traction system includes four traction belt groups. Each traction belt group includes two traction belts arranged in a cross shape. The four ends of the first traction belt group are connected to the inner ends of sub-region I on the front and back sides of the airbag, respectively. The four ends of the second traction belt group are connected to the inner ends of sub-region IV on the front and back sides of the airbag, respectively. The four ends of the third traction belt group are connected to the inner ends of sub-region VI on the front and back sides of the airbag, respectively. The four ends of the fourth traction belt group are connected to the inner ends of sub-region IX on the front and back sides of the airbag, respectively. The two traction belts in the same traction belt group are of different lengths, so that the two sides of the airbag body will produce different deformations when inflated, thereby forming a two-end petal-shaped protruding structure. At the same time, the adjacent sub-regions will also form protrusions and depressions due to the expansion of the region and the pulling of the traction belts.

[0022] The molding process of the airbag body includes adhesive coating and laser cutting steps. The adhesive coating temperature is 180℃ to 200℃. After molding, the airbag is held under pressure of 80kPa for 10 to 15 seconds.

[0023] A method for preparing a one-piece molded driver airbag with differentiated traction straps as described above includes the following steps:

[0024] S1. Material blending: Polyester fiber, nylon fiber and aramid fiber with a fineness of 300D to 1500D and a strength of not less than 15cN / dtex are blended in a certain proportion. The mass ratio of aramid fiber in the blended area is controlled to be 1 / 4 to 1 / 8. During the weaving process, the fabric is woven according to the preset regional structure pattern so that the aramid fiber forms an X-shaped pull band structure with different lengths at both ends inside the airbag fabric.

[0025] S2. Adhesive application and setting: The blended fabric is subjected to adhesive application and setting treatment at a temperature of 180℃ to 200℃;

[0026] S3. Cutting and shaping: Using laser cutting technology, the glued and shaped fabric is cut into the preset airbag shape, and the cut airbag blank is placed under a pressure of 80 kPa for 10 to 15 seconds to complete the one-time shaping.

[0027] A blended material for a one-piece molded driver airbag with differentiated straps, comprising polyester fiber, nylon fiber and aramid fiber in a ternary blended system, wherein the aramid fiber accounts for 1 / 4 to 1 / 8 of the mass, has a fineness range of 300D to 1500D, and a strength of not less than 15cN / dtex. The blended material is formed into an integral fabric containing an internal differentiated strap structure through an integrated weaving process.

[0028] An airbag shape control method is applied to a one-piece molded driver airbag with differentiated tethers. The method involves weaving tethers of different lengths integrally inside the airbag body during the design stage. By utilizing the asymmetrical tension generated by the tethers on the airbag fabric during inflation and deployment, the airbag body is actively guided to form an asymmetrical, upward-curving petal-shaped protruding wrapping structure on both sides, thereby adapting to the dynamic posture of the driver during a collision.

[0029] An automotive safety system includes the aforementioned one-piece molded driver airbag with differentiated straps;

[0030] Sensors used to detect collision signals;

[0031] Additionally, a control unit that triggers the inflation and deployment of a one-piece molded driver airbag with differentiated tethers based on sensor signals.

[0032] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0033] 1. This invention, through its integrated molding design combined with embedded straps and partitioned reinforcement structure, completely eliminates the weak points caused by traditional stitching processes, fundamentally improving the integrity, strength, and tear resistance of the airbag.

[0034] 2. This invention, through the creative design of a "central strip-shaped nine-square format functional partition structure," achieves "programming" of the macroscopic deployment shape of the airbag at the microscopic level of fabric weaving. This design enables the airbag to precisely transform from a planar fabric into a preset complex three-dimensional shape, and in particular, achieves an asymmetric protection structure that actively adapts to the driver's posture, which is difficult to achieve with traditional airbags.

[0035] 3. This invention integrates the shape control function directly into the fabric through the organizational structure design, eliminating a large number of subsequent cutting, sewing and other processing steps, simplifying the process, improving production efficiency and consistency, and reducing costs.

[0036] 4. Tests show that the airbags designed based on this partition structure have an extremely high degree of conformity with the crash test dummy when deployed, which can effectively disperse the impact force and improve the protection performance of the driver's head and chest by more than 15% under various crash conditions. Attached Figure Description

[0037] Figure 1 This is a planar deployment schematic diagram of the driver's airbag of the present invention;

[0038] Figure 2 This is a frontal schematic diagram of the driver's airbag after inflation and deployment, showing the three-dimensional petal-shaped morphology guided by the partition structure.

[0039] Figure 3A schematic diagram of the specific organizational structure adopted for region X;

[0040] Figure 4 A schematic diagram of the specific organizational structure adopted for Region I;

[0041] Figure 5 A schematic diagram of the specific organizational structure adopted for Region II;

[0042] Figure 6 A schematic diagram of the specific organizational structure adopted for Region III;

[0043] Figure 7 A schematic diagram of the specific organizational structure adopted for Region IV;

[0044] Figure 8 A schematic diagram of the specific organizational structure adopted for Region V;

[0045] Figure 9 A schematic diagram of the specific organizational structure adopted for Region VI;

[0046] Figure 10 A schematic diagram of the specific organizational structure adopted for Region VII;

[0047] Figure 11 A schematic diagram of the specific organizational structure adopted for Region VIII;

[0048] Figure 12 This is a schematic diagram of the specific organizational structure used in region IX. In the diagram, black represents warp points and white represents weft points.

[0049] In the diagram: 1. Airbag body; 2. Strap; 3. Long strip area. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0051] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0052] This embodiment aims to specifically illustrate how the shape control of the airbag can be achieved through the aforementioned central strip-shaped nine-section structure.

[0053] 1. Zonal Structure Design and Weaving Implementation

[0054] Reference Figure 1 The core of the planar design of the airbag body 1 is the continuous elongated strip region 3 in the middle. In the textile CAD system, this region is precisely divided into nine sub-regions I to IX with equal width but different "mechanical properties".

[0055] According to the design, sub-regions I, II, VIII, and VI are assigned Figure 4 , 5 The weave structure shown in 11 and 9 is 16 cm long and 4 cm wide. This structure gives it high restraint along the length direction (the transverse direction of the air bladder) after weaving.

[0056] Subregions IV, VII, and IX are assigned Figure 7 , 10 The 8-length, 4-width organizational structure shown in Figure 12 provides moderate constraint and good transition.

[0057] Subregion V is assigned Figure 8 The 4-square-width structure shown makes it a relatively soft and easily uniformly expanded "core buffer" in this elongated region.

[0058] The surrounding area X adopts Figure 3 The homogeneous square structure shown provides inclusion.

[0059] During weaving, polyester, nylon, and 25% high-strength aramid fiber are blended together. The key process lies in the loom strictly adhering to the weaving structure diagram in the CAD software, which specifies the zones for filling. This means that during weaving, the interlacing pattern and density of the yarns change in real time according to the sub-zone. For example, when the shuttle passes through zone I, it interlacs according to a "16cm long, 4cm wide" pattern; when it passes through zone V, it switches to a "4cm long, 4cm wide" pattern. Simultaneously, the high-strength aramid fibers are primarily guided to predetermined locations (such as the connecting boundaries and webbing paths of each sub-zone) for weaving.

[0060] 2. Principles of Structure Formation

[0061] The woven fabric is already a "functional" whole. The nine sub-regions within the long strip region 3 have inherently different physical properties due to their different weave structures. After this fabric is molded into an airbag, the central region corresponds to the main front part of the airbag.

[0062] When the airbag inflates, the internal pressure acts on nine sub-regions with different mechanical properties:

[0063] Regions with strong constraints (such as I, II, VIII, and VI) exhibit less lateral expansion and are more characterized by traction and shape retention along the direction of the tension band.

[0064] Regions with weak constraints (such as V) expand freely and bulge outwards.

[0065] The varying lengths of the straps 2, connected to these different performance sub-regions, begin to function during inflation. The difference in strap length, combined with the deformation characteristics of the sub-regions themselves, generates an asymmetric resultant force.

[0066] The end result is that the synergistic effect of this "partitioned structural base" and "differentiated straps" causes the two ends of the airbag to not curve upwards uniformly, but rather to form a specific asymmetrical petal structure according to the design (such as...). Figure 2 Furthermore, the airbag's front naturally forms undulating contours corresponding to each sub-area, greatly increasing the contact area and fit with the driver's body.

[0067] 3. Post-processing and testing

[0068] After the fabric is coated and shaped at 190℃, it is laser-cut into shape and then molded under 80kPa pressure for 12 seconds to obtain the finished airbag.

[0069] The prepared airbag was subjected to static deployment test, burst pressure test and impact simulation test. The results showed that the airbag deployment time was <30ms, the burst pressure met the national standard, and the protection performance of the dummy's head and chest was improved by more than 15% in multi-angle collision simulation.

[0070] In summary, this invention, through its core design of a "central strip-shaped multi-functional sub-region partitioning structure," shifts the airbag's shape control logic from the later stages of sewing and assembly to the earlier stages of fabric structure design. This solution, originating from the material itself, achieves precise and programmable control of the airbag's shape, providing a new, efficient, and reliable technical path for improving automotive passive safety performance.

[0071] The present invention also provides a method for a one-piece molded driver airbag with differentiated traction straps, comprising the steps of:

[0072] S1. Material blending: Polyester fiber, nylon fiber and aramid fiber with a fineness of 300D to 1500D and a strength of not less than 15cN / dtex are blended in a certain proportion. The mass ratio of aramid fiber in the blended area is controlled to be 1 / 4 to 1 / 8. During the weaving process, the fabric is woven according to the preset regional structure pattern so that the aramid fiber forms an X-shaped pull band structure with different lengths at both ends inside the airbag fabric.

[0073] S2. Adhesive application and setting: The blended fabric is subjected to adhesive application and setting treatment at a temperature of 180℃ to 200℃;

[0074] S3. Cutting and shaping: Using laser cutting technology, the glued and shaped fabric is cut into the preset airbag shape, and the cut airbag blank is placed under a pressure of 80 kPa for 10 to 15 seconds to complete the one-time shaping.

[0075] The present invention also provides a blended material for a one-piece molded driver airbag with differentiated straps, which is composed of polyester fiber, nylon fiber and aramid fiber in a ternary blended system, wherein the mass proportion of aramid fiber is 1 / 4 to 1 / 8, the fineness ranges from 300D to 1500D, and the strength is not less than 15cN / dtex. The blended material is formed into an integral fabric containing an internal differentiated strap structure through an integrated weaving process.

[0076] The present invention also provides an airbag shape control method, which involves weaving a pull strap with different lengths into the airbag body 1 during the design stage. The asymmetrical tension generated by the pull strap on the airbag fabric during the inflation and deployment process is used to actively guide the airbag body 1 to form an asymmetrical, upward-curving petal-shaped protruding wrapping structure on both sides, thereby adapting to the dynamic posture of the driver during a collision.

[0077] The present invention also provides an automotive safety system, including a one-piece molded driver airbag with differentiated tethers;

[0078] Sensors used to detect collision signals;

[0079] And, a control unit that triggers the inflation and deployment of a one-piece molded driver airbag with differentiated tension straps based on the sensor signal. The control unit includes an exciter and an initiating explosive. The exciter receives the sensor signal and ignites the initiating explosive, which is disposed inside the one-piece molded driver airbag with differentiated tension straps. After the initiating explosive detonates, it generates gas, causing the airbag to deploy.

[0080] The embodiments described are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the embodiments described. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present invention shall be considered equivalent substitutions and shall be included within the protection scope of the present invention.

Claims

1. A one-piece molded driver airbag with differentiated traction straps, characterized in that, The airbag body (1) is made by an integrated molding process without seams. Both ends of the airbag body (1) are provided with petal-shaped protrusions that curve upwards when inflated. The airbag body (1) is provided with a pull strap system inside. The pull strap system includes a pull strap group composed of pull straps (2). The pull strap group is connected to the front and back of the airbag body (1), and the different pull straps (2) are of different lengths to guide the airbag to form an asymmetrical wrapping shape when it is inflated.

2. The one-piece molded driver airbag with differentiated traction straps according to claim 1, characterized in that, The airbag body (1) is made of polyester fiber, nylon fiber and aramid fiber blended together, wherein the mass ratio of aramid fiber in the blended area is 1 / 4 to 1 / 8, the fineness of aramid fiber is 300D to 1500D, and the strength is not less than 15cN / dtex.

3. A one-piece molded driver airbag with differentiated traction straps according to claim 1 or 2, characterized in that, The fabric structure of the airbag body (1) is differentiated according to the region, including: The area X surrounding the airbag adopts a square tissue structure with a unit length of 4 and a unit width of 4; The continuous elongated area (3) located in the middle of the front and rear sides of the airbag is divided into nine sub-areas from left to right: I, II, III, IV, V, VI, VII, VIII, and IX. Each sub-area is woven with a rectangular or square structure of a specific size.

4. A one-piece molded driver airbag with differentiated traction straps according to claim 3, characterized in that, The specific organizational structure of the elongated region (3) is as follows: Subregions I, II, VIII, and VI adopt a rectangular organizational structure with a unit length of 16 and a width of 4; Subregion III adopts a rectangular organizational structure with a unit length of 16 and a width of 4; Subregions IV and IX adopt a rectangular organizational structure with a unit length of 8 and a width of 4; Subregion V adopts a square organizational structure with a unit length of 4 and a width of 4; Sub-region VII adopts a rectangular organizational structure with a unit length of 8 and a width of 4. Each sub-region is in a folded state when the airbag is not inflated. After the airbag is inflated, each sub-region unfolds outward under the action of air pressure.

5. A one-piece molded driver airbag with differentiated traction straps according to claim 4, characterized in that, The described pull strap system includes four pull strap groups. Each pull strap group includes two pull straps (2) arranged in a cross shape. The four ends of the first pull strap group are respectively connected to the inner ends of sub-region I on the front and back of the airbag. The four ends of the second pull strap group are respectively connected to the inner ends of sub-region IV on the front and back of the airbag. The four ends of the third pull strap group are respectively connected to the inner ends of sub-region VI on the front and back of the airbag. The four ends of the fourth pull strap group are respectively connected to the inner ends of sub-region IX on the front and back of the airbag. The two pull straps in the same pull strap group are of different lengths, so that the two sides of the airbag body (1) will produce different deformations when inflated, thereby forming the two-end petal-shaped protrusion structure. At the same time, the adjacent sub-regions also form protrusions and depressions due to the expansion of the region and the pulling of the pull straps (2).

6. A one-piece molded driver airbag with differentiated traction straps according to claim 1, characterized in that, The molding process of the airbag body (1) includes adhesive coating and laser cutting steps, wherein the adhesive coating temperature is 180°C to 200°C, and the molded airbag is pressure-held at 80 kPa for 10 to 15 seconds.

7. A method for preparing a one-piece molded driver airbag with differentiated traction straps as described in any one of claims 1 to 6, characterized in that, Including the following steps: S1. Material blending: Polyester fiber, nylon fiber and aramid fiber with a fineness of 300D to 1500D and a strength of not less than 15cN / dtex are blended in a certain proportion. The mass ratio of aramid fiber in the blended area is controlled to be 1 / 4 to 1 / 8. During the weaving process, the fabric is woven according to the preset regional structure pattern so that the aramid fiber forms an X-shaped pull band structure with different lengths at both ends inside the airbag fabric. S2. Adhesive application and setting: The blended fabric is subjected to adhesive application and setting treatment at a temperature of 180℃ to 200℃; S3. Cutting and shaping: Using laser cutting technology, the glued and shaped fabric is cut into the preset airbag shape, and the cut airbag blank is placed under a pressure of 80 kPa for 10 to 15 seconds to complete the one-time shaping.

8. A blended fabric material for a one-piece molded driver airbag with differentiated tethers as described in any one of claims 1 to 6, characterized in that, The material is composed of polyester fiber, nylon fiber and aramid fiber in a ternary blended weave system, wherein the mass ratio of aramid fiber is 1 / 4 to 1 / 8, the fineness ranges from 300D to 1500D, and the strength is not less than 15cN / dtex. The blended material is formed into an integral fabric containing an internal differentiated pull belt structure through an integrated weaving process.

9. A method for controlling the shape of an airbag, characterized in that, The method described in the one-piece molded driver airbag with differentiated tethers as described in any one of claims 1 to 6, wherein tethers with different lengths are integrally woven inside the airbag body (1) during the design stage, and the asymmetrical tension generated by the tethers on the airbag fabric during the inflation and deployment process is used to actively guide the airbag body (1) to form an asymmetrical, upward-curving petal-shaped protruding wrapping structure on both sides, thereby adapting to the dynamic posture of the driver during a collision.

10. A vehicle safety system, characterized in that, include: A one-piece molded driver airbag with differentiated tethers as described in any one of claims 1 to 6; Sensors used to detect collision signals; And, a control unit that triggers the inflation and deployment of a one-piece molded driver airbag with differentiated tethers based on the sensor signal.

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