Airbag for a vehicle, airbag module and vehicle

Abstract

The present disclosure relates to an airbag (24) for a vehicle. The airbag (24) includes an airbag pocket (26) that at least partially defines a gas volume in a deployed state (30) of the airbag (24). The airbag pocket (26) includes a contact surface (32) configured to contact a vehicle occupant (12) to be protected by the airbag (24). At least a portion of the contact surface (32) has a directional sliding characteristic. The sliding characteristic in the lateral direction (B) is associated with a higher sliding resistance than the sliding characteristic in the non-lateral direction (C). In addition, an airbag module (22) and a vehicle are described.

Description

Technical Field

[0001] This disclosure relates to an airbag for a vehicle. The airbag includes an envelope that at least partially defines the volume of gas in the deployed state of the airbag. The envelope includes a contact surface configured to contact a vehicle occupant to be protected by the airbag.

[0002] In addition, this disclosure relates to an airbag module.

[0003] In addition, this disclosure relates to a vehicle. Background Technology

[0004] Today, vehicles typically include several safety systems designed to reduce the severity of injury to occupants. These safety systems are specifically designed for collisions or accidents. Examples of such safety systems include airbag modules. Typically, in a frontal collision where the external force acts in the direction of travel, the airbag module's airbags prevent the occupant's head from colliding with components inside the vehicle, such as the dashboard or steering wheel. Summary of the Invention

[0005] Therefore, one object of this disclosure is to further improve the protection of occupants during a vehicle collision.

[0006] According to a first aspect, an airbag for a vehicle is provided. The airbag includes an airbag pouch that at least partially defines the gas volume of the airbag in its deployed state. The airbag pouch includes a contact surface configured to contact a vehicle occupant to be protected by the airbag. At least a portion of the contact surface has directional sliding characteristics. Sliding characteristics in the lateral direction are associated with higher sliding resistance compared to sliding characteristics in the non-lateral direction. An airbag can be understood as a pouch that can be selectively inflated in the event of an accident. The gas can be air or any other gaseous substance. Thus, if not needed, the airbag can be in a compressed state retracted inside the vehicle. When the airbag inflates, it can transition from a compressed state to a deployed state. In other words, the airbag can act as a cushion to protect the vehicle occupant in the event of a collision. Herein, sliding characteristics characterize the manner in which a vehicle occupant can slide relative to the contact surface if the occupant contacts it. Due to the directional nature of sliding characteristics, they differ along different directions. According to this disclosure, the sliding characteristics in the lateral direction are associated with higher sliding resistance compared to the sliding characteristics in the non-lateral direction, where the lateral and non-lateral directions correspond to the vehicle's lateral and non-lateral directions. This means that the lateral direction refers to the direction substantially perpendicular to the vehicle's standard forward direction of travel orientation, while the non-lateral direction refers to all other directions. Therefore, a vehicle occupant in contact with the contact surface, more specifically, a vehicle occupant's body parts (e.g., the vehicle occupant's head), can move more easily in the non-lateral direction than in the lateral direction. It should be understood that the non-lateral direction also includes the longitudinal direction. In short, during a collision, a vehicle occupant's body parts (e.g., the vehicle occupant's head) can move more easily in the non-lateral direction than in the lateral direction when in contact with the airbag's contact surface. This reduces mechanical stress on the vehicle occupant and thus reduces the risk of injury. This is particularly relevant to the vehicle occupant's neck. Furthermore, in cases where the vehicle is involved in a collision in which external forces act not only along the direction of travel, the risk of occupant body parts (e.g., the head) in contact with the contact surface sliding laterally away from the airbag can be reduced. Therefore, vehicle occupant safety can be improved.

[0007] The effects of this disclosure will be understood in more detail when considering the following example of a collision event. If the collision event is a frontal collision, the inertial force acts in the direction of the original motion, which in this example is in the longitudinal direction of the vehicle. Therefore, the head and torso of the vehicle occupant will move in the forward longitudinal direction. Note that if the occupant is using a seat belt, which is generally recommended, the movement of the vehicle occupant's torso may be restricted. In the event that the collision causes the airbag to deploy, the movement of the occupant's head will be directed toward and into the airbag. Since the occupant's neck connects the head and torso, if the head and torso move differently, the occupant's neck will be subjected to mechanical stresses, such as forces or torques. This may be due to the fact that the torso is restrained by the seat belt in a different way than the movement of the head is restrained by the airbag. Furthermore, the difference in movement between the torso and head may be due to the collision force not acting entirely in the longitudinal direction but having a lateral component. According to this disclosure, the slip characteristics, i.e., the slip of the head relative to the airbag, are directional, wherein in the lateral direction, the slip characteristics are associated with higher slip resistance compared to the slip characteristics in the non-lateral direction. Therefore, the head can slide more easily in the non-lateral direction than in the lateral direction. This sliding reduces mechanical stress on the neck because the head can move relative to the airbag, thus decreasing mechanical stress on the neck. Simultaneously, the high sliding resistance in the lateral direction ensures that the head does not slip out of the airbag. Therefore, mechanical stress is reduced while maintaining a high level of safety. Note that these effects and advantages of this disclosure also apply to other collision events that are not frontal, such as oblique or rear-end collisions.

[0008] According to one example, this portion of the contact surface comprises two layers stacked on top of each other. The outer layer of the two layers is movable relative to the inner layer of the two layers. Lateral movement is restricted. Therefore, in the event of an accident, the vehicle occupant (more precisely, a part of the vehicle occupant's body, such as the head) contacts the outer layer. Due to the mobility of the outer layer relative to the inner layer, the vehicle occupant's body part may slide more easily in non-lateral directions than in the lateral direction. In other words, the vehicle occupant's body part can move relative to the inner layer along with the outer layer. As previously mentioned, this reduces mechanical stress on the vehicle occupant, particularly on the vehicle occupant's neck. Therefore, the risk of injury to the vehicle occupant can be further reduced. By restricting lateral movement, the risk of the occupant's head slipping off the contact surface (more specifically, off the outer layer) can be reduced.

[0009] According to one example, the outer layer is formed by folds in the inner layer. In other words, the inner and outer layers are formed from a single component, which is folded to form both the inner and outer layers. In one example, multiple folds can be used to form the outer layer. This means that the outer layer can be formed from multiple outer layer portions, each formed by folds. The folds can be movable, allowing the outer layer to move relative to the inner layer. Furthermore, one or more folds can be arranged such that the mobility in non-lateral directions is greater than or equal to the mobility in the lateral direction. Therefore, forming the outer layer through folds in the inner layer is a relatively simple and reliable construction to allow for mobility of the outer layer relative to the inner layer.

[0010] As an example, the cross-section of the fold is T-shaped. In this context, T-shaped means having a shape resembling the capital letter T. This fold provides relatively high mobility along a direction corresponding to the horizontal line of the capital letter T. Therefore, the desired sliding properties can be achieved using this fold.

[0011] In one example, the inner and outer layers are formed from different components connected to each other. This means that the components forming the inner layer and the components forming the outer layer are different from each other. In other words, the inner layer is formed by one component, and the outer layer is formed by another component. This has the effect that the outer and inner layers can be designed independently. This means that the physical properties and / or materials of the inner and outer layers can be different. Furthermore, forming the inner and outer layers with different components allows for the generation of directional slip characteristics in a relatively simple and reliable manner.

[0012] As an example, the outer layer is elastically deformable. In this context, elastic deformation can be understood as the ability of the outer layer to stretch or expand when subjected to force, and to return to its previous shape when the force is removed. This elastic deformation of the outer layer has the effect of facilitating relative movement within the outer layer. Furthermore, this elastic property allows the outer layer to stretch or expand, thereby further improving the absorption of impact forces.

[0013] In one example, the outer layer is fixedly connected to the inner layer along the lateral direction and loosely connected to the inner layer along the non-lateral direction. In this document, it can be understood that the fixed connection does not allow relative movement between the inner and outer layers. Furthermore, the loose connection can be understood as a connection that allows a specific relative mobility between the inner and outer layers. Therefore, the combination of a fixed connection in the lateral direction and a loose connection in the non-lateral direction allows for reliably provided directional sliding characteristics.

[0014] According to one example, the airbag also includes a friction-reducing coating, at least partially disposed between the two layers. By using this coating, friction between the inner and outer layers is reduced. This promotes relative movement between the inner and outer layers, thereby also improving directional slip characteristics.

[0015] According to one example, in the deployed state of the airbag, the contact surface includes a recess. From the perspective of a vehicle occupant, the recess forms a depression in the contact surface. Therefore, the body parts of the vehicle occupant that are in contact with the contact surface can be fully or partially contained within the recess. This has the effect of reliably positioning or holding the occupant's body parts on the contact surface. Therefore, the risk of occupant body parts (e.g., the head) slipping off the contact surface can be reduced.

[0016] According to one example, this portion of the contact surface includes a friction coating with directional frictional properties. Therefore, the frictional properties differ along different directions. This can lead to directional sliding properties. In other words, the sliding resistance can vary in different directions. In one example, the directional frictional properties in the lateral direction can be associated with higher sliding resistance compared to the directional frictional properties in the non-lateral direction. Therefore, body parts of a vehicle occupant (e.g., the head) can move more easily relative to the contact surface in the non-lateral direction than in the lateral direction. As previously mentioned, this enhances the safety of the vehicle occupant.

[0017] As an example, the friction coating comprises a rubber material. Using a rubber material, the directional friction properties of the friction coating can be achieved in a relatively simple and reliable manner.

[0018] As an example, the airbag bag is made of fabric material. The fabric material can be textile. This material is ideal for airbags.

[0019] According to a second aspect, an airbag module is provided. The airbag module includes an inflator and an airbag as described in the first aspect. The inflator can be a unit or component configured to inflate or deflate the airbag. More specifically, the inflator may include a connection interface for connecting to an airbag pouch of the airbag. Thus, using the inflator, the airbag can transition from a compressed state to a deployed state. As previously stated, using this airbag module enhances the safety of vehicle occupants.

[0020] According to a third aspect, a vehicle is provided. The vehicle includes an airbag of the first aspect or an airbag module of the second aspect. As described above, in the event of a collision, the airbag can be deployed. During such a collision, an external force acts on the vehicle occupant. Therefore, the vehicle occupant accelerates toward the airbag and collides with it, causing an impact force to act on the airbag. Due to the defined directional slip characteristics, the vehicle occupant's body parts (e.g., the head) can interact with the contact surface of the airbag, such that the slippage between the body parts and the contact surface can be reduced in the lateral direction, while slippage is promoted in the non-lateral direction. Therefore, the risk of injury to the vehicle occupant can be reduced. Therefore, the safety of the vehicle can be improved. Furthermore, in the event of a collision involving the vehicle, where the external force acts not only in the direction of travel, the risk of the occupant's head slipping laterally out of the airbag can be reduced.

[0021] It should be noted that the above examples can be combined with each other, regardless of the aspects involved.

[0022] These and other aspects of this disclosure will become apparent from the examples described below and will be illustrated with reference to the examples described below. Attached Figure Description

[0023] Examples of this disclosure will now be described with reference to the following figures.

[0024] Figure 1 A vehicle according to the present disclosure is shown, wherein the vehicle includes an airbag module, the airbag module including an airbag according to the present disclosure. Figure 2 Suggested schematically in a separate view Figure 1 The vehicle's steering unit and airbag module, in which the airbag is in a compact state. Figure 3 In corresponding Figure 2 The view is schematically shown in a separate view of the view. Figure 1 The vehicle's steering unit and airbag module, wherein the airbags are in the deployed state. Figure 4 An example of an airbag in its deployed state is shown, wherein the contact surface has an outer layer formed by folds in the inner layer. Figure 5 It shows along Figure 4 A side view of the airbag facing direction V. Figure 6 It shows along Figure 4 The cross-sectional view of VI-VI in the middle. Figure 7Another example of an airbag in its deployed state is shown, where the inner and outer layers are formed by different parts connected to each other. Figure 8 It shows along Figure 7 A cross-sectional view of the airbag from plane VIII to VIII. Figure 9 This shows yet another example of an airbag in its deployed state, where the outer layer is elastically deformable. Figure 10 It shows along Figure 9 A cross-sectional view of the airbag in plane XX. Figure 11 Another example of an airbag in its deployed state is shown, wherein the airbag includes a recess. Figure 12 It shows along Figure 11 A cross-sectional view of the airbag along plane XII-XII. Figure 13 Another example of an airbag in its deployed state is shown, wherein a portion of the contact surface includes a friction coating, and Figure 14 A side view along direction XIV is shown. Figure 13 The safety airbag. Detailed Implementation

[0025] The accompanying drawings are merely schematic representations and are intended to illustrate this disclosure only. In principle, identical or equivalent elements have the same reference numerals.

[0026] Figure 1 Vehicle 10 is shown. Occupant 12 is located in vehicle 10. In this example, occupant 12 is the driver.

[0027] The vehicle includes a steering unit 14.

[0028] like Figure 2 As shown, the steering unit 14 includes a steering wheel 16 mechanically connected to the steering shaft assembly 18.

[0029] The steering wheel 16 can rotate around the steering axis A, allowing the vehicle occupants 12 to change the driving direction of the vehicle 10.

[0030] The steering shaft assembly 18 can be adjusted in the translational direction along the steering axis A.

[0031] The vehicle 10 also includes an airbag module 22.

[0032] The airbag module 22 includes an inflator 20 and an airbag 24.

[0033] The airbag 24 can be in a compressed state 28, in which the airbag 24 is located in the center portion of the steering wheel 16. In order for the airbag 24 to be positioned in the center portion, the airbag 24 is folded.

[0034] In addition, the airbag 24 can be inflated using the inflator 20, causing the airbag 24 to change from a compressed state 28 to a deployed state 30 (see [link]). Figure 3 In the event of a vehicle collision, the airbag 24 can deploy in the following state: 30.

[0035] The airbag includes an airbag pouch 26, which at least partially defines the gas volume in the deployed state 30 of the airbag 24.

[0036] In this example, the airbag 26 is made of fabric material.

[0037] The airbag 26 includes a contact surface 32 configured to contact the vehicle occupant 12 to be protected by the airbag 24. More precisely, the contact surface 32 is configured to contact a body part of the vehicle occupant 12, such as the head of the vehicle occupant 12.

[0038] At least a portion of the contact surface 32 has directional sliding characteristics, which, according to this disclosure, can be configured differently in the lateral and non-lateral directions.

[0039] Therefore, the sliding characteristics in the lateral direction B are associated with higher sliding resistance compared to the sliding characteristics in the non-lateral direction C. It should be understood that the non-lateral direction C is merely one example of a non-lateral direction. This example represents all other non-lateral directions.

[0040] This means that body parts moving in the lateral direction B (typically the head of vehicle occupant 12) experience higher sliding resistance than body parts sliding in the non-lateral direction C.

[0041] In the following text, reference will be made to Figures 4 to 14 Five examples describing the airbag 24.

[0042] Figures 4 to 6 A first example is shown. In this example, this portion of the contact surface 32 comprises two layers arranged overlapping each other.

[0043] The outer layer 34 of the two layers can move relative to the inner layer 36 of the two layers.

[0044] Movement is restricted to the lateral direction B.

[0045] The outer layer 34 is formed by multiple folds 38 of the inner layer 36.

[0046] Fold 38 has a T-shaped cross-section, such as Figure 6 As shown.

[0047] Optionally, in this example, the airbag 24 may further include a friction-reducing coating at least partially disposed between the two layers. Therefore, the friction-reducing coating is at least partially disposed between the inner layer 36 and the outer layer 34. By configuring the friction-reducing coating, the frictional or sliding characteristics between the outer layer 34 and the inner layer 36 can be controlled.

[0048] If the airbag 24 of the first example is in use, that is, if a part of the body of the vehicle occupant 12 (e.g., the head) contacts the contact surface 32, then sliding of the body part of the vehicle occupant 12 along the non-lateral direction C is possible to some extent. This is due to the fact that the folds 38 can deform to a certain extent along the non-lateral direction C. This is in Figure 6 As shown in the diagram, undeformed folds 38 are shown with solid lines, while deformed folds 38 are shown with dashed lines.

[0049] In the lateral direction B, fold 38 does not provide any such deformability. Therefore, body parts do not need to slide along the lateral direction B.

[0050] Note that in Figures 4 to 6 In the example shown, the folds 38 extend substantially over the entire contact surface 32. However, this is only one option. Depending on the variant, the folds 38 can also be provided in smaller portions of the contact surface 32, such as... Figure 4 As indicated by the double-dotted line, the risk of vehicle occupant 12 sliding relative to airbag 24 is reduced because the fold 38 is confined to the portion indicated by the double-dotted line.

[0051] Figure 7 and Figure 8 A second example is shown. The differences from the first example will be explained only below.

[0052] In the second example, the inner layer 36 and the outer layer 34 are formed by different parts connected to each other.

[0053] The outer layer 34 is fixedly connected to the inner layer 36 along the transverse direction B, and loosely connected to the inner layer 36 along the non-transverse direction C.

[0054] Fixed and slack connections are achieved by using four connector elements 40.

[0055] The four connector elements 40 are strip-shaped fabric portions. Therefore, the four connector elements 40 allow non-lateral movement of the outer layer 34, where movement in the lateral direction is restricted.

[0056] Alternatively, also in this example, the airbag 24 may include a friction-reducing coating that is at least partially disposed between the two layers.

[0057] If the airbag 24 according to the second example is in use, that is, if a part of the body of the vehicle occupant 12 (e.g., the head) comes into contact with the contact surface 32, then sliding of the part of the body of the vehicle occupant 12 in the non-lateral direction C is possible to some extent. This is due to the fact that the part forming the outer layer 34 can move relative to the part forming the inner layer 36 in the non-lateral direction C.

[0058] In the lateral direction B, such relative movement between the inner layer 36 and the outer layer 34 is impossible. Therefore, the body parts do not need to slide along the lateral direction B.

[0059] To illustrate this function, outer layer 34... Figure 8 The middle part is indicated twice. The outer layer 34 uses solid lines to indicate the non-shifted state and dashed lines to indicate the shifted state.

[0060] Note that in Figure 7 and Figure 8 In the example shown, the outer layer 34 extends over a relatively large portion of the contact surface 32. However, this is only one option. Depending on the variant, the outer layer 34 may also extend only over a portion of the contact surface 32. Figure 7 The double-dotted line extends over the smaller portion indicated by the double-dotted line. Because the outer layer 34 restricts the portion indicated by the double-dotted line, the risk of the vehicle occupant 12 sliding relative to the airbag 24 is reduced.

[0061] The third example of airbag 24 in Figure 9 and Figure 10 As shown in the diagram. As previously stated, only the differences relative to the previous example will be explained.

[0062] The third example can be considered a variation of the second example, wherein the outer layer 34 is elastically deformable. Therefore, the outer layer 34 can be fixedly connected to the inner layer 36.

[0063] Alternatively, also in this example, the airbag 24 may include a friction-reducing coating that is at least partially disposed between the two layers.

[0064] If the airbag 24 according to the third example is in use, that is, if a part of the body of the vehicle occupant 12 (e.g., the head) comes into contact with the contact surface 32, then sliding of the part of the body of the vehicle occupant 12 along the non-lateral direction C is possible to some extent. This is due to the elasticity of the outer layer 34. Therefore, the outer layer 34 can move relative to the portion forming the inner layer 36 along the non-lateral direction C.

[0065] In the lateral direction B, such relative movement between the inner layer 36 and the outer layer 34 is impossible. Therefore, the body parts do not need to slide along the lateral direction B.

[0066] Note that in Figure 9and 10 In the example shown, the outer layer 34 extends over a relatively large portion of the contact surface 32. However, this is only one option. Depending on the variant, the outer layer 34 may also extend only over a portion of the contact surface 32. Figure 9 The double-dotted line extends over the smaller portion indicated by the double-dotted line. Because the outer layer 34 restricts the portion indicated by the double-dotted line, the risk of the vehicle occupant 12 sliding relative to the airbag 24 is reduced.

[0067] Figure 11 and Figure 12 A fourth example is shown. As mentioned before, only the differences from the previous examples will be explained.

[0068] In the fourth example, the airbag 26 does not necessarily consist of two layers. In the example shown in the figure, the airbag 26 is formed of a single layer.

[0069] In order to generate directional sliding characteristics, if the airbag 24 is in the deployed state 30, the contact surface 32 includes a recess 42.

[0070] The recess 42 is elongated and opens at the end associated with the non-lateral direction C.

[0071] This type of airbag 24 can be achieved by using straps and cords inside the airbag 24 and by the geometry of the airbag bag 26.

[0072] Therefore, if the airbag 24 according to the fourth example is in use, i.e., if a body part (e.g., head) of the vehicle occupant 12 contacts the contact surface 32, the body part of the vehicle occupant 12 may slide along the non-lateral direction C because the body part can slide along the recess. In the lateral direction B, the recess 42 is closed, such that the body part is held within the recess in that direction. Therefore, the body part may not slide along the lateral direction B.

[0073] The fifth example of airbag 24 is in Figure 13 and Figure 14 As shown in the image. As previously stated, only the differences from the previous example will be explained.

[0074] In the fifth example, the contact surface 32 includes a friction coating 44 with directional friction properties, which are generally referred to herein as directional slipping properties.

[0075] The friction coating 44 includes a rubber material.

[0076] exist Figure 13 and Figure 14 In the example shown, the friction coating 44 is provided on the contact surface 32 in the form of a strip extending perpendicular to the lateral direction B.

[0077] Therefore, if the airbag 24 according to the fifth example is in use, that is, if the body part (e.g., head) of the vehicle occupant 12 contacts the contact surface 32, then the body part of the vehicle occupant 12 may slide along the non-lateral direction C, or it is easier to slide in the lateral direction B, since sliding in the lateral direction B would mean sliding in a direction perpendicular to the rubber material strips forming the friction coating, while sliding in the non-lateral direction C would mean sliding at least partially along these strips.

[0078] As used herein, the phrase “at least one” in relation to a list of one or more entities should be understood to mean at least one entity selected from any one or more entities in the entity list, but not necessarily at least one of each entity specifically listed in the entity list, and does not exclude any combination of entities in the entity list. This definition also allows for the optional presence of entities other than those specifically identified in the entity list referred to by the phrase “at least one,” whether related to or unrelated to those specifically identified entities. Thus, as a non-limiting example, “at least one of A and B” (or equivalently, “at least one of A or B”, or equivalently, “at least one of A and / or B”) could in one example mean at least one (optionally including more than one) A, without B (and optionally including entities other than B); in another example, at least one (optionally including more than one) B, without A (and optionally including entities other than A); and in yet another example, at least one (optionally including more than one) A and at least one (optionally including more than one) B (and optionally including other entities). In other words, the phrases “at least one,” “one or more,” and “and / or” are open-ended expressions that are both connected and separate in operation. For example, each of the expressions “at least one of A, B, and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” and “A, B, and / or C” can mean a single A, a single B, a single C, A and B together, A and C together, B and C together, A, B, and C together, and optionally, any of the above combined with at least one other entity.

[0079] By studying the accompanying drawings, the disclosure, and the appended claims, those skilled in the art can understand and implement other variations of the disclosed examples in practice with respect to the claimed disclosure. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite articles "a" or "an" do not exclude multiple. A single processor or other unit can perform the function of several items or steps recited in the claims. The fact that certain measures are recited in mutually different dependent claims does not mean that a combination of these measures cannot be used advantageously. Computer programs can be stored / distributed on suitable media, such as optical storage media or solid-state media provided with or as part of other hardware, but can also be distributed in other forms, such as via the Internet or other wired or wireless telecommunications systems. Any reference numerals in the claims should not be construed as limiting the scope of the claims.

[0080] List of reference numerals 10 vehicles 12 vehicle occupants 14 Steering Unit 16-inch steering wheel 18. Steering Axle Assembly 20 air pumps 22. Airbag Module 24 airbags 26 airbags 28. Compression state 30 Expanded state 32 Contact Surface 34 Outer layer 36 Inner Layer 38 pleats 40 Connector Components 42 recess 44 Friction Coating B. Lateral direction C. Non-lateral direction

Claims

1. An airbag (24) for a vehicle (10), the airbag (24) comprising: An airbag bag (26) that at least partially defines the gas volume of the airbag (24) in its deployed state (30). The airbag (26) includes a contact surface (32) configured to contact a vehicle occupant (12) to be protected by the airbag (24). Wherein, at least a portion of the contact surface (32) has directional sliding characteristics, and Among them, the sliding characteristics in the lateral direction (B) are associated with higher sliding resistance compared to the sliding characteristics in the non-lateral direction (C).

2. The airbag (24) according to claim 1, wherein, The portion of the contact surface (32) comprises two layers stacked on top of each other, wherein the outer layer (34) of the two layers (34, 36) is movable relative to the inner layer (36) of the two layers (34, 36), and wherein the movement in the lateral direction (B) is restricted.

3. The airbag (24) according to claim 2, wherein, The outer layer (34) is formed by the folds (38) of the inner layer (36).

4. The airbag (24) according to claim 3, wherein, The cross-section of the fold (38) is T-shaped.

5. The airbag (24) according to claim 2, wherein, The inner layer (36) and the outer layer (34) are formed by different components connected to each other.

6. The airbag (24) according to claim 5, wherein, The outer layer (34) is elastically deformable.

7. The airbag (24) according to claim 5 or 6, wherein, The outer layer (34) is fixedly connected to the inner layer (36) along the transverse direction (B) and loosely connected to the inner layer (36) along the non-transverse direction (C).

8. The airbag (24) according to any one of claims 2 to 7 further includes a friction-reducing coating disposed at least partially between the two layers (34, 36).

9. The airbag (24) according to any one of the preceding claims, wherein, In the deployed state (30) of the airbag (24), the contact surface (32) includes a recess (42).

10. The airbag (24) according to any one of the preceding claims, wherein, The portion of the contact surface (32) includes a friction coating (44) having directional friction characteristics.

11. The airbag (24) according to claim 10, wherein, The friction coating (44) comprises a rubber material.

12. The airbag (24) according to any one of the preceding claims, wherein, The airbag (26) is made of fabric material.

13. An airbag module (22) comprising an inflator (20) and an airbag (24) according to any of the preceding claims.

14. A vehicle (10) comprising an airbag (24) according to any one of claims 1 to 12 or an airbag module (22) according to claim 13.

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