Airbag and vehicle

Abstract

The application provides a safety airbag and a vehicle. The safety airbag in the application can be used in an intelligent cabin. The safety airbag comprises an airbag. The airbag has a rolled state and an unfolded state. In the rolled state, the airbag is accommodated in an instrument desk of the vehicle. In the unfolded state, the airbag extends from the instrument desk to the front of a steering wheel. The airbag is provided with a steering wheel overlapping area. The steering wheel overlapping area comprises two first edges which are oppositely arranged along a first direction. At least part of at least one first edge protrudes outward along the first direction, so that the steering wheel overlapping area at least partially overlaps above the steering wheel in the unfolded state. The safety airbag in the application can more stably overlap above the steering wheel when the vehicle is subjected to a biasing collision, and is not easy to slide off the steering wheel, thereby enhancing the reliability of the safety airbag in protecting passengers.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to an airbag and a vehicle. Background Technology

[0002] Vehicles are typically equipped with airbags. In the event of a collision, the airbags will quickly inflate and deploy in front of the occupants to prevent them from colliding with hard objects such as the steering wheel and dashboard due to inertia, thus reducing the injury to the occupants.

[0003] In related technologies, the driver's side airbag is usually positioned between the steering wheel and the driver after deployment. In the event of an offset collision, the airbag is prone to detach from the steering wheel and lose its protective function for the occupants, thus reducing the vehicle's safety performance. Summary of the Invention

[0004] This application aims to provide an airbag and vehicle that at least solves the problem that the airbag is prone to detaching from the steering wheel when a vehicle is involved in an offset collision.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application propose an airbag, including an airbag having a retracted state and an deployed state. In the retracted state, the airbag is housed within the dashboard of a vehicle; in the deployed state, the airbag extends from within the dashboard to in front of the steering wheel. The airbag is provided with a steering wheel overlap area, which includes two first edges arranged opposite each other along a first direction. At least a portion of at least one of the first edges protrudes outward along the first direction, so that the steering wheel overlap area at least partially overlaps the steering wheel in the unfolded state.

[0006] Optionally, on a projection plane parallel to the steering wheel, the projected area of ​​the steering wheel overlap area is larger than the projected area of ​​the steering wheel.

[0007] Optionally, the airbag includes a main deployment section and at least one auxiliary deployment section. In the deployed state, the main deployment section includes a deployment surface facing the steering wheel and the user. The auxiliary deployment section is used to support and constrain the main deployment section. The steering wheel overlap area is disposed on the main deployment section.

[0008] Optionally, the air bag includes a main bag piece and a side bag piece, the side bag piece being connected to the side of the main bag piece along the first direction and forming a buffer cavity with the main bag piece; The main bag panel forms the main unfolding section, and the side bag panel forms the auxiliary unfolding section.

[0009] Optionally, the side pocket includes a first support area and a second support area. In the unfolded state, the first support area is connected to the dashboard, and the second support area is connected to the side of the first support area away from the dashboard and is set at an angle to the first support area. A portion of the edge of the second support area is connected to the first edge.

[0010] Optionally, the length L of the lower edge of the first support area along the second direction is in the range of 600mm≤L≤900mm, the width W1 of the first support area along the third direction is in the range of 150mm≤W1≤250mm, and the second direction intersects with the first direction.

[0011] Optionally, the second support area includes a first contour segment, the main bag piece is provided with a head buffer, the first contour segment is connected to the head buffer, wherein, in the unfolded state, the first contour segment is inclined and along the second direction, the upper end of the first contour segment is closer to the dashboard than the lower end of the first contour segment, and the second direction intersects with the first direction.

[0012] Optionally, the second support area further includes a third contour segment, which is connected to the first edge and is at least partially opposite to the first contour segment along the second direction. Along the second direction, the width between the first contour segment and the third contour segment is W2, which satisfies: 300mm≤W2≤400mm.

[0013] Optionally, the second support area includes a second contour segment, the main pocket piece is provided with a chest buffer, the second contour segment is connected to the chest buffer, wherein, in the unfolded state, the second contour segment is inclined, and along the second direction, the upper end of the second contour segment is further away from the dashboard than the lower end of the second contour segment, and the second direction intersects with the first direction.

[0014] Optionally, the side pocket is provided with a vent hole on the second support area. Along the third direction, the position of the vent hole is higher than the highest point of the second profile segment, and the third direction intersects with the second direction and the first direction.

[0015] Optionally, the main bag is provided with a head buffer zone, and the airbag also includes a pull strap. The pull strap is at least partially overlapped with the head buffer zone, and the pull strap is also connected to the head buffer zone to form a connecting area. The outer contour of the connecting area is arc-shaped.

[0016] Optionally, the airbag is further provided with a head buffer zone, and the maximum width of the head buffer zone is greater than the maximum width of the steering wheel overlap area along the first direction.

[0017] Optionally, the air bag is further provided with a chest buffer zone, wherein the width of the air bag in the chest buffer zone is smaller than the width of the head buffer zone along the first direction.

[0018] Optionally, the outwardly protruding portion of the first edge is arc-shaped; And / or, the airbag is further provided with a head buffer, the head buffer including two second edges disposed opposite each other along the first direction, at least one of the second edges protruding outward at least partially along the first direction; And / or, the air bag is further provided with a gas generator mounting area, and along the first direction, the width of the air bag in the gas generator mounting area is smaller than the width of other areas.

[0019] Secondly, embodiments of this application provide a vehicle including any of the airbags described above.

[0020] In this embodiment, the airbag has a steering wheel overlap area. Since at least a portion of at least one of the two first edges of the steering wheel overlap area extends outward along a first direction, the width of the steering wheel overlap area is widened, increasing the overlap width and area between the airbag and the steering wheel. Therefore, when the airbag switches from a retracted state to an deployed state during an offset collision, the airbag can be more stably overlapped above the steering wheel and is less likely to slip off the steering wheel, thus enhancing the reliability of the airbag in protecting the occupants.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is one of the structural schematic diagrams of the airbag in the deployed state in the embodiments of this application; Figure 2 This is the second schematic diagram of the airbag in the deployed state in the embodiments of this application; Figure 3 This is a schematic diagram showing the relative positions of the airbag, the dashboard, and the occupants in the deployed state according to an embodiment of this application. Figure 4 This is a schematic diagram of the main bag sheet laid flat in an embodiment of this application; Figure 5 This is a schematic diagram of the side pocket piece laid flat in an embodiment of this application; Figure 6 This is a schematic diagram of the laying of the pull strap in the embodiments of this application; Figure 7 This is a schematic diagram of the laying of the guide strip in the embodiments of this application; Figure 8 This is a cross-sectional schematic diagram of the airbag in the deployed state in the embodiments of this application.

[0023] Figure label: 100-Airbag, 10-Main bag piece, 11-Steering wheel overlap area, 111-First edge, 12-Head buffer zone, 121-Second edge, 13-Chest buffer zone, 131-Third edge, 14-Gas generator mounting area, 141-Fourth edge, 142-Gas generator mounting hole, 143-Fixing hole, 15-First pull strap connection, 16-Second pull strap connection, 20-Side bag piece, 21-First support area, 22-Second support area, 221-First contour segment, 222-Second 223 - Third contour section, 224 - Vent hole, 200 - Pull belt, 2001 - First tensioning part, 2002 - Second tensioning part, 2003 - Third tensioning part, 2004 - First main bag piece connecting part, 2005 - Second main bag piece connecting part, 300 - Guide belt, 3001 - Vent hole, 3002 - First connecting edge, 3003 - Second connecting edge, 3004 - Through hole, 3005 - Guide belt connecting hole, 400 - Gas generator, 500 - Steering wheel, 600 - Instrument panel. Detailed Implementation

[0024] The embodiments of this application will now be described in detail. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0026] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0027] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0028] Vehicles are typically equipped with airbags. In the event of a collision, the airbags inflate rapidly and deploy in front of the occupants, preventing them from impacting hard objects such as the steering wheel and dashboard due to inertia, thus reducing injury. In traditional vehicles, the driver's side airbag is usually housed within the steering column. This requires an additional airbag module bracket within the steering column to support and secure the airbag module, and its strength must meet the impact force of airbag deployment, increasing the cost of the airbag. Furthermore, the need to house structural components such as steering sleeves within the steering column limits the space available for airbag placement, restricting the size design of the airbag and hindering further improvements in its protective function.

[0029] In some related technologies, to improve the design flexibility of the driver's side airbag, some models place the driver's side airbag inside the vehicle's dashboard. In an emergency, the airbag deploys from inside the dashboard between the steering wheel and the driver. However, in the event of an offset collision, this arrangement makes the airbag prone to detaching from the steering wheel, thus losing its protective function for the occupants and reducing vehicle safety performance.

[0030] To address the aforementioned problems, this application provides an airbag. The airbag in this embodiment includes an airbag 100, which has a retracted state and an deployed state. In the retracted state, the airbag 100 is stored within the vehicle's dashboard 600. In the deployed state, as... Figures 1 to 3As shown, the airbag 100 extends from the dashboard 600 to the front of the steering wheel 500; wherein, in this embodiment of the application, the airbag 100 is provided with a steering wheel overlap area 11, the steering wheel overlap area 11 includes two first edges 111 arranged opposite to each other along a first direction, at least a portion of at least one first edge 111 extends outward along the first direction, so that the steering wheel overlap area 11 at least partially overlaps the steering wheel 500 in the unfolded state.

[0031] It should be noted that, in the embodiments of this application, the airbag 100 includes a first direction, a second direction and a third direction that intersect each other. With the vehicle as a reference, the first direction is the width direction of the vehicle, the second direction is the length direction of the vehicle, and the third direction is the height direction of the vehicle. The first direction is the direction shown by arrow X in the figure, the second direction is the direction shown by arrow Y in the figure, and the third direction is the direction shown by arrow Z in the figure.

[0032] In this embodiment, since at least a portion of at least one of the two first edges 111 of the steering wheel overlap area 11 extends outward along the first direction, the width of the steering wheel overlap area 11 is widened, increasing the overlap width and area between the airbag 100 and the steering wheel 500. Therefore, when the airbag 100 switches from the retracted state to the deployed state during an offset collision, the airbag 100 can be more stably overlapped above the steering wheel 500 and is less likely to slip off the steering wheel 500, thus enhancing the reliability of the airbag in protecting the occupants.

[0033] In some alternative embodiments, one of the first edges 111 of the steering wheel overlap area 11 extends outward along a first direction. In this configuration, when the airbag 100 is in the deployed state, the outwardly extending first edge 111 can protrude beyond the steering wheel handwheel on a projection plane parallel to the steering wheel, while the other first edge 111 is flush with or recessed into the other edge of the steering wheel handwheel. In other alternative embodiments, both first edges 111 extend outward along the first direction, thereby further widening the width of the steering wheel overlap area 11 in the first direction.

[0034] In practical applications, the airbag also includes a shell, a gas generator 400, and an airbag mounting bracket can be installed inside the vehicle's dashboard 600. In the retracted state, the airbag 100 is housed in the shell and fixed to the airbag mounting bracket inside the vehicle's dashboard 600. When the vehicle experiences a collision deceleration and impact direction that meet preset conditions, the vehicle's built-in acceleration sensor transmits the detected deceleration signal to the airbag's electronic control unit (ECU). The ECU controls and ignites the gas-generating propellant in the gas generator 400, such as sodium azide or guanidine nitrate, thereby instantly generating a large amount of high-temperature nitrogen gas. The high-temperature nitrogen gas rushes into the airbag 100, causing the airbag 100 to rapidly inflate and pop outward from the dashboard 600 to overlap in front of the steering wheel 500, thus switching to the deployed state. It also catches the occupants who are thrown forward due to inertia, preventing them from colliding with hard objects such as the steering wheel 500 and the dashboard 600, thus protecting their safety. It should be noted that the side of the steering wheel 500 facing the occupant is the front of the steering wheel 500, while the side facing the dashboard 600 is the back. The airbag 100 extending to the front of the steering wheel 500 means extending to the front of the steering wheel 500, that is, extending between the occupant and the steering wheel 500.

[0035] It should be understood that during the deployment of the airbag 100, if the width of the steering wheel contact area 11 of the airbag 100 is narrow, when the vehicle is subjected to an offset collision or other lateral impact force, the airbag 100 is prone to shifting towards the left and right sides of the steering wheel 500 along the first direction, resulting in it not being able to contact the front of the steering wheel 500 and sliding off the side of the steering wheel 500. At this time, the occupant, under the influence of inertia, will not receive effective cushioning and protection from the airbag 100 and will be injured by impacting the steering wheel 500. In this embodiment, by designing at least a portion of at least one first edge 111 of the steering wheel contact area 11 to protrude along the first direction, the width of the steering wheel contact area 11 is increased. During the inflation and deployment of the airbag 100, the reliability of the airbag 100 contacting the front of the steering wheel 500 is improved, further ensuring the protection of the occupant and enhancing the safety performance of the vehicle.

[0036] Optionally, on a projection plane parallel to the steering wheel 500, the projection of the steering wheel 500 is located within the projection of the steering wheel overlap area 11.

[0037] like Figure 2As shown, both first edges 111 of the steering wheel overlap area 11 extend outward along a first direction, such that the width of the steering wheel overlap area 11 along the first direction is greater than the width of the handwheel of the steering wheel 500. Similarly, the length of the steering wheel overlap area 11 along the length of the steering wheel 500 is also greater than the length of the handwheel of the steering wheel 500, allowing the area of ​​the steering wheel overlap area 11 to be larger than the area of ​​the handwheel of the steering wheel 500. Furthermore, the projection of the steering wheel 500 is located within the projection of the steering wheel overlap area 11. In this configuration, when the vehicle experiences an offset collision and is subjected to impact forces from different directions, regardless of any radial displacement of the airbag 100 towards the steering wheel 500, the steering wheel overlap area 11 will have sufficient area to overlap the steering wheel 500, ensuring reliable contact between the airbag and the steering wheel 500.

[0038] Optionally, the airbag 100 includes a main deployment section and at least one auxiliary deployment section. In the deployed state, the main deployment section includes a deployment surface facing the steering wheel 500 and the user. The auxiliary deployment section is used to support and constrain the main deployment section. The steering wheel overlap area 11 is disposed on the main deployment section.

[0039] Taking a vehicle with six directions (up, down, front, back, left, and right) as an example, the main unfolding part in this embodiment is a ring structure with unfolding surfaces facing the front, back, up, down, and the four directions in between. The auxiliary unfolding part has unfolding surfaces facing either the left or right directions in the vehicle. Under the support and constraint of the auxiliary unfolding part, the main unfolding part can form a preset unfolding surface facing the target area. For example, the multiple unfolding surfaces of the main unfolding part may include unfolding surfaces facing the steering wheel 500, the user's head, the user's chest, the user's legs, the vehicle's windshield, and the vehicle's dashboard. In this embodiment, the unfolding surface of the main unfolding part facing the steering wheel 500 forms the aforementioned steering wheel overlap area 11.

[0040] In specific applications, the airbag 100 may include one or more bag pieces. When the airbag 100 includes one bag piece, it can be formed into a complete and three-dimensional structure through a single weaving process, thus eliminating the steps of cutting and sewing the bag pieces in traditional processes and improving production efficiency. When the airbag includes multiple bag pieces, traditional processes can be used to cut out the various parts of the airbag and then connect them by sewing, ultrasonic welding, or hot melt bonding.

[0041] Optionally, the airbag 100 includes a main bag panel 10 and a side bag panel 20. The side bag panel 20 is connected to the side of the main bag panel 10 along a first direction and surrounds the main bag panel 10 to form a buffer cavity. The steering wheel overlap area 11 is disposed on the main bag panel 10.

[0042] In this embodiment, the airbag 100 is formed by connecting a main bag piece 10 and side bag pieces 20, simplifying the manufacturing process. In practical applications, the corresponding main bag piece 10 is cut according to the structural design of the airbag 100. The main bag piece 10 can be connected end to end to form the main structure of the airbag 100. Then, the side bag pieces 20 that can support and constrain the main bag piece 10 are cut, and then the main bag piece 10 and the side bag pieces 20 are connected. When the side bag pieces 20 are located on the side of the main bag piece 10, the main bag piece 10 can serve as the main contact structure with the occupant and the steering wheel 500, while the side bag pieces 20 serve as the support structure for the main bag piece 10, forming a three-dimensional airbag 100 structure of the target shape. When the airbag 100 is deployed, the main bag piece 10 can be directly attached to the steering wheel 500, and the air inside the airbag 100 provides cushioning force for the occupant.

[0043] Specifically, in this embodiment, there are two side pockets 20. The main pocket 10 is connected end to end along its length to form an annular main structure with openings at both ends along the first direction. The two side pockets 20 are respectively disposed on both sides of the main pocket 10 along the first direction. By connecting the edges of the side pockets 20 to the edges of the main pocket 10, the sides of the annular main structure formed by the main pocket 10 are constrained into a shape similar to that of the side pockets 20. Figure 4 The image shown is a schematic diagram of the main bag sheet 10 laid flat in an embodiment of this application. Figure 5 The diagram shown is a schematic representation of the side pocket 20 laid flat in an embodiment of this application. In some optional embodiments of this application, the two long sides of the main pocket 10 are symmetrically designed. Correspondingly, the two side pockets 20 have the same structure, ensuring the symmetrical consistency of the airbag 100 in the first direction after it is deployed. This avoids the airbag 100 shifting due to differences in shape on both sides, thus affecting the protective effect and ensuring that the airbag 100 maintains uniform force and stable posture when deployed. In other embodiments, the two long sides of the main pocket 10 can also be asymmetrically designed, and correspondingly, the structures of the two side pockets 20 can also be different.

[0044] To illustrate the connection relationship between the main bag panel 10 and the side bag panel 20, Figure 4 The main bag piece 10 shown is... Figure 5 The edge contour of the side pocket piece 20 shown exemplarily marks the connection points, specifically, Figure 4 In the main bag piece 10, there are two long sides arranged opposite each other along a first direction. Along the length of the main bag piece 10, at the edges of the two long sides, there are sequentially connecting points 101, 102, 103, 104, 105, 106, 107, 108, and 109. Figure 5In the middle, the side pocket 20 includes connection points 201, 202, 203, 204, 205, 206, 207, 208, and 209 sequentially along its circumferential edge. In practical applications, firstly, connection points 101 and 109 of the main pocket 10 are connected, making the main pocket 10 form a ring structure. Then, connection points 201 to 209 of the two side pockets 20 are sequentially connected to connection points 101 to 109 on the two long sides of the main pocket 10. When the main pocket 10 is connected to the side pockets 20, it is constrained by the side pockets 20 on the side contour shape of the air bag 100, forming a ring structure. Figures 1 to 3 The three-dimensional airbag 100 shown.

[0045] It should be understood that, since the steering wheel overlap area 11 is used to overlap above the steering wheel 500 in the unfolded state, the steering wheel overlap area 11 is located on the main pocket piece 10. Figure 4 In the schematic diagram of the main bag piece 10 laid flat, the edge of the main bag piece 10 between connection point 106 and connection point 107 is the first edge 111.

[0046] like Figure 5 As shown, the side pocket 20 includes a first support area 21 and a second support area 22, as... Figure 3 As shown, in the unfolded state, the first support area 21 is connected to the dashboard 600, and the second support area 22 is connected to the side of the first support area 21 away from the dashboard 600 and is set at an angle to the first support area 21. A portion of the edge of the second support area 22 is connected to the first edge 111.

[0047] Specifically, in such Figure 5 In the schematic diagram of the side pocket piece 20 laid flat, the area enclosed by connection points 203, 202, 201 / 209, 208, and 207 is the first support area 21, and the area enclosed by connection points 203, 204, 205, 206, and 207 is the second support area 22.

[0048] In this embodiment, when the first support area 21 and the second support area 22 are set at an angle, and the airbag 100 is in the deployed state, the first support area 21 extends outward from inside the dashboard 600. The main bag piece 10, under the support and constraint of the side bag piece 20, connects end to end to form a three-dimensional structure similar to an L-shape. Since the main bag piece 10 is connected to the second support area 22 at the first edge 111 of the steering wheel overlap area 11, the angle of the steering wheel overlap area 11 can be adapted to the angle of the steering wheel 500, thereby improving the overlap stability between the steering wheel overlap area 11 and the steering wheel 500.

[0049] Optionally, the length L of the lower edge of the first support area 21 along the second direction is in the range of 600mm≤L≤900mm, and the width W1 of the first support area 21 along the third direction is in the range of 150mm≤W1≤250mm.

[0050] In this embodiment, the length L of the lower edge of the first support area 21 is adapted to the straight-line distance between the airbag installation position inside the dashboard 600 and the upper contour of the handwheel of the steering wheel 500 in the driver's seat. By designing the length L, it can be ensured that after the airbag is deployed from inside the dashboard 600, it has the ability to cross the dashboard 600 and stably attach to the steering wheel 500. In practical applications, the length L can be adjusted according to the distance between the position of the airbag inside the dashboard 600 and the steering wheel 500. The width W1 of the first support area 21 along the third direction, when the first support area 21 is connected to the main bag piece 10, limits the thickness of the airbag 100 in the third direction in the area corresponding to the first support area 21. This parameter is designed to balance the air pressure inside the airbag 100 with the structural strength. Specifically, if W1 is too large, it will cause the volume of the inflation cavity in this area to increase, thereby increasing the size of the airbag and increasing the cost of the airbag 100. In addition, in order to match the large volume airbag 100, a generator with a larger air output is required, which will increase the overall cost of the airbag. If W1 is too small, the pressure inside the cavity in this area will rise sharply during inflation, which may exceed the bearing limit of the airbag 100 fabric and cause the airbag 100 to rupture and fail.

[0051] Optionally, the second support area 22 includes a first profile segment 221, the main bag piece 10 is provided with a head buffer 12, the first profile segment 221 is connected to the head buffer 12, wherein, in the unfolded state, the first profile segment 221 is inclined, and along the second direction, the upper end of the first profile segment 221 is closer to the instrument panel 600 than the lower end of the first profile segment 221.

[0052] Specifically, such as Figure 5 As shown, the area between connection point 204 and connection point 205 is the range of the first contour segment 221 of the second support area 22. Correspondingly, in Figure 4The area between connection point 104 and connection point 105 is the range of the head buffer zone 12 of the main airbag 10. It should be noted that when a vehicle collision occurs, the occupant's head moves forward due to inertia, while the neck moves forward less than the head. That is, the occupant's head and neck are tilted under the action of inertia. In this embodiment, by designing the first contour segment 221 to be tilted, the head buffer zone 12 is also tilted under the constraint of the first contour segment 221 on the head buffer zone 12 of the main airbag 10. Through the above-mentioned tilting direction design, the tilting direction of the head buffer zone 12 is adapted to the angle of the occupant's head and neck. The occupant's head and neck can make good contact with the airbag 100, avoiding excessive neck injury caused by the occupant only contacting the airbag 100 with their head and then rebounding. This improves the cushioning protection effect of the airbag on the occupant's head and neck.

[0053] Optionally, the second support area 22 further includes a third contour segment 223, which is connected to the first edge 111 and is at least partially opposite to the first contour segment 221 along the second direction. Along the second direction, the width between the first contour segment 221 and the third contour segment 223 is W2, which satisfies: 300mm≤W2≤400mm.

[0054] Specifically, such as Figure 5 As shown, the area between connection point 206 and connection point 207 is the range of the third contour segment 223 of the second support area 22. Correspondingly, in Figure 4 The area between connection point 106 and connection point 107 is the steering wheel overlap area 11 of the main bag piece 10.

[0055] In this embodiment, the third contour segment 223 and the first contour segment 221 are at least partially opposite to each other along the second direction. Correspondingly, the head buffer zone 12 of the main bag 10 and the steering wheel overlap area 11 are at least partially opposite to each other along the second direction. By limiting the width of the third contour segment 223 and the first contour segment 221 along the second direction on the second support area 22 to the above range, the thickness of the airbag 100 along the second direction between the head buffer zone 12 and the steering wheel overlap area 11 is actually limited, that is, the thickness of the internal buffer cavity in this area. This ensures that the buffer cavity has sufficient energy absorption space and buffer distance in the area corresponding to the head buffer zone 12, and ensures the reliability of buffering the occupant's head.

[0056] Optionally, the second support area 22 includes a second contour segment 222, the main pocket piece 10 is provided with a chest buffer 13, and the second contour segment 222 is connected to the chest buffer 13. In the unfolded state, the second contour segment 222 is inclined, and along the second direction, the upper end of the second contour segment 222 is further away from the dashboard 600 than the lower end of the second contour segment 222.

[0057] Specifically, such as Figure 5 As shown, the area between connection point 205 and connection point 206 is the range of the second contour segment 222 of the second support area 22. Correspondingly, in Figure 4 The area between connection point 105 and connection point 106 is the range of the chest buffer zone 13 of the main pocket piece 10.

[0058] In this embodiment, by designing the second contour segment 222 as inclined, the chest buffer zone 13 of the main bag piece 10 is constrained by the second contour segment 222, which makes the chest buffer zone 13 also inclined. Through the above-mentioned design of the inclined direction, the inclined direction of the chest buffer zone 13 is directed away from the occupant's chest. This can reduce the pressure of the air bag 100 on the occupant's chest and avoid excessive contact between the occupant's chest area and the air bag 100, which could cause greater damage to the chest.

[0059] In practical applications, the third contour segment 223 is also at least partially opposite to the second contour segment 222. Along the second direction, the width between the second contour segment 222 and the third contour segment 223 can be narrowed by the width W2 between the first contour segment 221 and the third contour segment 223. For example, the narrowed width can be 160mm.

[0060] Optionally, the side pocket 20 is provided with a vent 224 on the second support area 22, and the vent 224 is positioned higher than the highest point of the second profile segment 222 along the third direction.

[0061] It should be noted that when the occupant's head contacts the airbag 100, the contact pressure will compress the cavity of the airbag 100, significantly increasing the gas flow rate at the vent 224. This causes a rapid decrease in the internal pressure of the airbag 100, thus preventing head injury from the airbag 100 being too "hard." In this embodiment, to adapt to the force characteristics of the occupant's head contact in a collision scenario, the vent 224 is positioned on the side pocket 20. This prevents the occupant's head and chest from being blocked by the forward thrust of the head and chest relative to the main pocket 10, thus affecting the venting. Furthermore, since the second contour segment 222 is typically the area where the user's arm directly contacts the airbag, if the vent 224 is positioned higher than the highest point of the second contour segment 222, it prevents the occupant's arm from obstructing the vent and also prevents injury from the occupant's arm contacting the edge of the vent.

[0062] The distance between the vent 224 and the highest point of the second contour segment 222 can be designed to be 70-90mm. This makes the vent 224 closer to the head buffer zone 12, and the venting rate of the vent 224 is more sensitive to changes in the head contact force, achieving a rapid response of "pressure relief upon contact". At the same time, this position design can also prevent the vent 224 from being blocked by the interior trim (such as the A-pillar guard plate) when the airbag 100 is deployed, thus affecting the venting function.

[0063] In practical applications, the vent 224 can be a circular hole, a polygonal hole, or an irregularly shaped hole. The design of the hole diameter needs to balance the decompression rate and the hardness of the buffer chamber. When the diameter of the vent 224 is too large, the decompression rate during the inflation of the airbag 100 is too fast, and the pressure inside the buffer chamber cannot be maintained sufficiently, causing the airbag 100 to lose sufficient support and protection. When the diameter of the vent 224 is too small, the decompression rate is insufficient when the occupant contacts the airbag 100 and the airbag 100 is compressed, resulting in excessively high internal pressure and high hardness of the airbag 100, which can still lead to head injury to the occupant. For example, in the embodiment of this application, the vent 224 is designed as a circular hole with a diameter of 40 mm. The diameter of the vent 224 can also be designed according to actual needs, and this application does not impose specific limitations on it.

[0064] Optionally, the main pocket 10 is provided with a head buffer zone 12, and the airbag also includes a pull strap 200, which is at least partially overlapped with the head buffer zone 12. The pull strap 200 is also connected to the head buffer zone 12 to form a connection area, and the outer contour of the connection area is arc-shaped.

[0065] like Figure 6 As shown, the pull strap 200 includes a first tensioning part 2001, two second tensioning parts 2002, and two third tensioning parts 2003. The first tensioning part 2001 is located in the middle of the pull strap 200, the two second tensioning parts 2002 are located on both sides of the first tensioning part 2001, and the two third tensioning parts 2003 are located on both sides of the two second tensioning parts 2002. The main bag panel 10 is provided with a head buffer zone 12, and the first tensioning part 2001 is connected to the head buffer zone 12 to form the aforementioned connection area. The core function of the pull strap 200 is to limit the deployment speed and maximum deployment range of the airbag 100, preventing the airbag 100 from impacting the occupant's head due to excessive impact velocity during deployment, thus avoiding early impact injuries.

[0066] It should be noted that during the inflation and deployment phase of the airbag, the pull strap is subjected to enormous impact tension. If the contour of the connection area has sharp corners, the force transmission will create stress concentration points at the ends of the sharp corners, making the airbag or pull strap prone to tearing at these stress concentration points. In this embodiment, by designing the outer contour of the connection area as an arc, obvious turning points are avoided, which can reduce stress concentration at the connection between the pull strap and the airbag. This allows the stress on the airbag during a collision to be evenly distributed to the arc-shaped connection edge, reducing the risk of tearing between the pull strap and the airbag.

[0067] Specifically, the pull strap 200 has a first main bag piece connecting portion 2004 at both ends and a second main bag piece connecting portion 2005 in the middle. After the main bag piece 10 and the side bag piece 20 are connected to form the air bag 100, the first main bag piece connecting portions 2004 at both ends of the pull strap 200 are connected to the first pull strap connecting portion 15 of the gas generator mounting area 14 of the main bag piece 10. The portion between the two ends of the pull strap 200 surrounds the air bag 100. The second main bag piece connecting portion 2005 is connected to the second pull strap connecting portion 16 of the head buffer zone 12 of the main bag piece 10 to form the aforementioned connecting area. The connection between the pull strap 200 and the main bag piece 10 can be achieved by double-line reinforced stitching. For example, the shape of the connecting area can be circular, elliptical, shield-shaped, etc. The specific shape of the outline of the connecting area is not limited in this embodiment.

[0068] In this embodiment, the length of the pull strap 200 is L1, and the length of the airbag 100 in the deployed state, from the first pull strap connecting part 15 around the airbag 100 along the setting path of the pull strap 200 back to the first pull strap connecting part 15, is L2. In this embodiment, 60%L2≤L1≤80%L2. The above-mentioned dimensional relationship design ensures that the expansion of the airbag 100 in the second direction can be restricted in the deployed state. For example, the length of the pull strap 200 in this embodiment can be designed to be 500-700mm. In practical applications, the length of the pull strap 200 can be adjusted according to the size of the airbag 100 and the needs of the vehicle model. When the airbag 100 is inflated and deployed, the pull strap 200 will be gradually tightened, reducing the risk that the head buffer zone 12 of the main bag piece 10 will hit the occupant's head when the airbag 100 is deployed. When the airbag 100 is deployed to the point where the strap 200 is fully extended, the tension generated by the strap 200 will limit the further expansion of the airbag 100, effectively avoiding the "hard impact" injury to the occupants in the initial stage of airbag deployment.

[0069] Optionally, along the first direction, the maximum width of the head buffer zone 12 is greater than the maximum width of the steering wheel overlap area 11, so as to ensure the gas volume of the airbag 100 in the buffer cavity corresponding to the head buffer zone 12.

[0070] In practical applications, the maximum width of the head buffer 12 along the first direction can be set in the range of 550-650mm. For example, the width of the head buffer 12 can be 550mm, 560mm, 570mm, 580mm, 590mm, 600mm, 610mm, 620mm, 630mm, 640mm, 650mm, etc.

[0071] Optionally, the air bag 100 is also provided with a chest buffer zone 13, wherein the width of the air bag 100 in the chest buffer zone 13 is smaller than the width of the head buffer zone 12 along the first direction.

[0072] Specifically, the chest buffer zone 13 includes two third edges 131 disposed opposite to each other along a first direction. Figure 4 In the schematic diagram of the main pocket piece 10 laid flat, the edge of the main pocket piece 10 between connection point 105 and connection point 106 is the second edge 121. The chest buffer 13 is used to support the occupant's chest when the vehicle is in a collision and the airbag 100 is in the deployed state. The chest buffer 13 needs to be directly opposite the occupant's chest. Therefore, the chest buffer 13 is set on the main pocket piece 10 and is located below the head buffer 12 in the third direction.

[0073] In this embodiment, by narrowing the width of the chest buffer zone 13, the contact area between the airbag 100 and the occupant's chest can be reduced, lowering the chest contact pressure and mitigating the risk of injury to body structures such as ribs and thoracic organs, thus enhancing the protection of the occupant in a vehicle collision scenario. Furthermore, since the width of the chest buffer zone 13 is smaller than the width of the head buffer zone 12, the volume of the airbag 100's buffer cavity corresponding to the chest buffer zone 13 is controlled to be smaller. While ensuring internal pressure, this makes the main buffering area within the airbag 100's buffer cavity more concentrated within the head buffer zone 12, improving the buffering and protection effect on the head. For example, the width of the chest buffer zone 13 can be designed to be 250-350mm, which is narrower than the steering wheel overlap area 11 and the head buffer zone 12, belonging to a relatively narrow area.

[0074] Optionally, the outward protrusion of the first edge 111 is arc-shaped, which can adapt to the curvature of the steering wheel 500 handwheel, so that when the steering wheel overlap area 11 overlaps with the steering wheel 500, the force on the steering wheel 500 handwheel circumferential direction is more balanced, thereby further improving the overlap reliability.

[0075] Optionally, the airbag 100 is also provided with a head buffer 12, which includes two second edges 121 disposed opposite each other along a first direction, at least one of the second edges 121 protruding outward at least partially along the first direction. In practical applications, the head buffer 12 is used to receive the occupant's head in the deployed state.

[0076] Specifically, since the head buffer 12 is used to receive the occupant's head and needs to be in direct contact with the occupant's head in the deployed state, the head buffer 12 is located on the main pocket panel 10. Figure 4In the schematic diagram of the main bag panel 10 laid flat, the edge of the main bag panel 10 between connection point 104 and connection point 105 is the second edge 121, and the area between the two second edges 121 arranged opposite each other along the first direction is the head buffer zone 12. In this embodiment, when at least one second edge 121 protrudes outward at least partially along the first direction, the width of the head buffer zone 12 is increased, ensuring that the airbag 100 can provide reliable and stable support for the occupant's head. In practical applications, the main bag panel 10 can have an outwardly protruding portion on one second edge 121, or both second edges 121 can have outwardly protruding portions. When both second edges 121 have outwardly protruding portions, the width of the protrusion can be designed to be the same or different.

[0077] It should be understood that in the event of an offset collision, the occupant will experience significant displacement in the first direction. If the width of the head buffer zone 12 used to support the occupant's head is insufficient, the occupant's head may not be able to stably contact the airbag 100, or the occupant's head may partially contact the airbag 100 but still impact hard structures inside the vehicle, such as the A-pillar, center console screen, or door, causing secondary damage. This embodiment addresses this by providing an outward protrusion at the second edge 121 of the head buffer zone 12, ensuring that the coverage area of ​​the airbag 100 in the first direction is sufficient to accommodate the occupant's head position after displacement in the first direction. This ensures that the head remains within the effective protection range of the airbag 100, avoiding hard contact damage and improving the reliability of the airbag's protection for the occupant in offset collision scenarios.

[0078] Optionally, the air bag 100 is further provided with a gas generator mounting area 14, and along the first direction, the width of the air bag 100 in the gas generator mounting area 14 is smaller than the width of other areas.

[0079] The gas generator 400, under the control of the electronic control unit (ECU), ignites a tablet within the gas generator 400 during a vehicle collision, generating a large amount of gas. This gas is then injected into the buffer chamber of the gas bag 100 through the generator's outlet. Therefore, in specific applications, the gas generator mounting area 14 is located on the main bag sheet 10. The main bag sheet 10 includes two fourth edges 141 arranged opposite each other along a first direction in the gas generator mounting area 14. Figure 4 In the schematic diagram of the main bag panel 10 laid flat, the edges of the main bag panel 10 between connection points 101 and 102, and between connection points 108 and 109, are the fourth edge 141. In particular, at least a portion of the fourth edge 141 near the gas generator 400 can be designed as a straight edge to quickly break through the dashboard 600 trim panel during the deployment of the air bag 100. At the same time, it can make the gas generated by the gas generator 400 spray directly towards the occupant's location in the second direction, thereby increasing the inflation speed.

[0080] In this embodiment, by limiting the width of the gas generator mounting area 14, the volume of the buffer chamber of the gas bag 100 corresponding to the gas generator mounting area 14 is effectively limited. This avoids the buffer chamber volume in this area being too large, which would lead to an excessive increase in the volume of the gas bag 100 due to the ineffective cavity area. At the same time, it also ensures that the high-pressure gas in the buffer chamber is more concentrated in the buffer chamber positions corresponding to the head buffer chamber 12 and the chest buffer chamber 13. In practical applications, the width of the gas generator mounting area 14 can be designed to be 200-300mm. This area can adopt a reinforced structure with multiple layers of fabric superimposed and sewn together, and be coated with a high-temperature resistant silicone rubber coating to resist the burning of the high-temperature gas (temperature can reach 800-1000℃) ejected by the gas generator 400 during operation, while also withstanding the instantaneous impact of high-pressure gas, avoiding fabric damage or seam breakage in this area, and ensuring the sealing and structural integrity of the gas bag 100.

[0081] In practical applications, the airbag also includes a deflector belt 300, and the main bag panel 10 is provided with a gas generator mounting hole 142. Multiple fixing holes 143 are provided around the gas generator mounting hole 142, such as... Figure 7 The diagram shown is a structural schematic of the guide belt 300 in this embodiment of the application. The main structure of the guide belt 300 is used to shield the residue released by the gas generator 400, preventing it from splashing into the gas bag 100 and causing damage. The guide belt 300 includes a first connecting edge 3002 and a second connecting edge 3003. The guide belt 300 itself is sewn together via the first connecting edge 3002 and the second connecting edge 3003. Both the guide belt 300 and the gas generator 400 are connected via... Figure 4 The gas generator mounting hole 142 shown is inserted into the gas bag 100. The guide belt 300 is provided with a through hole 3004 opposite to the gas generator mounting hole 142 and a guide belt connection hole 3005 opposite to the fixing hole 143. The guide belt 300 and the gas generator 400 are fixed to the gas generator mounting hole 142 and the gas bag 100 by multiple fasteners (not shown in the figure) through multiple fixing holes 143 around the gas generator mounting hole 142, so as to realize the connection between the gas generator 400 and the guide belt 300 and the gas bag 100. The guide strip 300 is provided with an air guide hole 3001. The air guide hole 3001 is opposite to the air outlet of the gas generator 400 and is located on the path of the gas injected by the gas generator 400. The gas injected by the gas generator 400 passes through the air guide hole 3001 and fills the air bag 100, ensuring that the air bag 100 unfolds according to the preset trajectory, so that the air bag 100 completes the unfolding process of "popping out from the dashboard 600 - crossing the gap between the steering wheel 500 and the dashboard 600 - overlapping above the steering wheel 500 and reaching the preset protective posture".

[0082] like Figure 8The diagram shows a cross-sectional view of the airbag in the deployed state according to an embodiment of this application, wherein the gas generator 400 is located at the rear end of the airbag 100. Figure 8 (Right side), the guide strip 300 is located at the front end of the gas generator 400 ( Figure 8 (Left side) The air vent 3001 on the guide strip 300 is opposite to the gas generator 400. In practical applications, when a vehicle collision occurs, the ECU triggers the gas generator 400. The tablet inside the generator ignites, generating a large amount of high-pressure gas. The gas is injected into the airbag 100 through the air outlet of the gas generator 400. During the above process, the air vent 3001 of the guide strip 300 can guide the high-pressure gas to flow preferentially in the second direction, avoiding excessive disorderly diffusion of gas in the first direction. This ensures that the airbag 100 can obtain sufficient thrust in the second direction during the initial deployment, so that it can smoothly pop out from the dashboard 600 and cross the third-direction height gap between the steering wheel 500 and the dashboard 600, quickly attach above the steering wheel 500 and reach the preset protective posture, avoiding the airbag 100 from being stuck or shifting its posture due to turbulent gas flow. The air guide hole 3001 on the guide belt 300 can shorten the full deployment time of the air bag 100 by precisely guiding the gas flow (ensuring the deployment time is ≤40ms, meeting the safety standard requirements), while ensuring the consistency and stability of the deployment trajectory of the air bag 100, and avoiding abnormal deployment posture of the air bag 100 due to disordered gas flow, which would affect the protection effect.

[0083] In this embodiment, a complete and stable airbag is formed by assembling and connecting the above-mentioned components. The airbag is installed inside the dashboard 600. When the airbag receives the detonation signal that needs to be transmitted by the sensor, the gas generator 400 starts to release gas, causing the airbag to inflate rapidly and deploy from inside the dashboard 600, passing over the steering wheel 500 and finally attaching to the steering wheel 500.

[0084] Furthermore, it should be noted that in practical applications, the shapes of the main bag panel 10, side bag panels 20, pull strap 200, and guide belt 300 are not limited to... Figures 4 to 7The shapes shown; the materials of the main bag panel 10, side bag panels 20, pull strap 200, and guide belt 300 are not limited to uncoated and coated fabrics or other materials; the connection methods between the main bag panel 10 and the side bag panel 20, the pull strap 200 and the main bag panel 10, and the guide belt 300 and the main bag panel 10 may include at least one of sewing and bonding. This application embodiment does not specifically limit the connection methods between the components, as long as the air bag 100 does not rupture or break. For example, in this application embodiment, the main bag panel 10 and the side bag panel 20 are connected as a single unit using a double-line overlock sewing process to form the air bag 100, and a buffer cavity is formed inside the air bag 100. When the main bag panel 10 and the side bag panel 20 are connected, the connection lines between the side bag panel 20 and the main bag panel 10 are offset inward by 15mm from the outline edge of both to ensure reliable connection. In this embodiment, the main bag 10 and the side bag 20 are connected and enclosed to form a buffer cavity. In practical applications, the number of buffer cavities in the airbag 100 is not limited to one, and multiple cavities can be designed as long as they can effectively protect the occupants (energy absorption and head displacement during offset collisions).

[0085] In summary, the airbags provided in this application embodiment may include at least the following advantages: In this embodiment, the airbag 100 is provided with a steering wheel overlap area 11. Since at least a portion of at least one of the two first edges 111 of the steering wheel overlap area 11 extends outward along a first direction, the width of the steering wheel overlap area 11 is widened, increasing the overlap width and area between the airbag 100 and the steering wheel 500. Therefore, when the airbag 100 switches from a retracted state to an deployed state during an offset collision, the airbag 100 can be more stably overlapped above the steering wheel 500 and is less likely to slip off the steering wheel 500, thus enhancing the reliability of the airbag in protecting the occupants.

[0086] This application also provides a vehicle including any of the airbags described above.

[0087] It should be noted that in this embodiment, the structure of the airbag is the same as that of the airbag in any of the above embodiments, and its beneficial effects are similar, so it will not be described in detail here.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0089] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. An airbag, characterized in that, Includes an airbag (100) having a rolled-up state and an unfolded state. In the rolled-up state, the airbag (100) is housed within the vehicle's dashboard (600). In the unfolded state, the airbag (100) extends from within the dashboard (600) to in front of the steering wheel (500). The airbag (100) is provided with a steering wheel overlap area (11), the steering wheel overlap area (11) includes two first edges (111) arranged opposite each other along a first direction, at least a portion of at least one of the first edges (111) protrudes outward along the first direction, so that the steering wheel overlap area (11) at least partially overlaps the steering wheel (500) in the unfolded state.

2. The airbag according to claim 1, characterized in that, On a projection plane parallel to the steering wheel (500), the projection of the steering wheel (500) lies within the projection of the steering wheel overlap area (11).

3. The airbag according to claim 1, characterized in that, The airbag (100) includes a main deployment section and at least one auxiliary deployment section. In the deployed state, the main deployment section includes a deployment surface facing the steering wheel (500) and the user. The auxiliary deployment section is used to support and constrain the main deployment section. The steering wheel overlap area (11) is disposed on the main deployment section.

4. The airbag according to claim 3, characterized in that, The air bag (100) includes a main bag piece (10) and a side bag piece (20). The side bag piece (20) is connected to the side of the main bag piece (10) along the first direction and surrounds the main bag piece (10) to form a buffer cavity. The main bag piece (10) forms the main unfolding section, and the side bag piece (20) forms the auxiliary unfolding section.

5. The airbag according to claim 4, characterized in that, The side pocket (20) includes a first support area (21) and a second support area (22). In the unfolded state, the first support area (21) is connected to the dashboard (600), and the second support area (22) is connected to the side of the first support area (21) away from the dashboard (600) and is set at an angle to the first support area (21). A portion of the edge of the second support area (22) is connected to the first edge (111).

6. The airbag according to claim 5, characterized in that, The length L of the lower edge of the first support area (21) along the second direction is 600mm≤L≤900mm, and the width W1 of the first support area (21) along the third direction is 150mm≤W1≤250mm. The second direction intersects with the first direction.

7. The airbag according to claim 5, characterized in that, The second support area (22) includes a first contour segment (221). The main bag piece (10) is provided with a head buffer (12). The first contour segment (221) is connected to the head buffer (12). In the unfolded state, the first contour segment (221) is inclined and along the second direction, the upper end of the first contour segment (221) is closer to the instrument panel (600) than the lower end of the first contour segment (221). The second direction intersects with the first direction.

8. The airbag according to claim 7, characterized in that, The second support area (22) further includes a third contour segment (223), which is connected to the first edge (111) and is at least partially opposite to the first contour segment (221) along the second direction. Along the second direction, the width between the first contour segment (221) and the third contour segment (223) is W2, which satisfies: 300mm≤W2≤400mm.

9. The airbag according to claim 5, characterized in that, The second support area (22) includes a second contour segment (222), the main pocket piece (10) is provided with a chest buffer (13), the second contour segment (222) is connected to the chest buffer (13), wherein, in the unfolded state, the second contour segment (222) is inclined, and along the second direction, the upper end of the second contour segment (222) is further away from the instrument panel (600) than the lower end of the second contour segment (222), and the second direction intersects with the first direction.

10. The airbag according to claim 9, characterized in that, The side pocket (20) has a vent (224) on the second support area (22). Along the third direction, the vent (224) is located higher than the highest point of the second contour segment (222). The third direction intersects with the second direction and the first direction.

11. The airbag according to claim 4, characterized in that, The main bag (10) is provided with a head buffer (12), and the airbag also includes a pull strap (200). The pull strap (200) and the head buffer (12) are at least partially overlapped. The pull strap (200) is also connected to the head buffer (12) to form a connection area. The outer contour of the connection area is arc-shaped.

12. The airbag according to any one of claims 1 to 11, characterized in that, The airbag (100) is also provided with a head buffer (12), and the maximum width of the head buffer (12) along the first direction is greater than the maximum width of the steering wheel overlap area (11).

13. The airbag according to claim 12, characterized in that, The air bag (100) is also provided with a chest buffer (13), and along the first direction, the width of the air bag (100) in the chest buffer (13) is smaller than the width of the head buffer (12).

14. The airbag according to any one of claims 1 to 11, characterized in that, The outwardly protruding part of the first edge (111) is arc-shaped; And / or, the air bag (100) is further provided with a head buffer (12), the head buffer (12) including two second edges (121) disposed opposite each other along the first direction, at least one of the second edges (121) protruding outward at least partially along the first direction; And / or, the air bag (100) is further provided with a gas generator mounting area (14), and along the first direction, the width of the air bag (100) in the gas generator mounting area (14) is smaller than the width of other areas.

15. A vehicle, characterized in that, Includes the airbag as described in any one of claims 1 to 14.

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