Central air bag and vehicle

Abstract

The central air bag is used for being installed on the side portion of an automobile seat, the central air bag comprises an air bag body and an outer pulling belt, the air bag body comprises a first air bag part and a second air bag part which communicate with each other, and the second air bag part is obliquely arranged towards the bearing side of the first air bag part; the outer pulling belt is arranged on the bearing side of the second air bag part and is connected with the first air bag part and the second air bag part, and a sewing line between the outer pulling belt and the first air bag part is in a fluctuating shape. In this way, the stability of the unfolded central air bag can be improved.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of airbags, in particular to a central airbag and a vehicle. BACKGROUND

[0002] With the continuous improvement of the safety performance of vehicles, the traditional airbags for drivers and front passengers cannot meet the safety requirements, especially when the vehicle is subjected to side collision or side column collision, the driver and the front passenger will move in the same direction due to inertia, and a secondary collision may occur between the driver and the front passenger. To solve this problem, the central airbag emerges as the times require, which sets an airbag device between the driver and the front passenger in the front row to effectively buffer the impact damage caused by the secondary collision. During a long-term research and development process, the applicant finds that the central airbag has the problem of insufficient stability after deployment. CONTENT OF THE UTILITY MODEL

[0003] The application mainly solves the technical problem of providing a central airbag and a vehicle, which can improve the stability of the central airbag after deployment.

[0004] To solve the above technical problem, one technical scheme adopted by the application is to provide a central airbag for being installed on the side of a vehicle seat, comprising: an airbag body comprising a first airbag part and a second airbag part in communication with each other, the second airbag part being inclinedly arranged towards the supporting side of the first airbag part; an outer pull belt arranged on the supporting side of the second airbag part and connected with the first airbag part and the second airbag part; wherein the suture between the outer pull belt and the first airbag part is in a wavy shape.

[0005] The wavy shape comprises a zigzag shape.

[0006] The central airbag further comprises: a first inner pull belt arranged in the interior of the first airbag part, both ends of the first inner pull belt being connected with the inner wall of the first airbag part, so as to form a first concave part at least on the supporting side of the first airbag part.

[0007] The central airbag further comprises: a second inner pull belt arranged in the interior of the second airbag part, both ends of the second inner pull belt being connected with the inner wall of the second airbag part, so as to keep the second airbag part in a flat state after the central airbag is inflated.

[0008] The maximum inflation volume of the second airbag part is smaller than that of the first airbag part.

[0009] The second air bag part is provided with a suture at each of the two side edges of the opposite arrangement, so as to form a main body area and dead areas distributed on both sides of the main body area on the second air bag part, and the inflation thickness of the dead areas is less than the inflation thickness of the main body area when the air bag body is in an inflated state.

[0010] The central air bag further comprises a blocking cloth provided inside the air bag body and located at the communication between the first air bag part and the second air bag part, and the blocking cloth is provided with a plurality of openings, and the first air bag part and the second air bag part are communicated through the openings.

[0011] The offset amount of the second air bag part relative to the first air bag part in the first direction is 35-45 mm, and the first direction is perpendicular to the bearing surface of the first air bag part.

[0012] The central air bag further comprises a mounting strap connected with the air bag body, and the mounting strap is used to be connected with a generator.

[0013] To solve the above technical problems, another technical solution adopted by the present application is to provide a vehicle comprising the central air bag according to any one of the above.

[0014] The beneficial effects of the present application are as follows: different from the prior art, the second air bag part of the present application is inclined towards the bearing side of the first air bag part, so that the air bag body as a whole is C-shaped, which can effectively support the head of the driver, further, the present application further provides an outer pull belt connecting the first air bag part and the second air bag part, so that the inner and outer of the first air bag part and the second air bag part form a tension difference, so that the second air bag part can be more inclined towards the first air bag part, in addition, the present application further provides that the sutures between the outer pull belt and the first air bag part are undulating, which increases the suture density and suture length of the outer pull belt and the first air bag part, increases the stability of the connection between the first air bag part and the second air bag part, so that the central air bag can smoothly deploy according to the designed state in the collision, reduces the impact force received by the driver, and reduces the risk of hard contact of the head of the driver and the co-driver in side collision, and can effectively protect the driver from being side-impacted in the driving process, so that the head does not swing out too much to cause neck injury. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor. Among them:

[0016] Figure 1is a structural schematic view of an embodiment of the central airbag of the present application;

[0017] Figure 2 is Figure 1 is a partial enlarged view at A in FIG. 1;

[0018] Figure 3 is Figure 1 is a sectional view of the central airbag in FIG. 1;

[0019] Figure 4 is Figure 1 is a structural schematic view of the second airbag part in FIG. 1;

[0020] Figure 5 is Figure 1 is a simplified structural schematic view of the central airbag. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0022] Under the prior art, the bag type design of the central airbag is basically a double-cavity or a three-cavity bag type design. The double-cavity central airbag has a simple design, requires a smaller generator specification, and has a smaller overall airbag volume. However, the double-cavity central airbag cannot effectively receive the dummy head in a single dummy condition, which may result in the displacement of the dummy head exceeding the standard in a far-side collision condition. The present application is to improve the double-cavity central airbag and proposes the following technical solutions after a large number of tests and simulation verifications.

[0023] Referring to Figures 1 to 3 , the central airbag 1 includes an airbag body 10 and an outer pull strap 20.

[0024] The airbag body 10 includes a first airbag part 110 and a second airbag part 120 that are in communication with each other, and the second airbag part 120 is obliquely arranged towards a supporting side 111 of the first airbag part 110.

[0025] Specifically, the central airbag 1 is used for installing on the side of the car seat, and after the generator is opened, it is inflated rapidly to fill the gap between the driver and the front passenger, and the airbag body 10 is used for supporting the driver, wherein the first airbag part 110 in the airbag body 10 is used for supporting the chest and arms of the driver, and the second airbag part 120 in the airbag body 10 is inclined towards the supporting side 111 of the first airbag part 110, so that the second airbag part 120 can support the head of the driver, and after the generator is opened, the central airbag 1 is inflated rapidly to form a buffer barrier, thereby reducing the impact force on the head of the driver.

[0026] The outer pull belt 20 is arranged on the supporting side 123 of the second airbag part 120 and connected with the first airbag part 110 and the second airbag part 120, wherein the stitching 30 between the outer pull belt 20 and the first airbag part 110 is undulating.

[0027] Specifically, the first airbag part 110 includes the supporting side 111 and the non-supporting side 112 arranged oppositely, and the cloth length of the supporting side 111 of the first airbag part 110 is less than that of the non-supporting side 112, that is, the cloth length of the two sides of the first airbag part 110 is asymmetric, and the cloth length of the non-supporting side 112 is longer, so that the supporting side 123 of the second airbag part 120 is inclined towards the supporting side 111 of the first airbag part 110, the outer pull belt 20 is connected with the first airbag part 110 and the second airbag part 120, so that the second airbag part 120 is kept in an inclined state relative to the first airbag part 110, and the stitching 30 between the outer pull belt 20 and the first airbag part 110 is undulating, that is, the stitching 30 between the outer pull belt 20 and the first airbag part 110 is continuous in a wave shape or V shape or similar undulating shape, compared with the straight line shape of the stitching 30, this arrangement increases the stitching density and length of the outer pull belt 20 and the first airbag part 110, thereby enhancing the connection strength of the first airbag part 110 and the outer pull belt 20.

[0028] From the above, the second air bag part 120 is inclined towards the bearing side 111 of the first air bag part 110, so that the air bag body 10 is C-shaped as a whole, and the head of the driver can be effectively supported. Further, the outer pull belt 20 is connected to the first air bag part 110 and the second air bag part 120, so that a tension difference is formed inside and outside the first air bag part 110 and the second air bag part 120, so that the second air bag part 120 can be more inclined towards the first air bag part 110. In addition, the suture 30 between the outer pull belt 20 and the first air bag part 110 is undulating, which increases the suture density and length of the outer pull belt 20 and the first air bag part 110, increases the stability of the connection between the first air bag part 110 and the second air bag part 120, so that the central air bag 1 can be smoothly deployed according to the design state in the collision, reducing the impact force on the driver, and reducing the risk of hard contact of the driver's head in the side collision. The head of the driver, which can effectively protect the driver from being hit from the side during driving, so as not to shake out too much and cause neck injury.

[0029] In an embodiment, the thickness of the air bag body 10 ranges from 0.8 mm to 1 mm. Specifically, the thickness of the air bag body 10 refers to the thickness of a single layer of fabric in the air bag body 10, wherein the thickness of the single layer of fabric in the air bag body 10 can be 0.8 mm, 0.9 mm, 0.95 mm, 0.98 mm or 1 mm. The thickness of the air bag body 10 in this range can not only avoid the size of the folded central air bag 1 being too large to occupy space, but also ensure the strength of the air bag body 10. It should be noted that the thickness of the air bag body 10 is not limited.

[0030] In an embodiment, in order to ensure the strength of the air bag body 10, the material of the air bag body 10 includes at least one of polyester, nylon and polyester fiber. Specifically, the material of the air bag body 10 includes one or more of polyester, nylon and polyester fiber. The material of the air bag body 10 can be only polyester, the material of the air bag body 10 can be only nylon, the material of the air bag body 10 can be only polyester fiber, and the material of the air bag body 10 can be a mixture of nylon and polyester fiber. It should be noted that the material of the air bag body 10 is not limited.

[0031] In an embodiment, the undulating shape includes a zigzag shape. That is, the suture 30 between the outer pull belt 20 and the first air bag part 110 is continuous V-shaped or Z-shaped, which increases the suture density and length of the outer pull belt 20 and the first air bag part 110.

[0032] In an embodiment, the stitches between the outer pull strap 20 and the second airbag portion 120 are zigzagged. The stitches between the outer pull strap 20 and the second airbag portion 120 are continuous V-shaped or Z-shaped, increasing the stitch density of the outer pull strap 20 and the second airbag portion 120, and the stitches between the outer pull strap 20 and the first airbag portion 110 and the stitches between the outer pull strap 20 and the second airbag portion 120 are all continuous V-shaped or Z-shaped, improving the stability of the connection between the outer pull strap 20 and the airbag body 10. In another embodiment, the stitches between the outer pull strap 20 and the second airbag portion 120 can also be wavy, and in yet another embodiment, the stitches between the outer pull strap 20 and the second airbag portion 120 are straight.

[0033] Referring to Figure 3 In an embodiment, the central airbag 1 further comprises a first inner pull strap 40, which is arranged inside the first airbag portion 110, and both ends of the first inner pull strap 40 are connected to the inner wall of the first airbag portion 110 to form at least a first recess (not shown in the figure) on the supporting side 111 of the first airbag portion 110.

[0034] Specifically, both ends of the first inner pull strap 40 are connected to the inner wall of the first airbag portion 110, and the tension applied by the first inner pull strap 40 to the first airbag portion 110 causes the first airbag portion 110 to maintain a recessed state at both ends of the first inner pull strap 40 after inflation, i.e., the first inner pull strap 40 can form and maintain a first recess on the first airbag portion 110, and the first recess can accommodate and fix the driver's arm, preventing the driver's arm from being raised to contact the head and causing injury.

[0035] Continuing to refer to Figure 3 In an embodiment, the central airbag 1 further comprises a second inner pull strap 50, which is arranged inside the second airbag portion 120, and both ends of the second inner pull strap 50 are connected to the inner wall of the second airbag portion 120 to maintain the second airbag portion 120 in a flat state after the central airbag 1 is inflated.

[0036] Specifically, both ends of the second inner pull strap 50 are connected to the inner wall of the second airbag portion 120, and the tension applied by the second inner pull strap 50 to the second airbag portion 120 causes the second airbag portion 120 to maintain a flat shape, facilitating the provision of a cushion for the driver's head.

[0037] In another embodiment, the tension applied by the second inner pull strap 50 to the second airbag portion 120 causes the second airbag portion 120 to maintain a recessed state at both ends of the second inner pull strap 50 after inflation, so that the head can be located in the recess.

[0038] Continuing to refer to Figure 1In an embodiment, the maximum inflation volume of the second airbag portion 120 is less than the maximum inflation volume of the first airbag portion 110.

[0039] Specifically, the first airbag portion 110 is located at the shoulder and chest position of the driver, the second airbag portion 120 is located at the head position of the driver, the maximum inflation volume of the first airbag portion 110 is greater than the maximum inflation volume of the second airbag portion 120, which facilitates effective protection of the driver and reduces the impact of the collision on the driver.

[0040] In an embodiment, the first airbag portion 110 and the second airbag portion 120 are made of the same material, which reduces the types of materials used in the preparation process, reduces the frequency of material switching, and improves the preparation efficiency.

[0041] Referring to Figure 4 In an embodiment, the second airbag portion 120 is provided with a suture 80 at each of the two side edges, so as to form a main area 121 and a dead area 122 distributed on both sides of the main area 121 on the second airbag portion 120, wherein the inflation thickness of the dead area 122 is less than the inflation thickness of the main area 121 when the airbag body 10 is in an inflated state.

[0042] Specifically, the main area 121 of the second airbag portion 120 is the area mainly contacted by the head of the driver, and the dead area 122 on both sides of the main area 121 has less effect on the head of the driver. The inflation thickness of the dead area 122 is less than the inflation thickness of the main area 121. By arranging the dead area 122 on both sides of the main area 121, the internal pressure of the main area 121 of the second airbag portion 120 is improved, and the overall size of the second airbag portion 120 is better controlled, thereby improving the performance of the central airbag 1 after deployment.

[0043] Continuing to refer to Figure 3 In an embodiment, the central airbag 1 further comprises a baffle cloth 60, which is arranged inside the airbag body 10 and located at the communication position of the first airbag portion 110 and the second airbag portion 120. The baffle cloth 60 is provided with a plurality of openings (not shown in the figure), and the first airbag portion 110 and the second airbag portion 120 are communicated through the openings.

[0044] Specifically, the baffle cloth 60 is arranged at the communication position of the first airbag portion 110 and the second airbag portion 120, and the baffle cloth 60 is provided with a plurality of openings. The airflow between the first airbag portion 110 and the second airbag portion 120 flows in and out of the openings, so as to guide the airflow and stabilize the airflow of the airbag body 10.

[0045] Further, in an embodiment, the plurality of openings on the baffle cloth 60 are arranged in a grid shape, i.e., the plurality of openings are arranged with equal spacing between rows and columns.

[0046] In another embodiment, the plurality of openings are arranged in a ring shape, i.e. the plurality of openings are arranged along the circumference of the communication between the first airbag portion 110 and the second airbag portion 120.

[0047] Referring to Figure 5 In an embodiment, the offset a of the second airbag portion 120 relative to the first airbag portion 110 in the first direction X is in the range of 35 mm to 45 mm, wherein the first direction X is perpendicular to the bearing surface of the first airbag portion 110.

[0048] Specifically, the present application designs the traditional two-cavity vertical arrangement of the vertical central airbag as a sheet asymmetric central airbag, so that the second airbag portion 120 is inclined towards the bearing side 111 of the first airbag portion 110, and the offset a of the second airbag portion 120 relative to the first airbag portion 110 in the first direction X can be 35 mm, 38 mm, 40 mm, 42 mm, 44 mm or 45 mm. The present application verifies the reasonable range of the offset a through a large number of experiments and simulations. In the experiment, not only can the support for the single dummy in the far-side collision working condition be effectively realized, but also the head protection area margin can be effectively guaranteed in the double-dummy working condition in the far-side collision working condition. Therefore, the offset a in the range not only can improve the bearing capacity of the driver's head, but also can guarantee that the airbag body 10 is sufficient to bear the driver's body, so as to improve the protection capacity of the second airbag portion 120 to the driver. It should be noted that the present application does not limit the offset a.

[0049] In an embodiment, the offset a of the second airbag portion 120 relative to the first airbag portion 110 in the first direction X is preferably 40 mm.

[0050] Continuing to refer to Figure 1 In an embodiment, the central airbag 1 further comprises a mounting strap 70, the mounting strap 70 is connected with the airbag body 10, and the mounting strap 70 is used to be connected with the generator.

[0051] Specifically, the mounting strap 70 of the central airbag 1 is sleeved on the generator, which facilitates the stable connection of the generator and the opening of the airbag body 10, and improves the stability of the connection.

[0052] In an embodiment, the material of the mounting strap 70 is the same as that of the airbag body 10, which reduces the types of materials used in the preparation process and improves the preparation efficiency.

[0053] The present application also protects a vehicle comprising the central airbag 1 according to any one of the above. The vehicle includes a fuel vehicle, an electric vehicle, a hybrid vehicle, and a hydrogen fuel cell vehicle, and of course includes a sedan, a sport utility vehicle, a multi-purpose commercial vehicle, etc. It should be noted that the type of the vehicle is not limited by the present application. The specific structure of the central airbag 1 is as described above and will not be repeated here.

[0054] The above merely provides the implementation of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation based on the content of the present application specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A central airbag, characterized by, A side airbag for installation on a side portion of a vehicle seat, comprising: an airbag body including a first airbag portion and a second airbag portion in communication with each other, the second airbag portion being disposed obliquely toward a supporting side of the first airbag portion; an outer pull strap disposed on the supporting side of the second airbag portion and connecting the first airbag portion and the second airbag portion; wherein a stitch between the outer pull strap and the first airbag portion is in a wavy shape.

2. The central airbag according to claim 1, characterized by, The wavy shape includes a zigzag shape.

3. The central airbag according to claim 1, characterized by, The central airbag further comprises: a first inner pull strap disposed inside the first airbag portion, both ends of the first inner pull strap being connected to inner walls of the first airbag portion to form a first recess on at least the supporting side of the first airbag portion.

4. The central airbag according to claim 1, characterized by, The central airbag further comprises: a second inner pull strap disposed inside the second airbag portion, both ends of the second inner pull strap being connected to inner walls of the second airbag portion to maintain the second airbag portion in a flat shape after the central airbag is inflated.

5. The central balloon according to any one of claims 1 to 4, characterized in that A maximum inflation volume of the second airbag portion is smaller than a maximum inflation volume of the first airbag portion.

6. The central airbag according to claim 5, characterized by The second airbag portion is provided with a stitch on each of two opposite side edges thereof to form a main body region and dead regions distributed on both sides of the main body region, wherein an inflation thickness of the dead regions is smaller than an inflation thickness of the main body region when the airbag body is in an inflated state.

7. The central airbag according to claim 1, characterized by The central airbag further comprises: a barrier cloth disposed inside the airbag body at a communication between the first airbag portion and the second airbag portion, the barrier cloth being provided with a plurality of openings through which the first airbag portion and the second airbag portion are in communication.

8. The central airbag of claim 1, wherein An offset of the second airbag portion relative to the first airbag portion in a first direction is in a range of 35 mm to 45 mm, wherein the first direction is perpendicular to a supporting surface of the first airbag portion.

9. The central airbag according to claim 1, characterized by, The central airbag further comprises: a mounting strap connected to the airbag body, the mounting strap being used to be connected to a generator.

10. A vehicle characterized by comprising: A vehicle seat comprising the central airbag according to any one of claims 1 to 9.

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