Air bag structure, safety air bag and vehicle

Abstract

The utility model relates to the technical field of vehicle safety air bags, and particularly discloses an air bag structure, a safety air bag and a vehicle, the air bag structure comprises an air bag, a first pull belt and a second pull belt, the first pull belt is arranged at the root of the air bag, and the second pull belt is arranged on the air bag and located on the side, away from an air inlet of the air bag, of the first pull belt; the second drawstring and the first drawstring are arranged at intervals in the length direction of the air bag, the second drawstring is provided with a tearing part, and the tearing part is configured to be broken when the air bag is unfolded to a preset size. In the unfolding process of the air bag structure, the width of the air bag is limited by the first pull belt and the second pull belt, so that the probability that the air bag interferes with the central control screen is reduced, the tearing part of the second pull belt is broken when the air bag is unfolded to the preset size, the position where a passenger makes contact with the air bag and the contact area are not affected, and the safety of the passenger is improved. Therefore, the protection effect of the safety air bag is improved. In addition, according to the air bag structure, a special folding production line does not need to be additionally arranged for the air bag, and therefore the cost and the quality control difficulty are reduced.

Description

Technical Field

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

[0002] With the development of automotive intelligence, the size of in-vehicle central control screens is increasing. However, large central control screens will encroach on the deployment space of airbags (especially driver's side airbags), resulting in the following technical problems: the airbag deployment trajectory is obstructed, which may cause it to impact the screen structure; the risk of the airbag being scratched by the edge of the screen increases; and the airbag shape is abnormal after deployment (including but not limited to: insufficient deployment, posture deviation or rebound).

[0003] One existing solution attempts to alleviate the above problems by improving the airbag folding method. However, this solution has the following limitations: when the car's central control screen is installed in a lateral position beyond the design threshold, adjusting the folding method still cannot ensure that the airbag can effectively avoid it; a dedicated airbag folding production line is required, resulting in: an increase in production costs of about 15%-20%, increased difficulty in quality control, and a yield fluctuation of ±5% in the folding process. Utility Model Content

[0004] In view of the above, it is necessary to propose an airbag structure, airbag and vehicle to reduce the probability of interference between the airbag and the central control screen when the airbag is deployed, improve the protective effect of the airbag, and reduce cost and quality control difficulty.

[0005] This application provides an air bag structure, including an air bag, a first pull strap, and a second pull strap. The first pull strap is disposed at the root of the air bag, and the second pull strap is disposed on the air bag and located on the side of the first pull strap away from the air inlet of the air bag. The second pull strap and the first pull strap are spaced apart along the length direction of the air bag. The second pull strap has a tear portion, which is configured to break when the air bag is expanded to a preset size.

[0006] In some embodiments, the first pull strap is disposed inside the air bag, and both ends of the first pull strap are respectively connected to the inner wall of the air bag, and / or, the second pull strap is disposed inside the air bag, and both ends of the second pull strap are respectively connected to the inner wall of the air bag.

[0007] In some embodiments, the tear portion has a tear line; and / or, the tear portion has a tear opening; and / or, the width of the tear portion is smaller than the width of other portions of the second traction band; and / or, the thickness of the tear portion is smaller than the thickness of other portions of the second traction band; and / or, the material strength of the tear portion is smaller than the material strength of other portions of the second traction band.

[0008] In some embodiments, the tear is located in the middle of the second pull strap; and / or, the extension direction of the first pull strap and the extension direction of the second pull strap are parallel to each other.

[0009] In some embodiments, the maximum distance between the first pull strap and the second pull strap ranges from 150mm to 250mm.

[0010] In some embodiments, the length of the first pull strap ranges from 200mm to 300mm; and / or, the length of the second pull strap ranges from 200mm to 300mm.

[0011] In some embodiments, the width of the first pull strap ranges from 50mm to 80mm; and / or, the width of the second pull strap ranges from 50mm to 80mm.

[0012] In some embodiments, the airbag structure further includes a restraining band disposed inside the airbag and extending along the length of the airbag, with both ends of the restraining band connected to the inner wall of the airbag.

[0013] The airbag structure of this embodiment, by setting a first pull strap and a second pull strap, restricts the width of the airbag during inflation and deployment, thereby reducing the probability of interference between the airbag and the central control screen, and reducing the risk of the airbag being scratched by the edge of the central control screen, thus improving the protective effect of the airbag. When the airbag is deployed to a preset size, the first pull strap continues to restrict the width of the base of the airbag, reducing the probability of interference between the airbag and the central control screen. The tear in the second pull strap breaks under the tension of the airbag, ensuring that the airbag is fully deployed before contacting the occupant, so that the position and contact area of ​​the occupant contacting the airbag are not affected, thereby further improving the protective effect of the airbag. In addition, since the airbag structure of this embodiment only needs to set a first pull strap and a second pull strap to reduce the probability of interference between the airbag and the central control screen during deployment and improve the protective effect of the airbag, the structure is simple and does not require a dedicated folding production line for the airbag, thereby reducing costs and quality control difficulties.

[0014] This application also provides an airbag, including the airbag structure described above.

[0015] The airbag in this embodiment reduces the probability of interference between the airbag and the central control screen when it deploys by setting the above-mentioned airbag structure, thereby improving the protective effect of the airbag and reducing the difficulty of cost and quality control.

[0016] This application also provides a vehicle including the airbag described above.

[0017] The vehicle in this application embodiment, by incorporating an airbag with the aforementioned airbag structure, reduces the likelihood of interference between the airbag and the central control screen during deployment, improves the protective effect of the airbag, and reduces cost and quality control difficulties. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the airbag structure provided in the first embodiment of this application.

[0019] Figure 2 yes Figure 1 The diagram shows a cross-sectional view of the airbag structure along the II-II direction.

[0020] Figure 3 yes Figure 1 The diagram shows a cross-sectional view of the airbag structure along the III-III direction.

[0021] Figure 4 This is a schematic diagram of the second pull strap of the airbag structure provided in the first embodiment of this application.

[0022] Figure 5 This is a schematic diagram of the second pull strap of the air bag structure provided in the second embodiment of this application.

[0023] Figure 6 This is a schematic diagram of the second pull strap of the airbag structure provided in the third embodiment of this application.

[0024] Figure 7 This is a schematic diagram of the second pull strap of the air bag structure provided in the fourth embodiment of this application.

[0025] Figure 8 This is a schematic diagram of the second pull strap of the air bag structure provided in the fifth embodiment of this application.

[0026] Figure 9 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0027] Explanation of key component symbols: Vehicle 1000, Airbag 100, Airbag structure 1, Airbag 10, Root 11, Air inlet 12, First pull strap 20, Second pull strap 30, Tear section 31, Tear line 311, Tear opening 312, Restraint strap 40. Detailed Implementation

[0028] The embodiments of this application are described in detail below. Examples of these embodiments are shown 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.

[0029] In the description of this application, it should be understood that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and 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. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, it should be noted that "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a connection that allows communication between the two components; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0031] The following will describe some embodiments of this application in detail with reference to the accompanying drawings.

[0032] Please see Figure 1 and Figure 9 The first embodiment of this application provides an airbag structure 1, which is applied to an airbag 100 installed on a vehicle 1000 to protect the occupants and avoid the central control screen (not shown) of the vehicle 1000. The vehicle 1000 can be a gasoline-powered vehicle, an electric vehicle, a hybrid vehicle, etc., which is obviously not a limitation of the embodiments of this application.

[0033] Please refer to the following: Figure 1 , Figure 2 and Figure 3 In this embodiment, the air bag structure 1 includes an air bag 10, a first pull strap 20, and a second pull strap 30. The first pull strap 20 is located at the root 11 of the air bag 10, specifically the portion of the air bag 10 near the gas generator (not shown). The second pull strap 30 is located on the air bag 10 and on the side of the first pull strap 20 away from the air inlet 12 of the air bag 10. The second pull strap 30 and the first pull strap 20 are spaced apart along the length of the air bag 10. The second pull strap 30 has a tear portion 31 (e.g., ...). Figures 4 to 8 As shown), the tear 31 is configured to break when the air bag 10 expands to a preset size.

[0034] Specifically, during the inflation and deployment of the airbag 10, the first pull strap 20 and the second pull strap 30 restrict the width of the airbag 10, thereby reducing the probability of interference between the airbag 10 and the central control screen, reducing the risk of the airbag 10 being scratched by the edge of the central control screen, and thus improving the protective effect of the airbag 100. When the airbag 10 is deployed to a preset size (such as when the airbag 10 is fully deployed), the first pull strap 20 continues to restrict the width of the root 11 of the airbag 10, reducing the probability of interference between the airbag 10 and the central control screen. The tear 31 of the second pull strap 30 breaks under the tension of the airbag 10, ensuring that the airbag 10 is fully deployed before contacting the occupant, so that the position and contact area of ​​the occupant contacting the airbag 10 are not affected, thereby further improving the protective effect of the airbag 100. In addition, since the airbag structure 1 of this application embodiment only needs to be provided with the first pull strap 20 and the second pull strap 30, the probability of the airbag 10 interfering with the central control screen when it is deployed can be reduced, thereby improving the protective effect of the airbag 100. The structure is simple and there is no need to add a dedicated folding production line for the airbag 10, thereby reducing the cost and the difficulty of quality control.

[0035] In this embodiment, the first pull strap 20 is disposed inside the air bag 10, and both ends of the first pull strap 20 are respectively connected to the inner wall of the air bag 10. In this way, interference between the first pull strap 20 and other components of the vehicle 1000 can be effectively avoided when the air bag 10 is deployed, thereby reducing the probability of abnormal deployment of the air bag 10 and ensuring the protective effect of the air bag 10.

[0036] In this embodiment, when the airbag 10 is deployed, at least a portion of the first pull strap 20 is on the same plane as the central control screen. Thus, when the first pull strap 20 restricts the width of the root 11 of the airbag 10, the root 11 of the airbag 10 maintains a certain distance from the central control screen, thereby effectively preventing interference between the root 11 of the airbag 10 and the central control screen.

[0037] In this embodiment, the second pull strap 30 is disposed inside the air bag 10, and both ends of the second pull strap 30 are respectively connected to the inner wall of the air bag 10. In this way, interference between the second pull strap 30 and other components of the vehicle 1000 can be effectively avoided when the air bag 10 is deployed, thereby reducing the probability of abnormal deployment of the air bag 10 and ensuring the protective effect of the air bag 10.

[0038] In some other embodiments, at least one of the first pull strap 20 and the second pull strap 30 may also be disposed on the outside of the air bag 10, and this application embodiment does not specifically limit this.

[0039] In this embodiment, the air bag structure 1 further includes a limiting band 40, which is disposed inside the air bag 10 and extends along the length of the air bag 10. The two ends of the limiting band 40 are respectively connected to the inner wall of the air bag 10.

[0040] When the airbag 10 deploys, the restraining strap 40 restricts the deployment length and shape of the airbag 10, thereby improving the accuracy of the occupant's contact position and contact area with the airbag 10, and thus improving the protective effect of the airbag 100.

[0041] In this embodiment, at least one of the first pull strap 20, the second pull strap 30, and the restraining strap 40 can be made of nylon, polyester fiber, polyamide, or composite materials. Nylon has high tensile strength and good abrasion resistance, enabling it to withstand significant tensile forces when the air bag 10 is inflated. Polyester fiber has high strength, good shape retention, chemical corrosion resistance, and heat resistance, and is relatively inexpensive. Polyamide has high strength, low initial modulus, good elongation, and high enthalpy, enabling it to withstand significant tensile forces when the air bag 10 is inflated while maintaining a certain degree of elasticity.

[0042] Please refer to the following: Figure 4 In the first embodiment, the tear portion 31 is provided with a tear line 311. In this way, the tear portion 31 is simple to manufacture and the accuracy of the tear portion 31 breaking when the air bag 10 is expanded to a preset size is improved.

[0043] Please refer to the following: Figure 5 In the second embodiment, the tear portion 31 has a tear opening 312. This simplifies the processing of the tear portion 31 and improves the accuracy of the tear portion 31 breaking when the air bag 10 expands to a preset size.

[0044] In the second embodiment, preferably, there are two tear openings 312 arranged opposite each other along the width direction of the tear portion 31, and the tear openings 312 are V-shaped. This ensures the accuracy of the fracture position of the tear portion 31 and further improves the accuracy of the tear portion 31 fracture when the air bag 10 is expanded to the preset size.

[0045] Please refer to the following: Figure 6 In the third embodiment, the width of the tear portion 31 is smaller than the width of the other portions of the second pull strap 30. Thus, by reducing the width of the tear portion 31, the structural strength of the tear portion 31 is made less than the structural strength of the other portions of the second pull strap 30, thereby improving the accuracy of the tear portion 31 breaking when the air bag 10 expands to a preset size.

[0046] Please refer to the following: Figure 7 In the fourth embodiment, the thickness of the tear portion 31 is less than the thickness of the other parts of the second pull strap 30. Thus, by reducing the thickness of the tear portion 31, the structural strength of the tear portion 31 is made less than the structural strength of the other parts of the second pull strap 30, thereby improving the accuracy of the tear portion 31 breaking when the air bag 10 expands to a preset size.

[0047] Please refer to the following: Figure 8In the fifth embodiment, the material strength of the tear portion 31 is lower than the material strength of the other parts of the second pull strip 30. Specifically, the tear portion 31 can be made of a material with lower material strength, such as polypropylene (PP), while the other parts of the second pull strip 30 can be made of a material with higher material strength, such as nylon.

[0048] Thus, by setting the material strength of the tear section 31 to be less than that of the other parts of the second pull strap 30, the structural strength of the tear section 31 is less than that of the other parts of the second pull strap 30, thereby improving the accuracy of the tear section 31 breaking when the air bag 10 is expanded to the preset size.

[0049] In other embodiments, the design of the tear portion 31 may also be a combination of various schemes in the first to fifth embodiments, and this application does not specifically limit this.

[0050] Regardless of the design of the tear section 31, it is always located in the middle of the second pull strap 30. Specifically, the middle of the second pull strap 30 is the midpoint along its length, such as an area extending 1mm-10mm from the midpoint of the second pull strap 30 towards both ends. Thus, when the airbag 10 deploys and the tear section 31 breaks, it ensures that the airbag 10 is released evenly, preventing uneven deployment of the airbag 10 due to localized stress concentration on the second pull strap 30, thereby improving the protective effect of the airbag 10.

[0051] In some specific implementations, the length of the first pull strap 20 ranges from 200mm to 300mm. By setting the length of the first pull strap 20 within this range, better guidance and restraint can be provided. This ensures that the base 11 of the airbag 10 can effectively avoid the central control screen without excessively restricting the deployment of the airbag 10, thus improving the placement space of the central control screen. In addition, this design can also reduce the probability of the airbag 10 twisting or deforming during deployment, thereby improving the stability of the airbag 10 deployment.

[0052] In some specific implementations, the length of the second pull strap 30 ranges from 200mm to 300mm. By setting the length of the second pull strap 30 within this range, better guidance and restraint can be provided without excessively restricting the deployment of the airbag 10. In addition, this design can effectively prevent the second pull strap 30 from breaking prematurely, which would cause the airbag 10 to deploy too quickly and impact the occupant, thereby improving the protective effect of the airbag 10.

[0053] It is worth noting that the length range of the first pull strap 20 and the length range of the second pull strap 30 may also be different, and this application embodiment does not specifically limit this.

[0054] In some specific implementations, the width of the first pull strap 20 ranges from 50mm to 80mm. By setting the width of the first pull strap 20 within this range, a balance can be achieved between material strength and toughness, ensuring that the first pull strap 20 maintains a certain degree of toughness while withstanding high tensile forces. This also optimizes material utilization and reduces material waste. In addition, this design allows the first pull strap 20 to provide smoother guidance when the airbag 10 deploys, better controlling the deployment speed of the airbag 10 and reducing the probability of twisting and deformation of the airbag 10 during deployment, thereby improving the protective effect of the airbag 10.

[0055] In some specific implementations, the width of the second pull strap 30 ranges from 50mm to 80mm. By setting the width of the second pull strap 30 within this range, a balance can be achieved between material strength and toughness, ensuring that the second pull strap 30 maintains a certain degree of toughness while withstanding high tensile forces. This also optimizes material utilization and reduces material waste. In addition, this design allows the second pull strap 30 to provide smoother guidance when the airbag 10 deploys, better controlling the deployment speed of the airbag 10 and reducing the likelihood of twisting and deformation of the airbag 10 during deployment, thereby improving the protective effect of the airbag 10.

[0056] It is worth noting that the width range of the first pull strap 20 and the width range of the second pull strap 30 may also be different, and this application embodiment does not specifically limit this.

[0057] In some specific embodiments, the maximum distance between the first pull strap 20 and the second pull strap 30 ranges from 150mm to 250mm. Specifically, the distance between the first pull strap 20 and the second pull strap 30 is at its maximum when the airbag 10 is deployed and the tear 31 of the second pull strap 30 is about to break.

[0058] By setting the maximum distance between the first pull strap 20 and the second pull strap 30 within this range, the guiding and limiting effects of the first pull strap 20 and the second pull strap 30 when the airbag 10 is deployed can be guaranteed, reducing the probability of interference between the airbag 10 and the central control screen. In addition, this design can also effectively prevent the various parts of the airbag 10 from twisting and deforming due to excessive force differences, thereby improving the protective effect of the airbag 10.

[0059] In some specific implementations, the maximum distance between the first pull strap 20 and the second pull strap 30 is 200mm. This distance is an optimal distance obtained through simulation and testing based on the size range of the airbag 10 when it is deployed. By setting the maximum distance between the first pull strap 20 and the second pull strap 30 to this value, the probability of interference between the airbag 10 and the central control screen is further reduced, and the protective effect of the airbag 10 is further improved.

[0060] In some specific configurations, the extension directions of the first pull strap 20 and the second pull strap 30 are parallel to each other. This arrangement effectively prevents the various parts of the airbag 10 from twisting and deforming due to excessive force differences, thereby improving the protective effect of the airbag 10.

[0061] In summary, the airbag structure 1 of this application embodiment, by providing a first pull strap 20 and a second pull strap 30, restricts the width of the airbag 10 during its inflation and deployment process, thereby reducing the probability of interference between the airbag 10 and the central control screen, and reducing the risk of the airbag 10 being scratched by the edge of the central control screen, thus improving the protective effect of the airbag 100. When the airbag 10 is deployed to a preset size, the first pull strap 20 continues to restrict the width of the root 11 of the airbag 10, reducing the probability of interference between the airbag 10 and the central control screen. The tear portion 31 of the second pull strap 30 breaks under the tension of the airbag 10, ensuring that the airbag 10 is fully deployed before contacting the occupant, so that the position and contact area of ​​the occupant contacting the airbag 10 are not affected, thereby further improving the protective effect of the airbag 100. In addition, since the airbag structure 1 of this application embodiment only needs to be provided with the first pull strap 20 and the second pull strap 30, the probability of the airbag 10 interfering with the central control screen when it is deployed can be reduced, thereby improving the protective effect of the airbag 100. The structure is simple and there is no need to add a dedicated folding production line for the airbag 10, thereby reducing the cost and the difficulty of quality control.

[0062] Please refer to the following: Figure 9 This application also provides an airbag 100, which includes the airbag structure 1 as described above.

[0063] The airbag 100 in this embodiment reduces the probability of interference between the airbag 10 and the central control screen when it is deployed by setting the airbag structure 1, thereby improving the protective effect of the airbag 100 and reducing the difficulty of cost and quality control.

[0064] In this embodiment, the airbag 100 also includes a collision sensor (not shown), a control unit (not shown), a gas generator (not shown), and electrical connectors (not shown). Since the collision sensor, control unit, gas generator, and electrical connectors are all existing mature technologies, they will not be described in detail here.

[0065] Please refer to the following: Figure 9 This application also provides a vehicle 1000, including the airbag 100 as described above.

[0066] In this embodiment of the application, the vehicle 1000, by setting up an airbag 100 including the airbag structure 1 described above, reduces the probability of the airbag 10 interfering with the central control screen when it is deployed, improves the protective effect of the airbag 100, and reduces the cost and quality control difficulty.

[0067] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be regarded in all respects as exemplary and not restrictive, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within this application.

[0068] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. An airbag structure, characterized in that, The device includes an air bag, a first pull strap, and a second pull strap. The first pull strap is located at the root of the air bag, and the second pull strap is located on the air bag and on the side of the first pull strap away from the air inlet of the air bag. The second pull strap and the first pull strap are spaced apart along the length of the air bag. The second pull strap has a tear portion, which is configured to break when the air bag is expanded to a preset size.

2. The airbag structure as described in claim 1, characterized in that, The first pull strap is disposed inside the air bag, and both ends of the first pull strap are respectively connected to the inner wall of the air bag; and / or, The second pull strap is located inside the air bag, and both ends of the second pull strap are respectively connected to the inner wall of the air bag.

3. The airbag structure as described in claim 1, characterized in that, The tear portion is provided with a tear line; and / or, The tear portion has a tear opening; and / or, The width of the tear is less than the width of the other portions of the second traction tape; and / or, The thickness of the torn portion is less than the thickness of the other portions of the second traction strip; and / or, The material strength of the torn portion is less than the material strength of the other parts of the second traction band.

4. The airbag structure as described in any one of claims 1-3, characterized in that, The tear portion is located in the middle of the second pull strap; and / or, The extension directions of the first pull strap and the extension directions of the second pull strap are parallel to each other.

5. The airbag structure as described in any one of claims 1-3, characterized in that, The maximum distance between the first pull strap and the second pull strap ranges from 150mm to 250mm.

6. The airbag structure as described in any one of claims 1-3, characterized in that, The length of the first pull strap ranges from 200mm to 300mm; and / or, The length of the second pull strap ranges from 200mm to 300mm.

7. The airbag structure as described in any one of claims 1-3, characterized in that, The width of the first pull strap ranges from 50mm to 80mm; and / or, The width of the second pull strap ranges from 50mm to 80mm.

8. The airbag structure as described in any one of claims 1-3, characterized in that, The airbag structure also includes a restraining band, which is disposed inside the airbag and extends along the length of the airbag, with both ends of the restraining band connected to the inner wall of the airbag.

9. An airbag, characterized in that, Includes the airbag structure as described in any one of claims 1-8.

10. A vehicle, characterized in that, Including the airbag as described in claim 9.

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