SEAMLESS PASSENGER AIRBAG SYSTEM

Abstract

Vehicle dashboard (12), comprising: a substrate (20) that defines a generally flat outer surface of the dashboard (12); an airbag duct (16) located under the substrate (20), wherein a covering is connected to it at a first end and extends over it to a second end; a support (13), wherein the airbag duct (16) is connected to the support (13) and the substrate (20) further lies above the support (13); and a foam layer (18) between the substrate (20) and the cladding, tapering from a first thickness over the first end of the cladding to a second thickness over the second end of the cladding, which is less than 50% of the first thickness, wherein the foam layer (18) further extends between the substrate (20) and the support (13) substantially with the first thickness; wherein the foam layer (18) tapers from the first thickness to the second thickness over a tapered region next to the second end, extending through approximately 30% to 60% of a distance between the first and second ends of the cladding; and wherein the cladding defines an inclined surface (48) next to the second end such that the cladding extends to the substrate (20) such that the foam layer (18) tapers from the first thickness to the second thickness.

Description

[0001] The present invention generally relates to an airbag housing construction having a well with a lid sloped toward a raised leading edge. When used in conjunction with a soft instrument panel with seamless passenger restraint systems, in which foam or the like overlies an undeployed restraint, the lid construction facilitates a reduced thickness of an adjacent portion of the instrument panel above the door, thereby reducing and potentially eliminating instances where the soft material is projected toward a vehicle occupant upon airbag deployment.

[0002] The document DE 199 49 170 A1 discloses a dashboard with an airbag having an attachment flange portion, wherein the attachment flange portion breaks at a thin-walled portion when a flap insert is pushed or pushed toward the passenger compartment of a vehicle by the inflation pressure of an airbag during deployment of the airbag.

[0003] US 2005 / 0 167 958 A1 discloses an airbag device comprising a regular folding step and a transverse folding step. In the transverse folding step, a portion of the folded airbag located behind the gas inlet opening is folded back in two parts toward a bottom of a lower part of the peripheral wall to bring a rear end thereof closer to the gas inlet opening. The airbag device thus displaces an entire rear side of the deploying airbag rearward in a generally vertical state.

[0004] US Pat. No. 5,549,324 A discloses a door cover assembly for concealing a supplemental inflatable restraint system of an automotive interior trim component. The cover assembly includes a substrate with a door portion in which molded recesses are provided to reinforce the door. The recessed areas are filled with a secondary foam insert to level the outer surface of the substrate. A primary foam layer overlies the substrate and is covered by an outer vinyl shell. Leveling the substrate by the secondary foam insert prevents the recessed areas from showing through the outer surface of the vinyl shell.

[0005] US Pat. No. 5,738,366 A discloses a device for use with an inflatable vehicle occupant restraint system comprising a chute structure and a deployment door. The deployment door has a pivotable door panel and a flange projecting from the door panel. The chute structure and the flange together define a chute passage through which the restraint moves outward toward the door panel upon inflation.

[0006] US Pat. No. 6,517,101 B1 discloses a system for deploying inflatable restraint systems, the deployment system comprising an airbag door pivotally mounted adjacent an airbag deployment opening in an automobile dashboard, and two fasteners releasably securing the door in a closed position over the airbag deployment opening. The fasteners each comprise an elongated shaft portion extending either entirely upward from an airbag canister flange or entirely downward from an airbag door substrate. The fasteners are oriented in the direction of door movement. Each fastener shaft portion extends through one of two mounting holes formed in either the airbag door substrate or the canister flange.A mounting flange extends outward from the shank portion of each fastener and engages a rim defining one of the mounting holes. Each mounting hole defines an area slightly smaller than the cross-sectional area of ​​the thickest portion of each mounting flange.

[0007] Other vehicle airbag systems include an airbag module mounted in a housing concealed beneath a surface of the vehicle interior. In particular, passenger airbag systems may include a duct defined by the housing and extending within the instrument panel of the associated vehicle. The duct may be concealed beneath the surface of the instrument panel or instrument panel substrate. In such an arrangement, the airbag duct door (which may also be referred to as the duct "roof") extends over an opening of the airbag assembly and is supported by a portion of the housing from the airbag canister, which may comprise a wall of the duct. The duct door may be weakened to allow it to rupture more easily when a threshold amount of energy is applied to its underside upon airbag deployment.The adjacent portion of the instrument panel or instrument panel substrate may have a pre-weakened tear line that bursts upon airbag deployment, allowing the airbag to deploy within the well, from its opening, and from the instrument panel.

[0008] In applications where the well is concealed by a portion of the instrument panel, multiple layers of material may extend over the well door and other outboard areas thereof, with such material typically bonded to both the door and the surrounding portions of the instrument panel support structure. Such layers may include the visible outer layer of the instrument panel, as well as intermediate layers, which may comprise a foam or the like (often used for "soft-touch" instrument panel constructions). Some variations of these concealed arrangements may be "seamless" constructions, in which the outermost layer of the instrument panel is not weakened along a predetermined tear seam.Depending on the type of material used for the dashboard's outer layer, the force required to rupture the unweakened material during airbag deployment can be significantly greater than in pre-weakened designs or in configurations with weaker materials. For example, leather dashboards may require a particularly high deployment force. Consequently, further developments in airbag wells and related designs are desirable.

[0009] According to one aspect of the present invention, a vehicle instrument panel includes a substrate and an airbag well underlying the substrate, with a trim panel connected thereto at a first end and extending thereover to a second end. The instrument panel includes a support, with the airbag well connected to the support, and the substrate further overlying the support. The instrument panel further includes a foam layer between the substrate and the trim panel, the foam layer tapering from a first thickness above the first end of the trim panel to a second thickness above the second end of the trim panel, the second thickness being less than 50% of the first thickness.The foam layer extends substantially at the first thickness between the substrate and the support, the foam layer tapering from the first thickness to the second thickness over a tapered region adjacent the second end that extends through approximately 30% to 60% of a distance between the first and second ends of the skin.

[0010] According to another aspect of the present invention, an airbag housing includes a well having a plurality of walls and defining an opening. A flange extends outwardly from the well and generally surrounds the opening. A panel is connected to one of the walls at a first end adjacent the flange and extends across the opening to a second end opposite the first end. The panel defines an inclined portion for placement and the second end at a distance above the flange. The inclined portion of the panel extends a distance of from about 30% to about 60% of the total length of the panel between the second end and the first end, the inclined portion being adjacent to the second end of the panel.

[0011] According to another aspect of the present invention, an airbag assembly includes a housing having an airbag duct as described above defining an opening. A panel is connected to the duct at a first end and extends across the opening to a second end opposite and elevated from the first end, the panel defining a sloped portion toward the second end thereof. A substrate overlies the panel such that the elevated second end is closer to the substrate than the first end, and a foam layer extends from the substrate to the panel defining a thinned region thereof overlying the sloped region of the panel.In one embodiment, the thinned region has a thickness of less than 70% of the thickness compared to the thickness of the foam layer above a front edge of a shaft door (34) arranged at a connection point between the shaft door and a hinge.

[0012] These and other aspects, objects and features of the present invention will become apparent and understandable to those skilled in the art upon reading the following specification, claims and appended drawings.

[0013] The drawings show: Fig. 1 a perspective view of an interior of a vehicle with an airbag module and relevant components of the dashboard; Fig. 2 a perspective view of the airbag module and adjacent components of the dashboard; Fig. 3 a perspective cross-sectional view along line AA of Fig. 1 of an airbag module and associated instrument panel components according to the present disclosure; Fig. 4 a detailed view of the airbag module and the dashboard components Fig. 3, which shows the soft material with reduced thickness; Fig. 5 a detailed view of the airbag module and the dashboard Fig. 4 in an initial stage of airbag deployment; Fig. 6 a detailed view of the airbag module and the dashboard components in a later airbag deployment stage; Fig. 7 is a perspective cross-sectional view of an airbag module of the relevant prior art; and Fig. 8 a detailed view of the airbag module of the relevant prior art Fig. 7.

[0014] For the purposes of the description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” “inner,” “outer,” and their derivatives refer to the orientation of the invention as described in Fig. 1. It is to be understood, however, that the invention may assume various alternative orientations unless expressly stated to the contrary. It is also to be understood that the specific devices and methods shown in the accompanying drawings and described in the following specification are merely exemplary embodiments of the inventive concepts defined in the appended claims. Therefore, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered limiting unless expressly stated otherwise in the claims.In addition, unless otherwise specified, it is to be understood that discussion of a particular feature or component extending in or along a given direction or the like does not imply that the feature or component follows a straight line or axis in such a direction or that it extends only in such a direction or on such a plane without other directional components or deviations, unless otherwise specified.

[0015] Now referring to Fig. 1, the interior of a vehicle is shown having an airbag housing 10 disposed adjacent to an instrument panel 12. In the embodiment shown, the airbag housing 10 is configured in an "upper" mounting position in which the airbag module is located adjacent to a top surface of an instrument panel or dashboard 12. According to another embodiment, the airbag housing 10 could be in a "front" mounting position in which the airbag housing 10 is arranged adjacent to a glove compartment. Additionally or alternatively, the vehicle may include an airbag module that may be suitable for use in a steering wheel airbag module 14. The airbag module may, in various embodiments, be arranged at a different location in the vehicle.

[0016] Referring to Fig. 2 and Fig. 3, the airbag housing 10 includes a well 16 at least partially enclosing or surrounding an airbag module 8, and a well door 34 for closing an open upper end of the well 16. The housing 10 may be placed in the instrument panel 12 or steering wheel of a vehicle, as discussed above, for example, for mounting the airbag module 8 therein in a two-component assembly. The housing 10 also includes a top wall in the form of a movable well door 34 or door disposed in or over an opening 40 of the well 16. A foam layer 18, such as polyurethane foam or other foam polymer material, extends along a portion of the instrument panel 12 to support and impart a soft feel to the substrate 20 comprising the exterior of the instrument panel 12.The foam layer 18 is arranged such that a portion of it lies over the shaft door 34 of the shaft 16, with a remaining portion extending outwardly beyond the flange 30 and beyond the inner support structure 13 of the instrument panel 12 (or at least a portion thereof). The shape of the foam layer 18 and the shaft door 34 of the shaft 16 each substantially corresponds to the shape of the instrument panel substrate 20.

[0017] The shaft 16 also includes a plurality of walls, described as a front wall 24, a rear wall 26, and two side walls 22, 28, extending downwardly from the shaft door 34 (or "shaft roof"). The plurality of walls 22, 24, 26, and 28 together define an interior space 38 of the shaft 16 and surround an opening 40 of the shaft 16 at its upper end (i.e., adjacent the shaft door 34). The front and rear walls 24, 26 may each include a plurality of window openings 44 for engagement with a corresponding number of attachment hooks (not shown) extending from an airbag module 8. The window openings 44 may include pressure tabs 32 that engage the inserted hooks to tighten the engagement connections and prevent rattling between the airbag canister and the airbag well 16 during operation of the vehicle prior to airbag deployment.

[0018] As shown, the well door 34 extends at least over a portion of the opening 40 to support the portion of the foam layer 18 and substrate 20 extending thereover. An outer flange 30 may surround the opening 40 and may extend integrally from near the top of the walls 22, 24, 26, and 28. Further, the well door 34 may be slightly smaller than the opening 40 to provide clearance or the like upon airbag deployment (as discussed below), and it may be detached from the walls 22, 26, and 28, with a hinge portion 36 securing the well door 34 to the well 16 on the wall 24 to permit opening of the well door 34 relative to the well 16 by flexing the well door. Alternatively, the shaft 16 and the shaft door 34 may be in a fully sealed configuration, with a tear seam (e.g.a thinned or otherwise weakened boundary region) extending between the hoistway door 34 and the walls 22, 26, and 28. Further, the hoistway door 34 may be sealed with respect to the hoistway 16 by an attachment (not shown) disposed between the hoistway 16 (i.e., over the hoistway door 34 and the flange 30) and the overlying portion of the foam layer 18. The hoistway door 34 may also include a plurality of openings 44. Such openings 44 may be arranged to reduce the mass of the hoistway door 34 without compromising its supporting or securing properties.

[0019] As mentioned above, the hinge 36 extends between one of the walls 22, 24, 26 or 28 of the hoistway 16 and an edge 46 of the hoistway door 34 adjacent that wall to provide a flexible attachment for the hoistway door 34 to the hoistway 16. As in Fig. 3, the hinge 36 may extend from a portion of the front wall 24 and be connected to the hoistway door 34 by extending continuously therein along a side 42 of the hoistway door 34 adjacent the front wall 24. The hinge 36 may be integrally molded in a single piece of material with the hoistway 16, and it may further be integrally molded with the hoistway door 34 such that the hoistway 16, the hoistway door 34, and the hinge 36 are formed from a single piece of material, which may be formed from a somewhat flexible material, such as a polymeric material, for example, Dexflex™, or other material having a degree of formability at cold temperatures (at least down to -30°C) and acceptable toughness at high temperatures (at least up to 90°C). Other materials such as TPO (thermoplastic olefin), TPE (thermoplastic elastomer) or TEO (thermoplastic elastomer olefin) can also be used.This material flexibility allows the landing door 34 to move relative to the shaft 16 upon airbag deployment, which may involve bending of the hinge 36 as well as adjacent portions of the landing door 34.

[0020] As in Fig. 3 and Fig. 4, the enclosure 10 is configured such that a trailing edge 46 of the well door 34 (which is not connected to adjacent portions of the well 16) is disposed closer to the substrate 20 than a leading edge 42 of the well door 34, which is disposed at the junction (or transition point) between the well door 34 and the hinge 36. Thus, the well door 34 may include a transition or sloped portion 48 extending in a direction between the leading edge 42 and the raised trailing edge 46. Further, the extension achieved by the sloped portion 48 may be such that the trailing edge 46 is disposed a greater distance from the flange 30 than the leading edge 42, with the substrate 20 disposed a generally uniform distance above the flange 30.In one example, the leading edge 42 may be positioned to be generally aligned with the flange 30 or spaced up to 3 mm (+ / - 10%) above the flange 30. The sloped portion 48, which may extend a distance of 30% to 60% of the total depth of the hoistway door 34 and may further be positioned adjacent the trailing edge 46, may be configured to have 0-4 mm of foam on the hoistway door 34.

[0021] A well extension 50 may extend beyond the flange 30 to mate with the raised trailing edge 46, and may be tapered to match the angle of the sloped surface 48 along the side walls 22 and 28. In a fully sealed variation of the enclosure 10 (as described above), the well door 34 may be connected along a tear seam to an upper edge of the well extension 50 through the sides of the sloped surface 48 and the trailing edge 46. In other words, both the trailing edge 46 and the well extension 50 may be disposed behind the flange 30 to extend closer to the substrate 20 than the remaining portions of the enclosure 10.

[0022] As can be further seen, the foam layer 18 fills the space between the instrument panel support 13 and the outer portions 10 extending over the airbag module 8 (i.e., flange 30, bay door 34, and any other adjacent portions of the housing 10 therebetween). The majority of the instrument panel 12, and in particular the area surrounding the housing 10, is generally smooth and continuously shaped, with the foam layer 18 having a generally uniform thickness beneath the substrate 20 that it supports. The thickness of the foam layer 18 may vary somewhat to accommodate various features of the support 13 or imperfections and transitions therein. In the example of relevant prior art disclosed in Fig. 6 and Fig. 7, a variation of a shaft 116 is shown in which the lining 134 extends generally flush with the flange 130 and with adjacent portions of the support 113 so that the foam layer 118 also has a generally uniform thickness thereover.

[0023] In the present embodiment of the housing 10, as shown in Fig. 1-6, and with reference to Fig. 3 and Fig. 4, particularly the above-described construction of the enclosure 10 with the hoistway door 34 having a sloped portion 48 to the raised trailing edge 46 adjacent a hoistway extension 50, the foam layer 18 has a reduced thickness in the region of the trailing edge 46 and through a transition disposed along the sloped surface 48. As shown, the substrate 20 is structured to be generally uniform and not significantly (or visually noticeable) responsive to the presence of the sloped surface 48 or the raised trailing edge 46 and extension 50 due to the reduced thickness of the foam layer 18, as indicated by a reference line in the form of the baseline 52 extending generally perpendicular to the front wall 24.In one embodiment, the rear edge 46 of the hoistway door 34 may be raised by approximately 5 mm (+ / - 10%) relative to the baseline 52. Such an elevation may, for example, result in a reduction in the thickness of the foam layer 18 from approximately 9 mm (e.g., measured in the area above the flange 30) to between approximately 5 mm and approximately 2 mm in the area above the rim 46 and the hoistway extension 50 (all dimensions + / - 10%). In the example shown, the hoistway extension 50 may also be raised above the baseline 52 by approximately 5 mm to approximately 10 mm (+ / - 10%) and have a thickness of approximately 5 mm (+ / - 10%).In another example, the thickness of the foam layer 18 may be reduced by at least about 50% in the region of the trailing edge 46 compared to the thickness over a portion of the hoistway door 34 opposite the inclined surface 48 from the trailing edge 46, for example, over the leading edge 42, and in another embodiment, it may be reduced by about 50% to about 80%.

[0024] The hoistway door 34 (and corresponding portions of the hoistway extension 50) may be configured to extend generally flush with (i.e., generally in the same elevated position) the trailing edge 46 along a portion 54 thereof between the trailing edge 46 and the inclined surface 48. Such a configuration may, for example, increase the portion of the foam layer 18 that is thinner than portions thereof adjacent the flange 30. Further, the angled position of the inclined surface 48, for example, relative to the baseline 52, results in a thinned region 56 of the foam layer 18 that extends to a larger area than that of the trailing edge 46 and the hoistway extension 50. In one example, a thinned region 56 of the foam layer 18 may be considered a portion of the foam layer 18 that has a thickness of less than 70% of the thickness compared to the thickness of the foam layer 18 above the leading edge 42.In the example shown, the thinned region 56 may therefore extend over more than 30% of the area of ​​the shaft door 34 (and in one embodiment over more than 60%).

[0025] Reducing the thickness of the foam layer 18 within the thinned region 56 may reduce the amount of force required for the airbag module 8 to rupture (e.g., by tearing) the foam layer 18 during airbag deployment compared to other arrangements. In the example of the relevant prior art as shown in Fig. 6 and Fig. 7, a foam layer 118 has a pre-weakened line 170 along a portion of the perimeter of the shroud 134. This may be achieved, as in the example shown, by a lip 172 extending over the flange 130 into a narrow portion of the foam layer 118. Such weakened lines 170 may be a line of thinner foam in the foam layer 118, which may be reduced by, for example, 3 mm to 4 mm compared to the remaining thickness of the foam layer 18 over a width of, for example, approximately 2 mm to 4 mm. The purpose of such a pre-weakened line 170 may simply be to provide a predetermined line around which the foam layer 118 can tear (e.g., aligned with the edges of the shroud 134) without actually providing a significant reduction in the force required by the module 8 to actually tear.This may be due to the fact that many polymer foams, such as polyurethane, are inherently elastic. This means that the foam initially stretches in plastic deformation to a yield point or to a tensile fracture point before rupturing. The amount of stretch required before yield or fracture depends on the volume of the material, which would include the areas adjacent to a pre-weakened line, as these areas would absorb some of the opening force.

[0026] Consequently, reducing the thickness in the region behind the desired rupture area, for example, by incorporating the thinned region 56, can reduce the amount of strain required to rupture the foam layer 18 by reducing the overall volume adjacent to the intended rupture area. Thus, the present enclosure 10 can provide an arrangement in which the foam layer 18 can be ruptured along a portion of the perimeter of the port door 34 during airbag deployment by a force that is between 5% and 50% less than other foam layers of uniform thickness or with a pre-weakened line. In another embodiment, the reduction in force can be between approximately 10% and 20%, or in another embodiment, between 15% and 25%, or in yet another embodiment, between 30% and 50%.Furthermore, since the foam layer 18 tapers from a thinner region adjacent the trailing edge 46, an additional reduction in the tear force can be realized along the portions of the foam layer 18 that overlie the side walls 22 and 24 of the shaft 16.

[0027] Reducing the tear force for the foam layer 18 by including the thinned region 56 may be useful when the housing 10 is assembled with an instrument panel 12 having a substrate 20 that is not itself pre-weakened in the area of ​​the landing door 34. Additionally, such a housing 10 and the associated thinned region 56 of the foam layer 18 may result in a lower required deployment force or overall faster deployment times for airbag modules 8 used in an instrument panel 12 where the substrate 20 is made of leather, which may be stronger than other polymers used in instrument panels or may be difficult to effectively pre-weaken. Furthermore, reducing the volume of the foam layer 18 in the area around the trailing edge 46 may reduce the amount of foam material present and thus be prone to fragmentation.Such fragmentation may be caused by pieces of the foam material of the foam layer 18 separating during tearing, which may be undesirable.

[0028] The movement of the shaft door 34 during the deployment of an airbag is in Fig. 5 and Fig. 6. Upon initial deployment of the airbag 62, as shown in Fig. 5, the forces applied to the underside of the landing door 34 by the deployed airbag 62 can cause the landing door 34, as well as the adjacent portions of the foam layer 18 and the substrate 20, to flex, causing stretching along the portions of the landing door 34 separated from the shaft 16. In the example shown, the foam layer 18 experiences stretching along a location 58 between the edge 46 of the landing door 34 and the shaft extension 50, which is attributable to the volume of the foam layer 18 extending outward in direction 60 from location 58. As discussed above, reducing this volume by incorporating the thinned region 56 can reduce the force required to tension the foam layer 18, thereby stretching it.

[0029] As in Fig.6, the continued deployment of the airbag 62 causes the foam layer 18 to be tensioned to the point of rupture, thereby tearing the foam layer 18 and substrate 20 in the general area of ​​the edges of the landing door 34 (including the trailing edge 46). The at least partial rupture of the foam layer 18 and substrate 20 under continued pressure from the deployed airbag 62 allows the landing door 34 to move, at least in a rotational manner, away from the opening 40. This movement allows the airbag 62 to be deployed toward a vehicle occupant.In another embodiment, as described above, the landing door 34 may also be connected around the remaining portions between the landing door 34 and the portions of the walls 22, 26 and 28 by a rupturable seal or weakened portion integrally molded therebetween, as discussed above, which may also rupture upon airbag deployment to allow the landing door 34 to open and the airbag to open toward the vehicle occupant.

Claims

[1] Vehicle dashboard (12), comprising: a substrate (20) defining a generally planar outer surface of the instrument panel (12); an airbag well (16) located beneath the substrate (20), a panel connected thereto at a first end and extending thereover to a second end; a support (13), wherein the airbag well (16) is connected to the support (13) and the substrate (20) further lies over the support (13); and a foam layer (18) between the substrate (20) and the cladding, the foam layer tapering from a first thickness above the first end of the cladding to a second thickness above the second end of the cladding that is less than 50% of the first thickness, the foam layer (18) further extending between the substrate (20) and the support (13) substantially at the first thickness; wherein the foam layer (18) tapers from the first thickness to the second thickness over a tapered region adjacent the second end that extends through approximately 30% to 60% of a distance between the first and second ends of the cladding; and wherein the cladding defines an inclined surface (48) adjacent the second end such that the cladding extends toward the substrate (20) such that the foam layer (18) tapers from the first thickness to the second thickness. [2] Vehicle dashboard (12) according to claim 1, wherein the shaft (16) and the lining are sections of an airbag housing (10), wherein the airbag housing (10) further comprises a flange (30) extending outwardly from the well (16) and surrounding an opening (40); and; wherein the substrate (20) is disposed at a generally uniform distance above the flange (30). [3] The vehicle instrument panel (12) of claim 1, wherein the trim panel is integrally connected to the well (16) by a one-piece hinge portion (36) such that the trim panel is movable relative to the well (16) by bending the one-piece hinge portion (36). [4] Airbag housing (10), comprising: a shaft (16) having a plurality of walls (22, 26, 28) and defining an opening (40); a flange (30) extending outwardly from the well (16) and generally surrounding the opening (40); and; a shroud connected to one of the walls at a first end adjacent the flange (30) and extending across the opening (40) to a second end opposite the first end, the shroud defining an inclined portion (48) for placing the second end at a distance above the flange (30) characterized by , that the inclined portion (48) of the panel extends through a distance of approximately 30% to approximately 60% of the total length of the panel between the second end and the first end, the inclined portion (48) being adjacent to the second end of the panel. [5] Airbag housing (10) according to claim 4, wherein the first end is adjacent to the flange (30) by being placed within approximately 2 mm thereof in a direction perpendicular to the opening (40); and; wherein the distance of the second end above the flange (30) is at least 5 mm. [6] The airbag housing (10) of claim 5, wherein the housing (10) further comprises an extension flange extending between a portion of the well (16) and the second end of the panel. [7] The airbag housing (10) of claim 5, wherein the panel is integrally connected to the shaft (16) by a one-piece hinge portion (36) such that the panel is movable relative to the shaft (16) by bending the one-piece hinge portion (36). [8] Airbag arrangement comprising: an airbag housing (10) according to one or more of claims 4 to 7 with: a shaft (16) defining an opening (40); and a shroud connected to the shaft (16) at a first end and extending across the opening (16) to a second end opposite and elevated from the first end, the shroud defining an inclined portion (48) toward the second end thereof; a substrate (20) overlying the cladding such that the second end is closer to the substrate (20) than the first end; and a foam layer (18) extending from the substrate (20) to the panel and defining a thinned portion (56) thereof overlying the sloped portion (48) of the panel. [9] The airbag assembly of claim 8, wherein the second end of the panel is elevated relative to the first end by being spaced apart from a baseline (52) extending from the first end perpendicular to an adjacent portion of the well (16). [10] Airbag arrangement according to claim 8, wherein the housing (10) further comprises a flange (30) extending outwardly from the shaft (16) and surrounding the opening (40); and, wherein the substrate is disposed at a generally uniform distance above the flange (30). [11] The airbag assembly of claim 10, wherein the second end of the panel is at least 50% closer to the substrate (20) than the flange (30). [12] The airbag assembly of claim 8, wherein the thinned region (56) of the foam layer (18) extends across the panel for a distance of approximately 30% to approximately 60% of a total distance of the panel between the second end and the first end, the thinned region (56) being adjacent to the second end of the panel. [13] The airbag assembly of claim 8, wherein the housing (10) further comprises an extension flange extending between a portion of the well (16) and the second end of the panel. [14] An airbag assembly according to claim 8, wherein the panel is integrally connected to the shaft (16) by a one-piece hinge portion (36) such that the panel is movable relative to the shaft (16) by bending the one-piece hinge portion (36). [15] The airbag assembly of claim 14, wherein the second end of the panel is detached from the well (16); and wherein the panel is movable relative to the well (16) such that flexion of the integral hinge portion (36) facilitates movement of the second end of the panel away from the well (16).

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