Airbag for oblique vehicle impacts

Abstract

Vehicle (24) comprising the following: a steering wheel (26); a driver's side door (28); an airbag (14) supported by the steering wheel (26), wherein the airbag (14) is inflatable from a non-inflated position to an inflated position and has an impact surface (16) spaced apart from the steering wheel (26) in the inflated position; wherein the airbag (14) comprises an extension (18, 118) arranged between the impact surface (16) and the driver's side door (28); and a band (22, 122) which in the uninflated position runs from a base (12) to the extension (18, 118), characterized in that that the vehicle (24) includes an impact detection system (40) which, based on the type of impact detected, can trigger a release of the belt (22, 122) to allow the extension (18, 118) to move into the deployed position.

Description

BACKGROUND

[0001] Vehicles can include various airbags that deploy during vehicle impacts to absorb energy from the vehicle's occupants. An airbag can be a component of an airbag module, which includes a base that supports the airbag and an inflation device that communicates with the airbag to inflate it from a deflated to a deployed position. The airbag modules can be mounted on the vehicle's steering wheel, instrument panel, headliner, etc.

[0002] JP 2012 - 6 443 A discloses an airbag device that allows the setting of a relationship between the timing of gas discharge and the internal pressure of the airbag.

[0003] The vehicle may include an impact detection system that communicates with the airbag module to detect a vehicle impact and instruct the inflation device to inflate the airbag when a vehicle impact is detected. The impact detection system can detect the direction of the impact and, when an impact is detected, can selectively inflate or not inflate certain airbags of the vehicle based on the type and severity of the impact detected, e.g., based on the direction, severity, etc.

[0004] Vehicles undergo various impact tests. These impact tests may include those standardized by the National Highway Traffic and Safety Agency (NHTSA). These tests can include, for example, oblique impact tests. One such test is the small overlap rigid barrier (SORB) test, in which the vehicle impacts a rigid barrier at an oblique angle with its front left corner. In this test, the crash test dummy in the driver's seat is forced forward and toward the driver's side door of the vehicle. Another type of impact test is the angled impact test, in which the crash test dummy in the driver's seat is forced in a perpendicular direction toward the driver's side door of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a perspective view of a vehicle comprising an airbag module supported by a steering wheel, with the airbag of the airbag module in a non-inflated position. Fig. Figure 2 is a perspective view of the vehicle, including the airbag in an inflated position with an extension in a deployed position. Fig. Figure 3 is a perspective view of another embodiment of the airbag in the inflated position and a further extension in the unfolded position. Fig. Figure 4 is a perspective view of the airbag module with the airbag in the inflated position and an extension in a deflated position. Fig. Figure 5 is a perspective view of the airbag module from Fig. 4 with the airbag in the inflated position and the extension in an unfolded position. Fig. Figure 6 is a perspective view of another embodiment of the airbag module with the airbag in the inflated position and the extension in the unfurled position. Fig. Figure 7 is a perspective view of the airbag module of Fig. 6 with the airbag in the inflated position and the extension in the unfolded position. Fig. Figure 8 is a schematic representation of a vehicle's impact detection system. DETAILED DESCRIPTION

[0005] Referring to the figures, where identical numbers in the different views denote identical parts, an airbag module 10 comprises a base 12 and an airbag 14 supported by the base 12. The airbag 14 is shown from a deflated position, as in Fig. 1 shown, in an inflated position, as in the Fig. Figures 2-7 show an inflatable airbag 14. The airbag 14 has an impact surface 16 which, in the inflated position, is spaced from the base 12. The airbag 14 comprises an extension 18, 118 which has a circumferential surface 20 extending transversely from the impact surface 16 around a circumference P of the extension 18, 118, as shown in the figures. Fig. 2, Fig. 4 and Fig. 6 shown. A volume 22, 122, which is in the Fig. As shown in Figures 4-6, in the uninflated position, it runs from base 12 to extension 18, 118. The airbag module 10 is as shown in the Fig. 1-3 shown installed in a vehicle 24.

[0006] The vehicle 24 can, for example, include a steering wheel 26 and a driver's side door 28. The impact surface 16 is spaced away from the steering wheel 26 in the inflated position. The vehicle 24 can, for example, include a center console 56. The center console 56 can be located in the center of the vehicle 24 at the front of a passenger compartment of the vehicle 24, i.e., in front of and to the right of the steering wheel 26.

[0007] The airbag 14 can be used as in the Fig. 2 and Fig. 3 shows one or more extensions 18, 118. For example, referring to Fig. 2, the airbag 14 encompasses the extension 18 on a left side of the impact area 16. In other words, the extension 18 is positioned between the impact area 16 and the driver's side door 28. Referring to Fig. 3. The airbag 14 can encompass the extension 118 on the right side of the impact area. In other words, the extension 118 is positioned between the impact area 16 and the center console 56.

[0008] Extensions 18 and 118 can have an identical structure, and common numbers are used here to refer to shared features of the two extensions 18 and 118. Airbag 14 can, as in Fig. 2 shown, only the extension 18 on the left side of the impact surface 16, as in Fig. Figure 3 shows both extensions 18, 118, or only extension 118 on the right side of the impact surface 16 (not shown). One, two, or more extensions 18, 118 can be arranged at different locations around the impact surface 16.

[0009] Referring to Fig. 2. During a left-sided oblique impact test, such as a low overlap rigid obstacle (SORB) test or a left-sided angled impact test, the test dummy 30 can move forward and first impact the impact surface 16 of the airbag 14. In addition to the forward movement, the test dummy 30 moves as described in Fig. 2 also shown in the direction of the left side of the vehicle 24, i.e. in the general direction towards the driver's side door 28 and / or an A-pillar 32. During this forward and leftward movement, the head of the test dummy 30 can slide along the impact surface 16 towards the driver's side door 28 and / or the A-pillar 32 and can protrude the extension 18, as shown in Fig. As shown in Figure 2, the extension 18 touches the head of the test dummy 30 as it slides along the impact surface 16, slowing down and / or stopping the movement of the head towards the driver's side door 28 and / or the A-pillar 32. In other words, since the circumferential surface 20 of the extension 18 is transverse to the impact surface 16, the extension 18 catches the head of the test dummy 30 as the test dummy 30 slides along the impact surface 16, thus slowing down and / or stopping the movement of the head of the test dummy 30 towards the driver's side door 28 and / or the A-pillar 32.

[0010] Referring to Fig. 3. During a right-sided oblique impact test, such as a low overlap rigid obstacle (SORB) test or a right-sided angled impact test, the test dummy 30 can move forward and first impact the impact surface 16 of the airbag 14. In addition to the forward movement, the test dummy 30 moves as described in Fig. 3 also shown in the direction of the right side of the vehicle 24, i.e. in the general direction towards the center console 56. During this forward and rightward movement, the head of the test dummy 30 can slide along the impact surface 16 towards the center console 56 and can reach the extension 118, as shown in Fig. As shown in Figure 3, the extension 118 touches the head of the test dummy 30 as it slides along the impact surface 16, slowing down and / or stopping the movement of the head towards the center console 56. In other words, since the circumferential surface 20 of the extension 118 is transverse to the impact surface 16, the extension 118 catches the head of the test dummy 30 as the test dummy 30 slides along the impact surface 16, thus slowing down and / or stopping the movement of the head of the test dummy 30 towards the center console 56.

[0011] A first embodiment of band 22 is described in the Fig. 3-4 shown and a second embodiment of band 122 is shown in the Fig. shown in 5-6. Both in the embodiment of Fig. 3-4 as well as in the embodiment of the Fig. 5-6 the band 22, 122 can be made of the same type of material as the airbag 14 or of any other suitable type of material.

[0012] In the Fig. Figures 3-6 show only extension 18; however, it is understood that extension 118 can be connected to base 12 by means of a band 22 or a band 122. The description below regarding band 22, 122 relative to extension 18 is equally applicable to band 22, 122 relative to extension 118. In an embodiment where the airbag 14 includes both extension 18 and extension 118, one band 22 can connect extension 18 to base 12, and another band 22 can connect extension 118 to base 12. Alternatively, one band 122 can connect extension 18 to base 12, and another band 122 can connect extension 118 to base 12. Alternatively, a band 22 of the first embodiment can connect one of the extensions 18, 118 to the base 12 and a band 122 of the second embodiment can connect one of the extensions 18, 118 to the base 12.

[0013] Both in the embodiment of the Fig. 3-4 as well as in the embodiment of the Fig. 5-6, the band 22, 122 runs between a first end 34 and a second end 36. The first end 34 of the band 22, 122 is anchored when the airbag 14 is in the uninflated position. For example, the first end 34, as in the Fig. 4 and Fig. As shown in Figure 6, the first end 34 can be attached to the base 12 of the airbag 14. Alternatively, for example, the first end 34 can be attached to the steering wheel 26 and / or a steering column 38 of the vehicle 24. The first end 34 of the band 22, 122 can be anchored in any suitable way, e.g., by fusing, adhesive bonding, integral formation (i.e., simultaneous formation of the airbag 14 and the band 22, 122 attached to the extension 18), etc.

[0014] The second end 36 of the band 22, 122 is attached to the extension 18 when the airbag 14 is in the uninflated position. For example, the band 22, 122 can be as shown in the Fig. 4-7 shown sewn onto extension 18. Alternatively, the band 22, 122 can be attached to extension 18 in any suitable manner, e.g. by fusing, adhesive, integral formation (i.e., simultaneous formation of the airbag 14 and the band 22, 122 attached to extension 18), etc.

[0015] Volume 22, 122 is designed to include extension 18, as in the Fig. 4 and Fig. 6 shown, to be deliberately held in a non-deployed position, i.e. a retracted position, relative to the impact surface 16 and the extension 18, as shown in the Fig. 5 and Fig. Figure 7 shows the airbag being selectively deployed into an extended position, i.e., a fully extended position, relative to the impact surface 16. According to the invention, the vehicle 24, as further detailed below, comprises an impact detection system 40 that can detect an impact of the vehicle 24 and, in response to a detected impact, trigger the inflation of the airbag 14. Furthermore, the impact detection system 40 can detect the type of impact, e.g., based on direction, force, etc.

[0016] Based on the type of impact detected, the impact detection system 40 can, according to the invention, trigger the release of the belt 22, 122 to allow the extension 18 to move into the unfolded position. For example, if the impact detection system 40 detects a frontal impact, the belt 22, 122 can hold the extension 18 in the unfolded position. Alternatively, if the impact detection system 40 detects an oblique impact, the impact detection system 40 can trigger the release of the belt 22, 122 to release the extension 18 into the unfolded position. In the embodiment comprising two extensions 18, 118, the impact detection system 40 can be configured to select which of the extensions 18, 118 is unfolded and / or it can be configured to unfold both extensions 18, 118.

[0017] As an example, the impact detection system 40 can be designed to inflate the airbag 14 to different inflation pressures in response to different types of impacts in order to release / not release the band 22, 122. For example, the impact detection system 40 can be designed to trigger the inflation of the airbag 14 to an initial inflation pressure in order to inflate the airbag 14 into the inflated position and to keep the extension 18 in the deflated position, e.g., in response to types of impact where it is desirable to keep the extension 18 in the deflated position. Conversely, the impact detection system 40 can also be designed to trigger the inflation of the airbag 14 to a second inflation pressure that is higher than the first inflation pressure, in order to inflate the airbag 14 into the inflated position and release the band 22, 122 and inflate the extension 18 into the unfolded position.

[0018] For example, with reference to the embodiment of the Fig. 4-6, the band 22 is designed to remain connected from the base 12 to the extension 18 when the airbag 14 is inflated to the first inflation pressure, and to break between the base 12 and the extension 18 when the airbag 14 is inflated to the second inflation pressure, which is higher than the first inflation pressure. When the airbag 14 is inflated to the second inflation pressure, for example, as in Fig. Figure 5 shows that the first end 34 of the band 22 can be detached from the base 12 by separating it, e.g. in the design in which the first end 34 is sewn or glued to the base 12, the seam or adhesive between the first end 34 and the base 12 may break when the airbag 14 is inflated to the second inflation pressure.

[0019] Alternatively, the tape 22 can be designed to detach by breaking between the first end 34 and the second end 36. For example, the tape 22 can include a weakened area (not shown) between the first end 34 and the second end 36, which is designed to remain connected, i.e., designed not to break when the airbag 14 is inflated to the first inflation pressure, and designed to detach by breaking when the airbag 14 is inflated to the second inflation pressure. As another example, the tape 22 can include a rupture (break) between the first end 34 and the second end 36, which is stitched together with a seam designed to remain connected, i.e., designed not to break when the airbag 14 is inflated to the first inflation pressure, and designed to detach by breaking when the airbag 14 is inflated to the second inflation pressure.

[0020] Alternatively, the airbag module 10 can include a cutter (not shown) engaged with the belt 22 and communicating with the impact detection system 40. The cutter can be supported by the base 12. When the impact detection system 40 detects a vehicle impact in which the extension 18 should be released into the deployed position, the cutter cuts the belt 22 to allow the extension 18 to inflate into the deployed position.

[0021] Referring to the embodiment of the Fig. 6-7 The band 122 can include a loop 42 designed to hold the extension 18 in the deflated position relative to the impact surface 16 when the airbag 14 is inflated to the first inflation pressure, and to release it by opening when the airbag 14 is inflated to the second inflation pressure. For example, the loop 42 can be formed by a seam 44 designed to remain connected, i.e., designed not to break when the airbag 14 is inflated to the first inflation pressure, and designed to break when the airbag 14 is inflated to the second inflation pressure. In such an embodiment, the loop 42 can be dimensioned to hold the extension 18 in the unextended position, and the band 122 can be dimensioned such that the band 122 allows the extension 18 to move into the extended position when the loop 42 is broken. Fig. Although only one loop 42 is shown in Figure 5, the band 122 can include several loops 42, each loop 42 being designed to open at different inflation pressures, so that the extension 18 can extend into different unfolded positions and / or stages.

[0022] When the airbag 14 is in the inflated position and the extension 18 is in the deflated position, the extension 18 may be flush with the impact surface 16 around its circumference. Alternatively, in the deflated position, the extension 18 may be slightly indented or slightly bulged outwards relative to the impact surface 16 around its circumference. When the airbag 14 is inflated and the extension 18 is in the deployed position, the extension 18 extends further outwards relative to the impact surface 16. As described above, the circumferential surface 20 of the extension 18 extends transversely from the impact surface 16 around its circumference.

[0023] As explained above, the circumferential surface 20 of the extension 18 extends around the perimeter of the extension 18. In other words, the circumferential surface 20 is continuous and completely surrounds and encloses the part of the inflation chamber that extends into the extension 18.

[0024] As explained above, the circumferential surface 20 extends transversely from the impact surface 16. In other words, the circumferential surface 20 follows a path that intersects a line along which the impact surface 16 runs near the extension 18. The circumferential surface 20 can be at a right angle, i.e., 90 degrees, relative to the impact surface 16. The transition from the circumferential surface 20 to the impact surface 16 can be angled or rounded.

[0025] The extension 18 includes an end 46 that is spaced away from the impact surface 16. The second end 36 of the band 22, 122 can be connected to the end 46. The end 46 can be, as shown in the Fig. Shown in 2-7, it can be flat or rounded. The ones in the Fig. The extension 18 shown in 2-7 has a kidney-shaped cross-section, but the extension 18 can have any suitable cross-section.

[0026] Referring to the Fig. 2-7 The impact surface 16 is the surface of the airbag 14 directly in front of the test dummy 30, and it can be the surface onto which the test dummy 30 first impacts during a vehicle collision. The impact surface 16 can extend in a direction transverse to the vehicle. For example, the impact surface 16 can extend in a plane generally perpendicular to the longitudinal axis of the vehicle. The impact surface 16 can extend to an outer circumference OP of the airbag 14. As in the Fig. 4 and Fig. As shown in Figure 6, the diameter DE of the extension 18 through the circumferential surface 20 is smaller than the diameter DI of the impact surface 16.

[0027] During the inflation of the airbag 14 from the uninflated position to the inflated position, the airbag 14 proceeds as described in Fig. 2, shown, in a first direction D from the base 12 to the impact surface 16. In particular, the first direction D generally runs in a rearward direction within the vehicle from the base 12 to the impact surface 16, e.g., parallel to the longitudinal axis of the vehicle 24. During the inflation of the extension 18 from the uninflated position to the deployed position, the extension 18 extends from the impact surface 16 in the first direction. In other words, the extension 18 extends from the impact surface 16 in the same direction as the airbag 14 extends from the base 12.

[0028] The airbag 14 defines an inflation chamber (unnumbered) which is inflated with an inflation medium as described below. The inflation chamber extends into the extension 18 when the extension 18 is in the deployed position. The inflation chamber may be open to the extension 18 along its entire inner circumference. Alternatively, for example, a vent may be arranged in the inflation chamber at the extension 18 to control the gas flow into the extension 18.

[0029] The Airbag 14 can be made from any suitable type of material, such as a woven polymer. For example, the Airbag 14 can be made from woven nylon yarn, such as nylon 6.6. Other suitable examples include polyetheretherketone (PEEK), polyetherketoneketone (PEKK), polyester, or any other suitable polymer. The woven polymer can include a coating such as silicone, neoprene, urethane, etc. For example, the coating could be polyorganosiloxane.

[0030] The airbag module 10 includes a gas generator 54 (schematically shown in Fig. 8), which is connected to the inflation chamber to expand the inflation chamber with the inflation medium, such as a gas. The gas generator 54 can, for example, be a pyrotechnic gas generator 54 that uses a chemical reaction to drive an inflation medium to the inflation chamber. The gas generator 54 can be of any suitable type, for example, a cold gas generator.

[0031] The base 12 of the airbag module 10 can define a cavity that houses the airbag 14 in the uninflated position. The base 12 can support the gas generator 54 and can be mounted on the steering wheel 26 and / or the steering column 38 to support the airbag module 10 on the steering wheel 26 and / or the steering column 38. The base 12 can be mounted on the steering wheel 26 and / or the steering column 38 in any desired manner.

[0032] A diagram of the impact detection system 40 is shown in Fig. Figure 8 shows that the impact detection system 40 can include at least one sensor 48 for detecting an impact of the vehicle 24 and a controller 50 that communicates with the sensor 48 and the gas generator 54 to activate the gas generator 54, for example, to provide a pulse for a pyrotechnic charge of the gas generator 54 when the sensor 48 detects an impact of the vehicle 24. Alternatively or in addition to detecting an impact, the impact detection system 40 can be designed to detect an impact prior to the impact, i.e., pre-crash detection. The sensor 48 can be of any suitable type, e.g., using radar, LiDAR, and / or a vision system. The vision system can include one or more cameras, CCD image sensors, and / or CMOS image sensors, etc.

[0033] The controller 50 can be a microprocessor-based controller. The sensor 48 communicates with the controller 50 to transmit data to the controller 50. Based on the data transmitted by the sensor 48, the controller 50 instructs the gas generator 54 to activate.

[0034] The controller 50 and the sensor 48 can be connected to a communication bus 52 of the vehicle 24, for example, a Controller Area Network bus (CAN bus). The controller 50 can use information from the communication bus 52 to control the activation of the gas generator 54. The gas generator 54 can be activated as described in Fig. 8 shown being connected to the control unit 50 or directly connected to the communication bus 52.

[0035] In operation, the airbag 14 functions as described in... Fig. Figure 1 shows the airbag 14 in a deflated position under normal operating conditions of the vehicle 24. When the sensor 48 detects an impact of the vehicle 24, the impact detection system 40 triggers the gas generator 54 to inflate the airbag 14 with the inflation medium from the deflated position to an inflated position. Specifically, based on the type of impact detected by the impact detection system 40, the airbag 14 inflates to the inflated position, with the extension 18 as shown in the figures. Fig. 4 and Fig. 6 shown, in the unfurled position, or it inflates the airbag 14 into the inflated position, with the extension 18, as shown in the Fig. 2, Fig. 4 and Fig. Figure 6 shows the position in its unfolded state.

[0036] The revelation has been described in an illustrative manner, and it is understood that the terminology used is intended to be descriptive rather than restrictive. Many modifications and variations of the present revelation are possible in light of the above teachings, and the revelation can be implemented differently than specifically described here.

Claims

[1] Vehicle (24) comprising the following: a steering wheel (26); a driver's side door (28); an airbag (14) supported by the steering wheel (26), wherein the airbag (14) is inflatable from a non-inflated position to an inflated position and has an impact surface (16) spaced apart from the steering wheel (26) in the inflated position; wherein the airbag (14) comprises an extension (18, 118) arranged between the impact surface (16) and the driver's side door (28); and a band (22, 122) which in the uninflated position runs from a base (12) to the extension (18, 118), characterized by , that the vehicle (24) includes an impact detection system (40) which, based on the type of impact detected, can trigger a release of the belt (22, 122) to allow the extension (18, 118) to move into the deployed position. [2] Vehicle (24) according to claim 1, wherein the band (22, 122) is designed to hold the extension (18, 118) in a non-deployed position relative to the impact surface (16) when the airbag (14) is inflated to a first inflation pressure, and to release the extension (18, 118) when the airbag (14) is inflated to a second inflation pressure which is higher than the first inflation pressure. [3] Vehicle (24) according to claim 1, wherein the extension (18, 118) has a circumferential surface (20) which extends transversely from the impact surface (16) around a circumference (P) of the extension (18, 118). [4] Vehicle (24) according to claim 3, wherein a diameter of the extension (18, 118) through the circumferential surface (20) is smaller than a diameter of the impact surface (16). [5] Vehicle (24) according to claim 1, wherein the band (22, 122) is designed to remain connected to the extension (18, 118) when the airbag (14) is inflated to a first inflation pressure and to break when the airbag (14) is inflated to a second inflation pressure which is higher than the first inflation pressure. [6] Vehicle (24) according to claim 4, wherein the strap (22, 122) comprises a loop designed to hold the extension (18, 118) in a non-deployed position relative to the impact surface (16) when the airbag (14) is inflated to a first inflation pressure, and to deploy when the airbag (14) is inflated to a second inflation pressure higher than the first inflation pressure. [7] Vehicle (24) according to claim 1, wherein the extension (18, 118) is positioned along an edge of the impact surface (16). [8] Vehicle (24) according to claim 1, wherein the airbag (14) extends from the base (12) to the impact surface (16) in a first direction and wherein the extension (18, 118) extends in the first direction from the impact surface (16).

Images