Occupant protection device for a vehicle

Abstract

The invention relates to an occupant protection device for a vehicle with an airbag module (1) having an airbag (3), wherein the airbag (3) is assigned to an occupant on a vehicle seat. According to the invention, the airbag (3) has a plurality of airbag sections (A1, A2) arranged in different planes with a plurality of chambers (K1 to K7) that can be pressurized with a gas, wherein - at least one airbag section (A1, A2) has at least one chamber (K1 to K7) which is arranged with its longitudinal axis extending transversely between an airbag origin (U) and an opposite airbag end (E) and / or - the at least one airbag section (A1, A2) has at least one chamber (K1 to K7) which is arranged with its longitudinal axis extending longitudinally between the airbag origin (U) and the opposite airbag end (E).

Description

The invention relates to an occupant protection device for a vehicle having an airbag module having an airbag, wherein the airbag is assigned to an occupant on a vehicle seat.DE 10 2017 202 332 A1 discloses an airbag system for a vehicle having a first and second airbag which is arranged above the first airbag in the intended main supporting direction, and a method for operating the airbag system. In this case, both airbags can be triggered temporally and independently of one another. The airbag system is configured such that the second airbag is triggerable without the first airbag being triggered. The airbag system has a plurality of airbag sections arranged in different planes, having a plurality of chambers to which a gas can be applied. An airbag section has a chamber which is arranged with its longitudinal axis running transversely between an airbag origin and an opposite airbag end.An airbag system for a vehicle is known from DE 10 2006 038 124 A1, wherein the airbag system has a plurality of airbag sections with a plurality of chambers to which a gas can be applied, and the airbag sections are connected to a common chamber arranged on the airbag end side.The object of the invention is to specify a novel occupant protection device for a vehicle having an airbag.The object is achieved according to the invention by an occupant protection device which has the features specified in claim 1.Advantageous embodiments of the invention are the subject matter of the dependent claims.An occupant protection device for a vehicle comprises an airbag module having an airbag, wherein the airbag is associated with an occupant on a vehicle seat. According to the invention, it is provided that the airbag has a plurality of airbag sections arranged in different planes, having a plurality of chambers to which a gas can be applied, wherein at least one airbag section has at least one chamber which is arranged with its longitudinal axis extending transversely between an airbag origin and an opposite airbag end and / or the at least one airbag section has at least one chamber which is arranged with its longitudinal axis extending longitudinally between the airbag origin and the opposite airbag end, wherein the airbag sections are connected to one another via chambers arranged on the airbag end side or the airbag sections are connected to one another via a common chamber arranged on the airbag end side, wherein the airbag sections connected to one another on the airbag end side are detachably connected to one another on the airbag origin side.By means of an occupant protection device configured in this way, a targeted optimized restraint for all seating positions of the occupant on the vehicle seat to which the airbag is assigned can be realized. In particular, the airbag with the plurality of airbag sections is a knee airbag, by means of which the knees and tibiae of the occupant can be relieved in the event of a collision of the vehicle, substantially independently of a seating position of the occupant on the vehicle seat. By means of the airbag in its operative position, contact of the knees and / or tibias of the occupant with a vehicle component, for example an instrument panel and / or a steering column of the vehicle, can be largely ruled out. By means of the airbag-end connection, when positioning the one airbag section into its operative position, the at least one further airbag section is likewise positioned into its operative position.For example, the airbag sections connected to one another are released when they are acted upon. For example, the airbag sections released from one another on the airbag origin side are positioned relative to one another in such a way that the occupant initially impacts against a front airbag section and with the latter against at least one rear airbag section in order to reduce collision energy. A reduction in the collision energy can thus take place in stages.For example, the airbag sections are arranged parallel to each other in order to increase protection against injury of the occupant.In one embodiment, in the case of a plurality of chambers, the longitudinal axes of which are arranged transversely or longitudinally between the airbag origin and the airbag end, the longitudinal axes are arranged parallel to one another. That is, the chambers whose longitudinal axes are arranged transversely are arranged and aligned uniformly, and the chambers whose longitudinal axes are arranged longitudinally are also arranged and aligned uniformly. For example, by means of such an arrangement and alignment it is possible to achieve a comparatively rapid loading and filling of the chambers of the respective airbag section, in particular of the chambers or chambers arranged on the airbag end side.In one embodiment of the occupant protection device, the airbag module is designed to individually deploy an airbag section without triggering a further airbag section and to position it in an operative position. For example, at least one further airbag section is additionally triggered as a function of a predicted or detected severity of the collision and positioned in its active position in order to reduce the load acting on the occupant, in particular on his knee and / or tibia. The at least one further airbag section can therefore be adaptively activated, for example depending on the severity of the collision. In particular, by means of an occupant protection device configured in this way, a volume of the airbag can be adapted to a respective existing collision situation, in particular by means of the connection of at least one further airbag section. It is also conceivable for at least one further airbag section to be connected alternatively or additionally as a function of a seating position of the occupant on the vehicle seat and / or as a function of body dimensions of the occupant.In one possible embodiment, the chambers of the respective airbag section are fluidically connected to one another. The chambers of the respective airbag section are thus impacted successively with the airbag, wherein in particular the chamber of the respective airbag section arranged on the airbag end side is impacted first and comparatively quickly with the gas in order to realize an injury protection for the occupant, in particular for his knee and tibia.In a further embodiment, the airbag sections are fluidically connected to one another, so that only one gas generating device, i.e. a gas generator, is required in order to pressurize at least one airbag section and, if required, at least one further airbag section with gas, so that the airbag section assumes or assumes its operative position or the airbag sections assume its operative position.In one embodiment, an actuatable activation element for acting upon an additional airbag section is arranged in the region of the airbag origin or in the region of the airbag end, so that the additional airbag section is triggered and positioned in its operative position, in particular when a condition is fulfilled, for example when a predetermined severity of the collision is exceeded.In this case, the actuatable activation element is designed in a possible embodiment of the occupant protection device as a valve and / or as an ignition element and / or as a cord for acting on the additional airbag section. For example, the switching-on element is actuated when a condition is fulfilled. The activation element then releases an impact on the additional airbag section, so that a volume of the airbag increases in order to increase a protective effect of the airbag for the occupant on the vehicle seat.Exemplary embodiments of the invention are explained in more detail below with reference to drawings.The following are shown: FIG. 1 schematically shows a first embodiment of an airbag having a plurality of airbag sections in a view facing an occupant, FIG. 2 schematically shows the first embodiment of the airbag in its operative position in a partially transparent side view, FIG. 3 schematically shows a second embodiment of an airbag having a plurality of airbag sections in a view facing an occupant, FIG. 4 schematically shows the second embodiment of the airbag in its operative position in a partially transparent side view, FIG. 5 schematically shows a third embodiment of the airbag in its operative position in a partially transparent side view, FIG. 6 schematically shows a fourth embodiment of the airbag in its operative position in a partially transparent side view, FIG. 7 schematically shows a fifth embodiment of the airbag in its operative position in a partially transparent side view, FIG. 8 schematically shows a sixth embodiment of an airbag having a plurality of airbag sections in a view facing away from an occupant, FIG. 9 schematically shows the sixth embodiment of the airbag in the loaded state and in its operative position, FIG. 10 schematically shows a seventh embodiment of an airbag having a plurality of airbag sections in a view facing away from an occupant, and FIG. 11 schematically shows the seventh embodiment of the airbag in the loaded state and in its operative position.Corresponding parts are provided with the same reference numerals in all figures.FIGS. 1 and 2 show in a greatly simplified manner a first embodiment of an airbag module 1 as an occupant protection device of a vehicle having an airbag housing 2 and an airbag 3 which has two airbag sections A 1, A 2. In this case, FIG. 1 shows the airbag 3 in its operative position in a view facing a passenger, not shown in more detail, whereas the airbag 3 in FIG. 2 is shown in its operative position in a partially transparent side view.The airbag 3 is in particular a knee airbag which deploys out of a vehicle component, for example an instrument panel, in order to avoid, to the greatest possible extent, contact of knees and / or tibia of an occupant on a vehicle seat to which the airbag 3 is assigned.The airbag 3 is triggered in the event of a detected collision imminent for the vehicle or in the event of a detected collision of the vehicle, in particular in the event of a frontal collision or in the event of a laterally offset frontal collision. For this purpose, a gas generating device, in particular a gas generator, is activated and a gas is applied to the airbag 3. The airbag housing 2 has in particular an airbag outlet opening which is closed by means of a cover element. For example, the cover element is introduced into the airbag housing 2 in encircling fashion around a setpoint opening location, for example in the form of a weakening of the material. If the airbag 3 deploying due to the impact presses against the cover element, the target opening location opens, so that the cover element separates from the airbag housing 2 and the airbag outlet opening is released. The airbag 3 can then freely deploy and assume its operative position between the vehicle component and the occupant.In order to increase protection against injury for the occupant in the vehicle seat to which this airbag 3 is assigned, the occupant protection device comprising the airbag 3 is designed as described below.The airbag 3 has two airbag portions A 1, A 2 formed separately from each other as shown in FIG. 2. These two airbag sections A 1, A 2 each include a plurality of chambers K 1 to K 5 that are fluidly connected to each other.According to the first embodiment, the chambers K 1 to K 5 of both airbag sections A 1, A 2 are arranged with their longitudinal axis extending transversely between an airbag origin U and an opposite airbag end E. This means that the longitudinal axes of the chambers K 1 to K 5 are aligned substantially horizontally and parallel to one another. An airbag origin U is formed by the airbag housing 2 and a first chamber K 1.The two airbag sections A 1, A 2 are connected to one another via a fifth chamber K 5 arranged on the airbag end side, wherein a connection point V is shown by way of example in FIG. 2.As shown in FIG. 2, the two airbag sections A 1, A 2 are formed from a common first chamber K 1, wherein the airbag sections A 1, A 2 are arranged one behind the other in their operative position in the direction of travel of the vehicle. In this case, an airbag section A 1 is arranged facing the occupant on the vehicle seat, wherein a further airbag section A 2 extends behind the airbag section A 1.Within the airbag section A 1, in particular in a transition region from the common first chamber K 1 to a second chamber K 2, an actuatable activation element 4 is arranged, which is designed, for example, as a valve and / or ignition element and / or as a cord. In one possible embodiment, the activation element 4 can be activated as a function of a predicted or detected severity of the collision of the vehicle and / or as a function of a detected distance between the airbag module 1 and the vehicle seat, in particular the occupant.If the activation element 4 is activated, an opening, not shown in detail, between the first chamber K 1 and the second chamber K 2 of the airbag section A 1 is opened, so that the second airbag section A 1 is acted upon by gas, the chambers K 2 to K 5 are filled and the airbag section A 1 also assumes its operative position. Arrows P illustrate a flow of the gas for deploying the airbag sections A 1, A 2.For example, by means of controlling the activation element 4, it is possible to meter a flow in order to set in particular a degree of filling and thus a degree of hardness of at least the airbag section A 1.FIGS. 3 and 4 show a second embodiment of an airbag 3 having a plurality of airbag sections A 1, A 2. In this case, FIG. 3 shows the airbag 3 in a view facing an occupant and FIG. 4 shows the airbag 3 in the second embodiment in its operative position in a partially transparent side view.In the second embodiment of the airbag 3, as is shown by way of example in FIG. 3, it has seven chambers K 1 to K 7 for each airbag section A 1, A 2, wherein a first chamber 1, as in the first embodiment, forms an airbag origin U of both airbag sections A 1, A 2. A longitudinal axis of a seventh chamber K 7 runs transversely, wherein a longitudinal axis of the further chambers K 2 to K 6 arranged between the first chamber K 1 and the seventh chamber K 7 is aligned running longitudinally between the airbag origin U and the airbag end E.Here, too, the two airbag sections A 1, A 2 are connected to one another on the airbag end side and the airbag section A 1 can be connected by means of a controllable switching element 4 in order to set a volume of the airbag 3 with respect to the severity of the collision and / or with respect to a distance between the airbag module 1 and the occupant. In particular, a stability of the airbag 3 can be increased by means of this second embodiment of the airbag 3.In a third embodiment shown in FIG. 5, the airbag 3 is a hybrid of the first embodiment shown in FIGS. 1 and 2 and the second embodiment shown in FIGS. 3 and 4. In this case, the airbag section A 1 has three chambers K 2 to K 5 running transversely with their longitudinal axes between the airbag origin U and the airbag end E, whereas the further airbag section A 2 has a plurality, for example five chambers K 2 to K 5, the longitudinal axes of which are arranged running longitudinally between the airbag origin U and the airbag end E.In a fourth embodiment of the airbag 3 shown in FIG. 6, the first chamber K 1 is exclusively fluidically connected to the further airbag section A 2, whereas a common fifth chamber K 5 forms the airbag end E opposite the first chamber K 1 as the airbag origin U. According to the fourth embodiment, the two airbag sections A 1, A 2 are formed by means of a membrane 5. The diaphragm 5 is arranged with its longitudinal axis running longitudinally between the airbag origin U and the airbag end E and bisects the further chambers K2 to K4, so that the further chambers K2 to K4 arranged between the first chamber K1 and the fifth chamber K5 arranged on the airbag end side are divided and form the airbag sections A1, A2. By means of the diaphragm 5, the airbag 3 is divided into a front airbag section A 1 and a rear airbag section A 2. The longitudinal axes of the further chambers K2 to K4 are arranged extending transversely between the airbag origin U and the airbag end E.In a transition region between the fifth chamber K 5 and the fourth chamber K 4 of the airbag section A 1 formed by means of the diaphragm 5, an actuatable activation element 4 is arranged.The airbag 3, in particular the airbag section A 2, is fluidically connected to the first chamber K 1, so that only this airbag section A 2 is acted upon by the gas of the gas generating device and is thus filled. If necessary, in particular if at least one condition is fulfilled, for example if a severity of a collision of the vehicle is exceeded, the activation element 4 is activated, so that the front airbag section A 1 formed by means of the membrane 5 can also be filled with gas in order to increase a volume of the airbag 3. The gas then flows from the gas generating device in the airbag housing 2 into the first chamber K 1 and from there via the rear airbag section A 2 and the common fifth chamber K 5 via an opening released by means of the controlled activation element 4 into the front airbag section A 1.FIG. 7 shows a fifth embodiment of the airbag 3 in its operative position in a partially transparent side view. In this case, the further chambers K 2 to K 7 arranged between the first chamber K 1 and the seventh chamber K 7 are arranged in such a way that the longitudinal axes are arranged running longitudinally between the airbag origin U and the airbag end E. A number of the further chambers K 2 to K 6 arranged between the first and the seventh chamber K 7 arranged at the airbag end E may vary.The two airbag sections A 1, A 2 are formed by means of a membrane 5 arranged within the chambers K 2 to K 6, wherein the membrane 5 is arranged in such a way that the further chambers K 2 to K 6 arranged between the first chamber K 1 and the seventh chamber K 7 are halved and a front airbag section A 1 and a rear airbag section A 2 are formed. In the fifth embodiment, the actuatable connection element 4 is arranged according to the fourth embodiment described in FIG. 6.FIGS. 8 and 9 show a sixth embodiment of an airbag 3 having a plurality of airbag sections A 1, A 2. FIG. 8 shows the airbag 3 in a view facing away from an occupant, that is to say a rear view of the airbag module 1, and FIG. 9 shows the airbag 3 in the sixth embodiment in the loaded state and in its operative position.The airbag sections A 1, A 2 are formed separately, wherein a first chamber K 1 forming the airbag origin U is only fluidically connected to a second chamber K 2 of the airbag section A 2. The two airbag sections A 1, A 2 are connected to one another on the airbag end side via a common fifth chamber K 5.In this case, a flow of the gas represented by the arrows P and an arrangement of the actuatable activation element 4 are provided analogously to the fourth embodiment of the airbag 3 described in FIG. 6 and the fifth embodiment of the airbag described in FIG. 7.The further chambers K2 to K4 of the two airbag sections A1, A2 arranged between the first chamber K1 and the common fifth chambers K5 arranged on the airbag end side have different dimensions with respect to their length, wherein the further chambers K2 to K4 of the airbag section A1 are all of the same length, wherein their longitudinal axes are arranged running transversely. The longitudinal axis of the common fifth chamber K 5 is also oriented transversely.The two airbag sections A 1, A 2 are detachably fastened to one another in the region of the second chambers K 2, wherein the fastening B is designed, for example, as a tear-open seam.If the activation element 4 is activated in the transition region between the common fifth chamber K 5 and the fourth chamber K 4 of the airbag section A 1, so that the chambers K 2 to K 4 are charged with gas and filled, the fastening B travels in the form of the tear-open seam, so that the connection between the two airbag sections A 1, A 2 is disconnected. Due to a pressure increase and formation of the airbag section A 1, the latter then pivots away from the further airbag section A 2 in the direction of an occupant on a vehicle seat to which the occupant protection device is assigned.A seventh embodiment of an airbag 3 having a plurality of airbag sections A 1, A 2 in a view facing away from an occupant, i.e. a rear view, is shown in FIG. 10, FIG. 11 shows the airbag 3 in the seventh embodiment in the loaded state and in its operative position.In the seventh embodiment, the airbag 3 is formed similarly to the sixth embodiment, wherein the chambers K2 to K6 of the airbag section A2 are arranged with their longitudinal axis extending transversely between the airbag origin U and the airbag end E.List of reference characters1 Airbag module 2 Airbag housing 3 Airbag 4 Closing element 5 Diaphragm A 1, A 2 Airbag section B Detachable fastening E Airbag end K 1 to K 7 Chamber P Arrow U Airbag origin V Connection point

Claims

Occupant protection device for a vehicle having an airbag module (1) having an airbag (3), wherein the airbag (3) is assigned to an occupant on a vehicle seat, wherein the airbag (3) has a plurality of airbag sections (A1, A2) arranged in different planes and having a plurality of chambers (K1 to K7) to which a gas can be applied, wherein - at least one airbag section (A1, A2) has at least one chamber (K1 to K7) which is arranged with its longitudinal axis running transversely between an airbag origin (U) and an opposite airbag end (E), and / or - the at least one airbag section (A1, A2) has at least one chamber (K1 to K7), which is arranged with its longitudinal axis extending longitudinally between the airbag origin (U) and the opposite airbag end (E), wherein the airbag sections (A1, A2) are connected to one another via chambers (K5, K7) arranged on the airbag end side or that the airbag sections (A1, A2) are connected to one another via a common chamber (K5, K7) arranged on the airbag end side, characterized in that the airbag sections (A1, A2) connected to one another on the airbag end side are connected to one another in a releasable manner on the airbag origin side.Occupant protection device according to Claim 1, characterized in that, in the case of a plurality of chambers (K1 to K5), the longitudinal axes of which are arranged transversely or longitudinally between the airbag origin (U) and the airbag end (E), the longitudinal axes are arranged parallel to one another.Occupant protection device according to Claim 1 or 2, characterized in that the airbag module (1) is designed to trigger an airbag section (A1, A2) individually without releasing a further airbag section (A2, A1) and to position it in an active position.Occupant protection device according to one of the preceding claims, characterized in that the chambers (K1 to K7) of the respective airbag section (A1, A2) are fluidically connected to one another.Occupant protection device according to one of the preceding claims, characterized in that the airbag sections (A1, A2) are fluidically connected to one another.Occupant protection device according to one of the preceding claims, characterized in that an actuatable activation element (4) for acting upon an additional airbag section (A1) is arranged in the region of the airbag origin (U) or in the region of the airbag end (E).Occupant protection device according to Claim 6, characterized in that the actuatable activation element (4) is designed as a valve and / or as an ignition element and / or as a cord for acting on the additional airbag section (A1).

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