Heel airbag for a motor vehicle, and motor vehicle having at least one heel airbag

Abstract

The invention relates to a heel airbag for a motor vehicle, having a carrier element (2), an airbag module (7) arranged on a front side (12) of the carrier element (2), and a cover (14) that is fastened to the carrier element (2) and covers the airbag module (7), wherein a rear side (3) of the carrier element (2) has a three-dimensional form-fitting structure (4) for connecting to a three-dimensional body structure (22) of the motor vehicle in the mounted position.

Description

[0001] Heel airbag for a motor vehicle and motor vehicle with at least one heel airbag

[0002] The invention relates to a heel airbag for a motor vehicle.

[0003] Several different protection systems are used to protect occupants in a motor vehicle, for example, in the form of airbags. These are installed at various locations in the vehicle and consist of an inflatable and deployable airbag with a gas generator. In the event of a collision, the gas generator is triggered, causing the airbag to unfold and expand around the person being protected.

[0004] The level of automation in modern motor vehicles is increasing, and they are already capable of semi-autonomous driving and will soon be fully autonomous. This means that the person in the vehicle is increasingly less involved in the actual ferry operation and can therefore devote themselves to other activities. This also includes the ability to adjust the seat to a position that is outside the usual range of a vehicle seat in piloted driving. In such a comfortable position, the seat is often moved significantly further back than usual, and the backrest can also be tilted relatively flat backward, allowing a flat, reclining position.Of course, the protective systems should also be effective in such a position, which means that their protective function must be designed not only with regard to the position range of the person in relation to piloted ferry operation, but also with regard to the position range that can be assumed by extreme seat adjustment. For example, a restraint system comprising a heel airbag is known from DE 10 2018 118 903 A1. Such a heel airbag is arranged in the footwell of the driver or front passenger, who can sit on seats that can be adjusted accordingly. In the event of a collision, the heel airbag is triggered, causing the airbag to unfold. This results in a shift of the heel impact point, i.e. the position at which the heel and thus the foot is supported towards the body when viewed in the longitudinal direction of the vehicle.Without such a shift of the heel contact point against the longitudinal direction of the vehicle, i.e. towards the rear, the person would only be supported later towards the front of the vehicle, which means that the shift towards the rear allows for earlier support, which, for example, prevents the person from diving through the lap belt while lying down.

[0005] The invention is based on the problem of providing an improved heel airbag that can be easily mounted on the vehicle.

[0006] To solve this problem, the invention proposes a heel airbag for a motor vehicle, comprising a carrier element, an airbag module arranged on a front side of the carrier element and a cover fastened to the carrier element and covering the airbag module, wherein the rear side of the carrier element has a three-dimensional form-fitting structure for connection to a three-dimensional body structure of the motor vehicle in the assembly position.

[0007] The heel airbag according to the invention is a multi-part unit consisting of a carrier element, an airbag module, and a cover secured to the carrier element and protecting the airbag module, such that the airbag module is sandwiched between the carrier element and the cover. The carrier element is provided on its rear side facing away from the airbag module with a three-dimensional form-fitting structure, which is a negative image of a three-dimensional body structure, i.e., the body geometry to which the heel airbag is to be positioned and secured. The body structure can, for example, have one or more depressions or ribs or the like in this area, i.e., a structure that deviates geometrically from a flat surface.The form-fit structure of the support element is a negative image of this three-dimensional body structure, which means that the support element, and thus the heel airbag, can be easily joined to the three-dimensional body structure during assembly. The form-fit structure therefore engages the body structure in a form-fitting and, if necessary, force-fitting manner, so that the heel airbag is fixed in its position via this engagement. It is therefore sufficiently securely connected to the body or positioned on it without the need for additional specific connecting elements. Alternatively or additionally, it is of course possible to clip the support element to the vehicle structure. A form-fit structure is not absolutely necessary in this case, but both mounting variants can also be implemented together.

[0008] During installation, the heel airbag simply needs to be inserted into the corresponding body position with a positive fit. This allows for a very quick and easy, yet sufficiently stable, installation of the heel airbag on the body, without the need for various specific connecting or fastening elements such as retaining screws, retaining clips, locking elements, or similar.

[0009] The support element itself is preferably a foam element, i.e., it consists of a foamed plastic. This is advantageous for several reasons. Firstly, using a suitable mold, the required, sometimes more complex, three-dimensional form-fitting structure can be easily formed on the back of the support element. Naturally, if necessary, a corresponding receiving geometry for the arrangement of the airbag module to be positioned at the front, as well as any cover, can also be created. Secondly, the foam element can also provide a damping function, i.e., it is a passive padding that, in its normal position, contributes to occupant protection.

[0010] As described, the airbag module is provided with a cover, which protects it. Such a cover is preferably a plastic film, which is dimensioned accordingly so that the airbag module is completely covered. Welding it into the plastic film is also conceivable. Since the airbag module is also a flat assembly after the airbag is folded into the basic position, this results in a flat structure, consisting of the relatively thin support element, which for example has a rectangular basic shape, the flat but flat airbag module and the likewise flat cover or plastic film. This is therefore a flat overall unit, which can therefore be easily integrated in the footwell without disadvantageously reducing the size of the footwell in any way. The airbag module can have a housing with the airbag, which can be accommodated therein, for examplefolded, which housing is integrated into the carrier element. Instead of a plastic film, the use of a fabric, a nonwoven fabric, or the like is also conceivable. The airbag module can be secured to the carrier element via the cover. Alternatively, the airbag module can be attached to the carpet or the body.

[0011] The cover itself, which is lifted from the carrier element to which it is attached when the airbag is deployed, can be attached to the carrier element or the foam element in a variety of ways. This could include multiple screw, rivet, or snap-on connections, or an adhesive or clamp connection, or an overlapping shell. The selected connection type and the number of possible local connection positions are selected such that a sufficiently stable unit encapsulated by the cover is created for "normal operation," but that the cover can be easily separated from the carrier element in the event of airbag deployment.

[0012] To secure the cover, it is expedient if the cover is connected to the support element along at least two opposing side edges, with which it laterally overlaps the support element. The cover therefore encompasses the support element on two opposite sides, for example on the left and right. The corresponding connections are positioned in this side area, for example in the form of simple plastic rivets placed there, which are, for example, plastic-welded to the support element in the form of a foam body. Alternatively, a fabric or film can be wrapped around it, or a shrink tube can be shrunk on. In a further development of the invention, it is conceivable to equip the cover with a sensor film for detecting damage to the cover.As described, the heel airbag is located in the footwell when installed, which means that it is constantly subjected to a certain amount of stress from the person's feet in the footwell. In the installed position, the heel airbag is covered by a carpet lining the bodywork or vehicle floor, on which the person's feet rest. However, foot movement or, if necessary, support exerts a corresponding load on the cover. If the cover is equipped with a sensor film that can detect, for example, a tear or abrasion of the cover, this information, which is of course passed on to an assigned control device that controls the heel airbag, can be processed accordingly and the user can be informed of the need for replacement or something similar.

[0013] The airbag module itself has a gas generator for its function, which is designed to be as small as possible and whose geometry is designed so that it can be easily integrated. The gas generator is preferably positioned in the upper half, particularly in the upper third of the airbag module, relative to the installation position. This ensures that it is protected against moisture, as a certain amount of moisture is introduced into the footwell via shoes, for example in wet conditions or in winter. In this quasi-upper position, it is also well protected against shocks and vibrations. If necessary, the gas generator can also be positioned just below the upper half or in the lower half. The gas generator can be filled using a gas lance or an external generator.

[0014] In addition to the heel airbag itself, the invention further relates to a motor vehicle comprising a body and at least one heel airbag of the type described above, which is positively connected to a body structure by its form-fitting structure. The motor vehicle according to the invention preferably has such a heel airbag in both the driver and passenger footwells or, if the vehicle is of correspondingly larger dimensions, in all footwells to which correspondingly adjustable seats are assigned and in which the displacement of the heel impact point achievable with the heel airbag according to the invention serves for protective purposes.

[0015] In a further development of the invention, the heel airbag can be covered by a carpet that is not connected to the heel airbag. Such a carpet lines the interior floor as described. It also covers the heel airbag, meaning that the latter is not visible. However, the carpet is not connected to the heel airbag, as the carpet is lifted when the airbag is deployed, ultimately resulting in a relative movement of the carpet to the heel airbag due to the extreme increase in volume of the airbag during deployment. Alternatively, the heel airbag can also be connected to the carpet.

[0016] As described, such a heel airbag allows a relocation or displacement of the heel support point, i.e., the heel support point, relative to the body. This heel support point is located at the transition between the horizontal floor area of ​​the footwell and the body area, which generally slopes upwards. When the airbag is deployed, the airbag, which has a corresponding geometry, creates such an inclined support surface that, like the body wall originally, runs diagonally to the horizontal floor surface. This in turn forms the heel support point, which is essentially shifted towards the rear of the vehicle, in the transition area between the horizontal floor surface and the sloped support surface defined by the deployed airbag.It is conceivable that the airbag could also be used to create a support surface shape that does not correspond to the shape of the body wall, i.e. the firewall, whereby the heel support point can be varied. In order to be able to clearly define this heel support point, a practical further development provides for a hinge-like bending line to be formed on the carpet, running adjacent to a lower end of the heel airbag. This bending line ensures that the carpet, which as described is not connected to the heel airbag, stands up in a defined manner around this bending line when the airbag is deployed. There is no uncontrolled carpet movement; rather, there is a clear transition from the horizontal carpet area that is not positioned over the airbag to the supporting carpet area that is positioned over the airbag like an abutment.This bending or hinge line therefore clearly defines the transition that defines the heel support point. Alternatively, it is also conceivable that the airbag serves only to fill the footwell and as a cushioning element, preventing, for example, the ankle from bending away from the footrest or pedals, or dampening any movement. In this case, the heel support point would remain unchanged.

[0017] The carpet can also be designed with a hinge-like bending line running adjacent to the upper end of the heel airbag. This means that even in the area of ​​the upper end of the inflating airbag, the carpet can be bent around a defined bending line, preventing uncontrolled carpet bulging in this area. In particular, the upper end of the carpet is secured accordingly, preventing it from whipping into the footwell.

[0018] The carpet itself preferably has a carpet layer and a carrier layer applied beneath this, in particular a foam layer, wherein the carrier layer is not provided in the area in which the carpet overlaps the airbag module. The carpet is therefore a multi-layered structure. On the one hand, it consists of the carpet layer, usually a corresponding knitted or woven fabric, and on the other hand, of a carrier layer connected to the carpet layer, usually a foam layer. This carrier layer is relatively stable, so that the carpet itself has a predetermined, three-dimensional shape and, in particular, a defined three-dimensional base shape is defined via the carrier layer, so that the carpet can be laid on the body floor as a more stable structure and can be fixed in position thereon. Separate adhesive bonding or other fastening is generally not carried out.However, this carrier layer is not provided in the area where the carpet overlaps the heel airbag, meaning that only the carpet layer is present in this area. Consequently, a corresponding edge forms where the carrier layer is removed and only the carpet layer remains. This edge area can now serve as a bending line in the sense described above.

[0019] Additionally or alternatively, a strip defining the bending line can be arranged on the carpet and connected to a substructure. This strip, which can also be referred to as a rail or ruler, is placed on the carpet layer after the carpet has been positioned and screwed to the substructure, i.e., the body, using connecting screws, for example. This can also be used to define a corresponding, clear, sharp bending line for the loose carpet layer, of course also in combination with any bending edge defined by the carrier layer.

[0020] Alternatively, it is also conceivable for the carpet to be attached to the substructure via hook-like connections. The carpet layer or the carrier layer can be provided with corresponding locking hooks or similar devices on the underside, which engage in corresponding openings in the substructure, i.e., the body, thus providing appropriate fixation to the substructure, which can be used to define the bending line.

[0021] Finally, it is also conceivable that a linear material recess is provided on the underside of the carrier layer or the carpet layer, defining the bending line. Here, for example, a corresponding longitudinal groove is introduced into the carrier layer, which defines the bending line. In this case, the carpet area that overlaps the heel airbag can also have the carrier layer, but this is weakened accordingly at the bending line, so that ultimately only the carpet layer remains there, which can then be easily bent around the bending line when the airbag is deployed. When the airbag deploys, the carpet is shifted as described, bulging into the footwell. This also causes carpet movement on the right and left sides.To enable this lateral movement to a sufficient extent, the invention further provides that the carpet is covered on one or both long sides, as is usually the case, with one or two trim elements, usually an elongated plastic component, which is arranged on the one hand in the sill area and on the other hand in the area of ​​the center console or formed by the center console itself. The carpet extends with a side section below the trim element in such a way that, when the airbag is deployed, it can be pulled out with the side section under the trim element. When the airbag is deployed, the carpet bulges in the footwell.To prevent this bulging due to carpet tensioning, the invention's design allows for the lateral carpet section(s) to be guided along the lateral side, which are pulled out from under the trim element(s), so that the airbag can also fully unfold in the transverse direction relative to the vehicle. The carpet is therefore neither attached nor otherwise held to the sides; rather, it can be pulled out sideways with the appropriate force resulting from unfolding.

[0022] As an alternative to pulling out the carpet sections below the trim element in this way, it is conceivable for the carpet to be covered with a trim element on one or both long sides, with the carpet extending with a side section below the trim element. In this variant, the carpet is perforated in the area of ​​the trim element to form a tear line. Such a perforation, which is preferably provided in an area below the trim element and thus concealed, enables the carpet to tear open along this perforation and consequently does not prevent further deployment of the airbag, so that the airbag can also fully deploy in the transverse direction.According to a third variant, it is conceivable for the trim element itself, which overlaps the carpet in the side area, to have a flexible section in the area of ​​the end adjacent to the carpet or to be bendable along a bending line. This design results in a targeted deformation of the trim element itself, resulting from the force acting on the trim element when the airbag deploys. A corresponding section of the trim element, either made of flexible material or designed to be bendable along a bending line, is deformed—i.e., raised—when the airbag deploys, so that this section does not impede the tracking of the carpet and thus the airbag deployment in the transverse direction.

[0023] While there are no objects in the passenger footwell to impede the deployment of the airbag, the driver's footwell contains the pedals, which enable piloted driving. To ensure that these pedals do not unduly impede the deployment of the airbag, an expedient development of the invention provides that the airbag, when unfolded, has a shape adapted to that of adjacent pedals. The airbag therefore folds towards the pedals or against them, but is shaped such that its final shape takes the position or geometry of the pedals into account. At least one recess can be formed in the carpet, into which at least one pedal inserts when the airbag is deployed. Of course, several such recesses can also be provided if several pedals are provided, although they can also insert into a common recess.The purpose of this design is to ensure that, in the unfolded state, the upper side of the pedal(s) is virtually flush with the upper side of the upright carpet layer in which the recess is formed. This allows for the formation of a support surface that is as flat as possible, into which the pedal(s) are embedded. The pedal(s) generally have a back side that is as free of edges and points as possible, thus preventing damage to the airbag caused by a pedal during deployment. Further advantages and details of the present invention will become apparent from the exemplary embodiments described below and from the drawings. In the drawings:

[0024] Fig. 1 is an exploded view of a heel airbag according to the invention,

[0025] Fig. 2 is a partial view of a motor vehicle according to the invention with a heel airbag according to the invention in the non-ignited state,

[0026] Fig. 3 the arrangement from Fig. 2 with deployed airbag,

[0027] Fig. 4 a schematic diagram of the formation of a bending line,

[0028] Fig. 5 shows a further schematic diagram for the formation of a bending line,

[0029] Fig. 6 is a schematic diagram of a first possibility for the side section design of the carpet,

[0030] Fig. 7 is a schematic diagram of a second possibility for the side section design of the carpet,

[0031] Fig. 8 is a schematic diagram of a third possibility for the side section design of the carpet, and

[0032] Fig. 9 shows a schematic diagram of the embedding of the pedals in the unfolded protective structure.

[0033] Fig. 1 shows an exploded view of a heel airbag 1 according to the invention. This comprises a carrier element 2, preferably in the form of a foam element, which is therefore made of a foamed, yet sufficiently stable plastic. The carrier element 2 has a rear side 3 provided with a three-dimensional form-fitting structure 4, which here, for example, comprises a step 5 extending across the width of the carrier element 2, which adjoins the otherwise flat underside, and a transverse groove 6. The form-fitting structure 4 shown, or rather its geometry, is merely exemplary; it can also be designed in any other three-dimensional manner. In any case, the form-fitting structure 4 is a negative image of a three-dimensional body structure of the motor vehicle, i.e., the vehicle floor panel to which the heel airbag 1 is to be mounted.The form-fitting structure 4, in conjunction with the body structure, creates a three-dimensional molded engagement, which precisely positions and secures the heel airbag 1 without the need for additional fastening elements. The actual final fixation is then achieved via an overlapping carpet, which will be discussed below.

[0034] The heel airbag 1 further comprises an airbag module 7, comprising a folded airbag 8 and a receptacle 9 for a gas generator 10 along with an associated diffuser tube 11. The airbag module 7 is flat in the folded state, being somewhat smaller than the upper side 12 of the carrier element 2, onto which the flat airbag module 7 is placed. Also shown is a retaining plate 13, which is connected to the gas generator 10 on the one hand and fixed to the body on the other. This retaining plate 13 serves solely to hold or secure the gas generator 10 so that the gas generator 10 remains in position during the ignition process, during which the gas generator 10 generates a high volume of gas, via which the airbag 8 is inflated, and, since it is only operated in the event of a collision, does not slip, thus ensuring complete inflation of the airbag 8.

[0035] Also shown is a cover 14, preferably a plastic film, which may also be equipped with a sensor film. The size of the cover 14 is slightly larger than that of the airbag module 7, so that the cover 14 completely engages over the airbag module 7. On both long sides of the plastic cover 14, a plurality of eyelets 15 are formed which project towards the carrier element 2, wherein the eyelets 15 each laterally engage over a side wall 16 of the carrier element 2 in the assembled position. The cover 14 is attached to the carrier element 2 by means of suitable fastening elements 17, here for example in the form of plastic rivets which are inserted into corresponding openings in the carrier element 2 or are pressed into the carrier element. For this purpose, the plastic rivets are welded, for example, to the plastic material of the carrier element 2.

[0036] Overall, the heel airbag 1 has a very flat structure when the parts are assembled. The three-dimensional rear geometry, i.e., the form-fitting geometry 4, of the support element 2 ensures secure and precisely positioned installation on the body. The support element 2, as described, preferably a foam element, is sufficiently stable so that it can be loaded when the airbag 8 is deployed and does not change its shape. Furthermore, it also offers a certain damping function, particularly as a result of the given foam structure.

[0037] Fig. 2 shows a schematic diagram of the assembly situation of the heel airbag 1. Shown is a section of a motor vehicle 18 according to the invention, comprising a body 19, wherein the body 19 has a horizontal body section 20 and a body section 21 extending diagonally upwards therefrom. This has a three-dimensional body structure 22, here in the form of a step 23, comparable to the step 4 of the support element 2. Of course, a corresponding elongated projection can also be part of the body structure 22, corresponding to the groove 6 of the support element 2 and the like. The body structure 22 is therefore a positive image of the form-fitting structure 4.As can be seen, the support element 2, with its form-fitting structure 4, engages in a form-fitting manner with the body structure 22, which naturally also includes the body area corresponding to the large rear section of the support element 2, whereby the heel airbag 1 is precisely positioned via this form-fitting engagement. Also shown are the airbag module 7 and the cover 14. Furthermore, a carpet 24 is shown, which covers the body 19, i.e., the interior floor. This consists, on the one hand, of an upper carpet layer 25 and, firmly connected to it, a relatively stiff or stable support layer 26, which gives the carpet 24 stability and shape. The support layer 26 extends only as far as an edge 27, over which a bending line is formed, which will be discussed further below.Up to the edge 27, the carpet layer 25 runs unsupported, particularly in the area where the carpet 24 and thus the carrier layer 25 overlaps the heel airbag 1. At the upper end, the carrier layer 26 is present again and, consequently, the carpet 24 is stable again; the carpet layer 25 is fixed.

[0038] Fig. 2 shows the airbag 7 in the folded state. In the event of a collision, ignition occurs via the gas generator 10, the airbag 7 is inflated and increases in volume. Its shape is specifically predetermined. The increase in volume causes the carpet layer 25, which rests loosely on the heel airbag 1, to bulge, as shown in Fig. 3. This means that when the airbag 7 is inflated, on the one hand, the cover 14 is released or torn out of its attachment to the carrier element 2 and taken along, but on the other hand, the loose carpet layer 25 is also moved. This pivots about a bending line 28, which is formed by the edge 27, and in a similar way about an upper bending line, which arises in the region of the transition between the carpet layer 25 and the carrier layer 26, although this is not shown in detail.Along this bending line 28, which extends transversely through the footwell in the transverse direction of the vehicle, a defined position is defined for the heel support point, at which the heel of a person sitting in an adjacent seat is supported in the event of a collision. The loose carpet layer 25 consequently pivots around this bending line 28, so that, also resulting from the geometry of the airbag 7, a corresponding support surface 29 is created, on which the person's foot is supported. The heel support point, which according to Fig. 2 is positioned further forward in the longitudinal direction of the vehicle in the unignited state and corresponds to the transition from the horizontal to the diagonally positioned carpet section, is therefore significantly shifted towards the interior of the vehicle. Fig. 4 shows an additional possibility for forming the bending line 28. Here, in addition to the edge 27, a strip 29 is screwed to the body 19 by means of suitable fastening elements 30.This strip 29 also extends transversely across the carpet 24. The front edge of the strip, in this case in conjunction with edge 27, defines the corresponding bending line. With this variant, it would not be absolutely necessary to remove the carrier layer 26 in the area where it overlaps the heel airbag 1.

[0039] Additionally, the possibility of forming a groove-like material recess 31 on the carpet layer 25 is indicated here, again to support or form the bending line 28, whereby this material recess 31 is optional or alternative to the use of a strip 29. The material recess can also be provided on the carrier layer 26 if one is present in the area of ​​the desired bending line.

[0040] Fig. 5 shows a design in which several locking elements 32 are provided or protrude on the underside of the carpet 24 or the carpet layer 25, respectively, which snap into corresponding openings 33 in the body 19. This, again in addition to the edge 27, defines the bending line 28 after the carpet 24 is secured to the body via this locking or snap-in connection. Alternatively, the locking elements can also be provided on the carrier layer, if one is present.

[0041] Fig. 6 shows a section of the motor vehicle 1, wherein the carpet 24 with its side sections 34, 35 is positioned under elongated trim elements 36, 37, for example sill or center console trim or the like, i.e. the trim elements 36, 37 cover the side sections 34, 35. A sufficient amount of carpet material is provided under the trim elements 36, 37, possibly folded, which, as the arrows P show, is pulled out from under the trim element 34, 35 when the airbag 7 is deployed. This means that material is fed in laterally and, as a result, the airbag 7 is fully deployed in the transverse direction of the vehicle. This means that the airbag 7 can fully deploy; the carpet 24 does not impede this deployment in the transverse direction, nor in the vertical direction.Preferably, only the carpet layer 25 is present in the area of ​​the side sections 34, 35, so that the side sections 34, 35 are sufficiently flexible.

[0042] Fig. 7 shows a comparable arrangement on the part of the motor vehicle 1, in which the carpet 24 is again overlapped by the trim elements 36, 37 in the region of the side sections 34, 35. In this embodiment, each trim element 36, 37 has a quasi-inner section 38, 39, which is either made of a more flexible material than the rest of the trim element 36, 37, or which is designed to be foldable along a bending line. If the airbag 7 unfolds, the corresponding section 38, 39 is pivoted upward, as the arrows P in Fig. 7 show, so that it does not impede the movement of the corresponding side section 34, 35 and the airbag 7 can also unfold completely in the transverse direction. Here, too, only the carpet layer 25 can be present in the region of the side sections 34, 35, but not the carrier layer 26.

[0043] Fig. 8 finally shows a section of the motor vehicle 1, in which the carpet 24 is provided with a perforation 40, 41 in the region of its side sections 34, 35, for example in the form of longitudinal slits or the like. The respective perforation 40, 41 is located below the corresponding trim element 36, 37 and is therefore not visible. When the airbag 7 unfolds, the carpet 24 tears open along the perforations 40, 41, i.e., the side section 34, 35 overlapped by the trim element 36, 37 is severed or torn off and does not impede the unfolding movement. Here, too, only the carpet layer 25 can be present in the region of the side sections 34, 35, but not the carrier layer 26.

[0044] Finally, Fig. 9 shows a section of the vehicle with the airbag deployed. Also shown are two pedals 42, 43, below which the heel airbag 1 is arranged and deploys. Recesses 44, 45 are formed on the carpet 24 and possibly also in the deployment geometry of the airbag 7, into which the pedals 42, 43 are inserted when the airbag 7 or the carpet 24 folds against the pedals 42, 43 from below. The pedals 42, 43, which have virtually flat surfaces, are inserted and embedded in such a way that a closed or flat surface is created over the carpet 24 and the pedal surfaces. This means that the pedals or pedal geometry is taken into account with regard to the formation of the support surface and consequently the carpet 24, and possibly also the airbag 7, have a quasi negative form of the pedals, so that a homogeneous support surface is produced.

Claims

Patent claims 1. Heel airbag for a motor vehicle, comprising a carrier element (2), an airbag module (7) arranged on a front side (12) of the carrier element (2) and a cover (14) fastened to the carrier element (2) and covering the airbag module (7), wherein a rear side (3) of the carrier element (2) has a three-dimensional form-fitting structure (4) for connection to a three-dimensional body structure (22) of the motor vehicle in the assembled position.

2. Heel airbag according to claim 1, characterized in that the carrier element (2) is a foam element.

3. Heel airbag according to claim 1 or 2, characterized in that the cover (14) is a plastic film, a woven fabric or a nonwoven.

4. Heel airbag according to one of the preceding claims, characterized in that the airbag module (7) is fixed via the cover (14) fastened to the carrier element (2).

5. Heel airbag according to one of the preceding claims, characterized in that the cover (14) is connected to the carrier element (2) via several screw, rivet or snap connections (17) or an adhesive or clamp connection.

6. Heel airbag according to claim 5, characterized in that the cover (14) is connected to the support element (2) along at least two side edges with which it laterally overlaps the support element (2).

7. Heel airbag according to one of the preceding claims, characterized in that the cover (14) is provided with a sensor film for detecting damage to the cover (14).

8. Heel airbag according to one of the preceding claims, characterized in that the airbag module (7) has a gas generator (10) which, with respect to the mounting position, is positioned in the upper half, in particular in the upper third of the airbag module (7).

9. Motor vehicle, comprising a body (19) and at least one heel airbag (1) according to one of the preceding claims, which is connected with its form-fitting structure (4) in a form-fitting manner to a body structure (22).

10. Motor vehicle according to claim 9, characterized in that the heel airbag (1 ) is covered by a carpet (24) which is not connected to the heel airbag (1 ) or which is connected to the heel airbag (1 ).

11. Motor vehicle according to claim 10, characterized in that a hinge-like bending line (28) is formed on the carpet (24) and runs adjacent to a lower end of the heel airbag (1).

12. Motor vehicle according to claim 11, characterized in that a hinge-like bending line is formed on the carpet (24) adjacent to an upper end of the heel airbag (1).

13. Motor vehicle according to claim 11 or 12, characterized in that the carpet (24) has a carpet layer (25) and a carrier layer (26), in particular a foam layer, applied underneath this, wherein the carrier layer (26) is not provided in the area in which the carpet (24) overlaps the airbag module (7).

14. Motor vehicle according to one of claims 11 to 13, characterized in that a strip (29) defining the bending line (28) is arranged on the carpet (24) and is connected to a substructure, or that the carpet (24) is connected via hook-like connections (32) is fixed to the substructure, or that a linear material recess (31) defining the bending line (28) is provided on the underside of the carrier layer (26) or the carpet layer (25).

15. Motor vehicle according to one of claims 10 to 14, characterized in that the carpet (24) is covered on one or both longitudinal sides with a covering element (36, 37), the carpet (24) extending with a side section (34, 35) below the covering element (36, 37) in such a way that it can be pulled out with the side section (34, 35) under the covering element (36, 37) when the airbag (8) is deployed.

16. Motor vehicle according to one of claims 10 to 14, characterized in that the carpet (24) is covered on one or both long sides with a covering element (36, 37), wherein the carpet (24) extends with a side section (34, 35) below the covering element (36, 37), wherein the carpet (24) is perforated in the region of the covering element (36, 37) to form a tear line, or wherein the covering element (36, 37) has a flexible section (38, 39) in the region of the end lying against the carpet (24) or has a section (38, 39) that can be bent open via a bending line.

17. Motor vehicle according to one of claims 9 to 16, characterized in that the airbag (8) in the unfolded state has a shape adapted to an adjacent pedal assembly.

18. Motor vehicle according to one of claims 9 to 17, characterized in that at least one recess (44, 45) is formed on the carpet (24), into which at least one pedal (42, 43) is inserted when the airbag (8) is deployed.

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