A vehicle trim assembly

Abstract

A vehicle trim assembly (100, Figure 1) comprising a static part (110, Figure 1) with a volume that can house an airbag 150; and a lid 120 that is releasably fixable to the static part (110, Figure 1)

Description

TECHNICAL FIELD The present disclosure relates to a vehicle trim assembly. Aspects of the invention relate to a 5 vehicle trim assembly and a vehicle. In particular, but not exclusively, the disclosure relates to a vehicle trim assembly for deployment of an airbag. BACKGROUND It is known within a vehicle to provide occupant airbags which deploy in the event of a collision 10 to offer a level of occupant protection. It is also known to hide airbags behind components to ensure they are kept away from interference. In those examples the components are arranged to move to facilitate airbag deployment. SUMMARY OF THE INVENTION 15 Aspects of the invention are defined in the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: 20 Figure 1 shows a perspective view of a vehicle trim assembly in accordance with an embodiment of the invention, viewed from a vehicle passenger compartment; Figure 2 shows a perspective view of a vehicle trim assembly in accordance with an embodiment of the invention, viewed from the rear; Figure 3 shows a cross-sectional view of a vehicle trim assembly in accordance with an 25 embodiment of the invention; Figure 4 shows a perspective view of a vehicle trim assembly releasable fixing in accordance with an embodiment of the invention; Figure 5a shows a cross-sectional view of a vehicle trim assembly releasable fixing at the prerelease stage, in accordance with an embodiment of the invention; Figure 5b shows a cross-sectional view of a vehicle trim assembly releasable fixing during release, in accordance with an embodiment of the invention; Figure 5c shows a cross-sectional view of a vehicle trim assembly releasable fixing post release, in accordance with an embodiment of the invention; 5 Figure 6a shows a perspective view of a vehicle trim assembly in accordance with an embodiment of the invention, viewed from the rear; Figure 6b shows a perspective view of a vehicle trim assembly in accordance with an embodiment of the invention, viewed from the rear; Figures 7a to 7g show perspective views of a vehicle trim assembly in accordance with an 10 embodiment of the invention, viewed from the interior of a vehicle; and Figure 8 shows a vehicle in accordance with an embodiment of the invention. DETAILED DESCRIPTION C\j Referring to Figures 1. 2 and 3. in an embodiment of the invention there is a vehicle trim 15 assembly 100 for permitting, deployment of an airbag 150. In the present embodiment the 1 vehicle trim assembly 100 is a D-pillar trim assembly, but the inventive concept is not limited 1— to this assembly and may be suitable for other vehicle trim assemblies in proximity to an airbag 150. The vehicle trim assembly 100 provides an aesthetically desirable A-surface within the vehicle cabin and also provides a concealed package volume for vehicle components to be 20 attached to the vehicle 300. In the present embodiment an airbag 150 is present in the concealed package volume. Disclosed herein is a vehicle trim assembly 100 comprising: a static trim part 110 arranged to define a volume to house at least part of the airbag 150; and a lid 120 arranged to releasably fix to the static trim part 110, wherein on deployment of the airbag 150, a force applied to the 25 lid 120, causes the lid 120 to release from the static trim part 110, wherein the lid 120 comprises a stiffening element 122 arranged to control motion of the lid 120 during release from the static trim part 110. By static it will be understood that the static trim part 110 remains in a relative fixed position to the vehicle body during and after deployment of the airbag 150. In an example embodiment the static trim part 110 comprises an A-surface component 112 30 and a B-surface component 114 connected to each other as shown in figure 2. Advantageously, the static trim part 110 may be arranged to conceal and separate any metallic part from the airbag 150 and the vehicle 300 occupants. Advantageously, this embodiment allows successful airbag 150 deployment where dimensional constraints of the vehicle 300 require the airbag 150 to be positioned behind for example, a pillar trim such as a vehicle d-pillar. This is advantageous where the D-pillar trim material is required to be too stiff to deform to permit deployment of the airbag 150 as per 5 known hidden airbag systems. The stiffening element 122 of the lid 120 is arranged so that on deployment of the airbag 150 the stiffening element 122 contributes to controlling motion of the lid 120. This enables control of the motion of the lid 120 away from vehicle occupants as shown in Fig 6a-6b and Fig 7 a-7g. 10 In some embodiments the lid 120 may be releasably fixed to the static trim part 110 using at least three releasable fixings 130. The use of at least 3 releasable fixings 130 ensures that the lid 120 is fixed to the static trim part 110 in a stable manner and is unable to rock around a single fixing axis. In an embodiment of the invention there is a vehicle trim assembly 100 for permitting deployment of an airbag 150, the trim assembly comprising: a static trim part 110 arranged to define a volume to house at least part of the airbag 150; and a lid 120 arranged to releasably fix to the static trim part 110, wherein on deployment of the airbag 150, a force applied to the lid 120, causes the lid 120 to release from the static trim part 110, wherein the lid 120 is releasably fixed to the static trim part 110 using at least three releasable fixings 130 positioned so that on deployment of the airbag 150 the releasable fixings 130 release in an order to control motion of the lid 120. The at least three releasable fixings 130 are arranged so that on deployment of the airbag 150 they release in a specified order contributing to controlling motion of the lid 120. It may be desirable to ensure the direction of motion of the lid 120 on deployment is away from an 25 occupant. The motion of the lid during deployment is described below in relation to Fig 6a-6b and Fig 7a-7g. In some embodiments the lid 120 may comprise a stiffening element 122. Advantageously, the stiffening element 122 may be positioned so that on deployment of the airbag 150 the stiffening element 122 controls motion of the lid 120 in collaboration with the releasable fixings 30 130. The stiffening element 122 may comprise one or more ribs 124. Advantageously this may allow additional stiffness to be incorporated into the lid 120 during the lid 120 manufacturing process and avoid the need for additional stiffening components which need secondary tooling to produce and secondary joining operations to join to the lid 120. The stiffening element 122 may comprise a local reinforcing component 126. Advantageously this may allow the local reinforcing component 126 to be made of a different material to the lid 120 or be of a more complex dimensional nature. The local reinforcing component 126 may then be joined to the lid 120 by a secondary joining operation. The local reinforcing component 5 126 may be joined to the lid 120 by means of ultrasonic welding. In some embodiments, as shown in figures 4, 5a, 5b and 5c, the releasable fixings 130 may comprise of first interlocking fixings 132 and second interlocking fixings 134, wherein the first interlocking fixings 132 are inserted into the static trim part 110 and the second interlocking fixings 134 are inserted into the lid 120 and wherein the first interlocking fixings 132 consist of 10 a male interlock 136 and the second interlocking fixings 134 consist of a female interlock 138. The inventive concept may also operate equally well with the male interlock 136 being fitted to the lid 120 and the female interlock 138 being fitted to the static trim part 110. The first interlocking fixings 132 may be inserted into holes in the static trim part 110 and may be retained by virtue of splaying deformable legs 144. The male interlock 136 of the first 15 interlocking fixing 132 may consist of a spherical protrusion 140 preceded by an undercut condition 146 at the interface between the spherical protrusion 140 and the body of the first C\l interlocking fixing 132, as shown in figure 5a. The second interlocking fixings 134 may be, for example, press fitted into or slid into the lid 120. The female interlock 138 of the second interlocking fixings 134 may comprise of a bore preceded by a counterbored lead in 154. The 00 20 bore may have an annular protruding shoulder 142 at the interface between the bore and counterbored lead in 154, as shown in figure 5c. As shown in Figure 5a, when the second interlocking fixings 134 are pushed over the first interlocking fixings 132 the male interlock 136 and female interlock 138 may form an interference fit to retain the lid 120 to the static trim part 110 during normal operation. This 25 may be achieved by the undercut 146 of the spherical protrusion 140 of the first interlocking fixings 132 cooperating with the annular protruding shoulder 142 of the second interlocking fixings 134, forming a collaborative retaining feature. During airbag 150 deployment, the force applied to the lid 120 by the airbag 150 in conjunction with the material characteristics of the releasable fixings 130 may allow a controlled amount 30 of compression and elastic deformation of the releasable fixings 130 allowing the female interlock 138 to exit the male interlock 136 as shown in figure in 5b and allowing the lid 120 to move away from the static trim part 110 as indicated by arrow 170. It may be desirable during separation that the first interlocking fixings 132 remains attached to the static trim part 110 and the second interlocking fixings 134 remain attached to the lid 120 35 as shown in figure 5c. Advantageously the use of first and second interlocking fixings 134 may allow for separation of the lid 120 from the static trim part 110 without permanent damage to either the first or second interlocking fixings 132 and 134, the static trim part 110 or the lid 120. It may be advantageous for the second interlocking fixing inserted into the lid 120 and consisting of a 5 female interlock 138, to refrain from having sharp corners or protrusions such that during motion of the lid 120 once released from the static trim part 110 it is less likely to damage any surrounding components it may come into contact with. Advantageously, the use of a male and female interlock 138 joint may allow for local tuning of the retention / release loads to ensure successful joining / separation of the female interlock 138 10 from the male interlock 136 dependent on airbag 150 applied loads. Figures 6a and 6b show perspective views, from the rear of a vehicle exterior, of the vehicle trim assembly 100 at different time intervals during inflation of the airbag 150 according to an embodiment of the invention. Figure 6a shows an initial stage of airbag 150 inflation. During the initial stage, the airbag 150 applies a force to the lid 120 which is primarily transferred to 15 the upper releasable fixings 130, causing separation of upper first interlocking fixing fixings 132 and upper second interlocking fixings 134. Motion of the lid relative to the static trim part C\l B surface component 114, is indicated by arrow 180. At this initial stage of airbag 150 deployment the lower releasable fixings 130 may remain engaged between lid 120 and static trim part B surface component 114. The stiffening element 122 of the lid 120 contributing to 00 20 control motion of the lid 120 during release from the static trim part 110. In an alternative embodiment the at least three releasable fixings 130 are positioned so that on deployment of the airbag 150 the releasable fixings 130 release in an order to control motion of the lid 120. Figure 6b shows full deployment of the airbag 150. At this stage of airbag 150 deployment the 25 lid 120 is fully separated from static trim part B surface component 114, all releasable fixings 130 having separated. Arrows 190 and 192 identify the relative movement of the lid between an airbag 150 non-deployed condition and an airbag 150 fully deployed condition. As shown in Figure 6b, the static trim part 110 and the lid 120 may be connected to each other by a tether 160, and wherein upon activation of the airbag 150 and release of the lid 120 from 30 the static trim part 110, the tether 160 restrains the lid 120 at a maximum displacement limit. As the lid 120 is released from the static trim part 110 by a force exerted by deployment of the airbag 150 it may be important that the extent of the deployed lid 120 travel is limited and controlled. A tether 160 secured to the lid 120 at one end and a fixed point at the other end may enable a means of achieving this. In other embodiments the lid comprises the tether. The tether 160 may comprise a nylon material. Other materials may be useful. Figures 7a to 7g show perspective views, from a vehicle interior, of the vehicle trim assembly 100 at different time intervals during inflation of the airbag 150 according to an embodiment of the invention. 5 Figure 7a shows the vehicle trim assembly 100 prior to airbag 150 inflation. Figure 7b shows the vehicle trim assembly 100 at an initial, stage 1 of airbag 150 deployment. Airbag 150 applying a force to the upper region of the vehicle trim assembly 100. Lid 120 partially releasing from static trim part 110, the upper releasable fixings 130 having released. The lid 120 demonstrating initial stages of a controlled bending motion due to the action of the 10 force applied by airbag 150 to the upper region of the vehicle trim assembly, the lower releasable fixings 130 retaining the lid 120 locally, and the action of stiffening element 122 arranged to control motion of the lid 120 during release from the static trim part 110. Alternatively, the at least three releasable fixings 130 releasing in an order to control motion of the lid 120. ^-15 Figure 7c-e show the vehicle trim assembly 100 at a stage 2, 3 and 4 of airbag 150 C\j deployment. Progressive, increased controlled distortion or bending of the lid 120 occurs with respect to stage 1 due to further inflation of airbag 150 and the continued retention of the lid 120 to the static trim part 110, by the lower releasable fixings 130. co Figure 7f shows the vehicle trim assembly 100 at a stage 5 of airbag 150 deployment. Further 1 20 inflation of the airbag 150 causing the lower releasable fixings 130 to separate. Figure 7g shows the vehicle trim assembly 100 at a final stage 6 of airbag 150 deployment. Airbag 150 is fully inflated, lid 150 fully separated from static trim part 110 and retained at this stage by tether 160 as shown in Fig 6b. The force required to be exerted by the airbag 150 at each releasable fixing to cause the lid 25 120 to release from the static trim part 110 may be between 60N and 140N. A force of between 80N and 120N may be particularly beneficial. 100N may be preferable. The force required may need to balance the requirements to robustly retain the lid 120 to the static trim part 110 during normal vehicle 300 operation but allow the lid 120 to release from the static trim part 110 during airbag 150 deployment. 30 Fig 8 shows an example of a vehicle 300 which may comprise a vehicle trim assembly 100 as described.

Claims

1. A vehicle trim assembly (100) for permitting deployment of an airbag (150), the trim assembly comprising:5 a static trim part (110) arranged to define a volume to house at least part of theairbag (150); anda lid (120) arranged to releasably fix to the static trim part (110), wherein on deployment of the airbag (150), a force applied to the lid (120), causes the lid (120) to release from the static trim part (110),10 wherein the lid (120) is releasably fixed to the static trim part (110) using atleast three releasable fixings (130) positioned so that on deployment of the airbag (150) the releasable fixings (130) release in an order to control motion of the lid (120),wherein the releasable fixings (130) comprise first interlocking fixings (132) inserted into the static tnm part (110) and second interlocking fixings (134) inserted15 into the lid (120) such that on release of the releasable fixings (130) the first interlockingfixings (132) remain attached to the static trim part (110) and the second interlocking fixings (134) remain attached to the lid (120).00I-2. A vehicle trim assembly (100) according to claim 1, wherein the lid (120) comprises a20 stiffening element (122).

3. A vehicle trim assembly (100) according to claim 1 or 2, wherein the stiffening element(122) comprise one or more ribs (124).25 4. A vehicle trim assembly (100) according to any preceding claim, wherein the stiffeningelement (122) comprises a reinforcing component (126) joined to the lid (120) by a secondary joining operation.

5. A vehicle trim assembly (100) according to claim 4, wherein the reinforcing component 30 (126) is joined to the lid (120) by means of ultrasonic welding.18 11 246. A vehicle trim assembly (100) according to any preceding claim, wherein the static trim part (110) and the lid (120) are connected to each other by a tether (160), and wherein upon activation of the airbag (150) and release of the lid (120) from the static trim part5 (110), the tether (160) restrains the lid (120) at a maximum displacement limit.

7. A vehicle trim assembly (100) according to claim 6, wherein the tether (160) comprises a nylon material.10 8. A vehicle trim assembly (100) according to any preceding claim, wherein the firstinterlocking fixings consist of a male interlock (136) and the second interlocking fixings (134) consist of a female interlock (138).

9. A vehicle trim assembly (100) according to preceding claim, wherein the force required 15 to be exerted by the airbag (150) at each releasable fixing (130) to cause the lid (120) to release from the static trim part (110) is in the range of 60N to 140N.

10. A vehicle (300) comprising the vehicle trim assembly (100) according to any preceding claim.

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