Air bag for vehicle, preferably, opw air bag

Abstract

To provide an air bag which is configured to be set from a non-expansion state to an expansion state so as to protect an occupant of a vehicle.SOLUTION: An air bag has at least two fabric layers connected to each other, of a central inflow region where a first air bag chamber is formed, and at least two wing regions extending in a radial direction from the inflow region, where second air bag chambers are formed. As a result, during expansion operation of the air bag, first, gas flows into the central inflow region, subsequently, the gas can flow into each of the wing regions from the central inflow region. Distal end parts of the at least the two wing regions are connected to each other through a flat tension imparting element. As a result, the distal end parts are moved in an axial direction so as to be separated from the central inflow region during the expansion operation of the air bag, and in the expansion state of the air bag, tension is applied to the flat tension imparting element in the radial direction with an axial distance from the central inflow region.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to an airbag, preferably an OPW airbag, configured to be set from a non-inflated state, e.g. a folded or crushed state, to an inflated state, e.g. a deployed state, in which the airbag can achieve its protective effect, in order to protect an occupant of a vehicle, such as an automobile or commercial vehicle, by an inflation action. [Background technology]

[0002] Such airbags used in vehicles can be manufactured in a variety of ways and are, for example, called OPW airbags, Cut & Sew airbags or Cut, Seal & Sew airbags, depending on the manufacturing method.

[0003] OPW airbags, so-called tubular airbags, are one-piece woven airbags or airbags, while Cut&Sew airbags or Cut, Seal&Sew airbags are obtained by cutting several pieces of fabric, gluing them together and then sewing them together.

[0004] Such airbags are widely used as part of vehicle restraint systems to protect vehicle occupants from impact with components of the vehicle structure, such as the steering wheel, dashboard, door frames, etc.

[0005] Such restraint systems in the form of OPW airbags or airbag systems having conventional airbags manufactured using the Cut & Sew or Cut, Seal & Sew process are actively activated when required and are widely known as active restraint systems in vehicles such as automobiles.

[0006] Airbags are designed differently depending on the type and place of use. Various types of airbags are known from the state of the art, for example in the form of driver and passenger airbags, side airbags, far side airbags, head airbags, knee airbags, window airbags, etc. The so-called far side airbags, also known as front center airbags, are located, for example, on the driver's side of a motor vehicle facing the passenger seat.

[0007] Driver or passenger airbags used for frontal impact protection are usually installed on the steering wheel of the vehicle, either in front of the driver or behind the instrument panel for the other front seat passenger (passenger). In addition to frontal impact protection, airbags are also used to protect against side impacts. For example, the aforementioned side airbags, such as curtain airbags, side airbags in the seats or door trims, etc. are also provided. In particular, curtain airbags or special side airbags are generally installed along the roof side rails, i.e. the roof structure of the vehicle body, where they deploy to form an energy absorbing structure between the head and upper body of the occupant and the interior components of the vehicle.

[0008] In the event of an accident or imminent accident, sensors installed in the vehicle measure abnormal deceleration of the vehicle. For example, within milliseconds, gas is supplied to the airbag to set the airbag from a non-inflated, i.e., folded or collapsed, state to an inflated state during the inflation operation. This is accomplished by a device such as a gas generator, commonly referred to as an "inflator." The inflated airbag cushions the vehicle occupant from the forces of the collision.

[0009] In addition to the OPW method mentioned above, airbags are also often manufactured in a somewhat more complicated manner using the Cut & Sew or Cut, Seal & Sew methods mentioned above.

[0010] In particular, the Cut & Sew method involves only cutting pieces of fabric forming the fabric layers into the desired shape, overlapping them on top of each other, and sewing them together to form the airbag, the so-called Cut & Sew airbag.

[0011] Known airbags manufactured for this purpose using the Cut, Seal & Sew method are complex solutions and are produced with a high manufacturing effort, for example by cutting two or more identical or partially identical or different manufactured parts out of a flat fabric coated with silicone, spraying the edges with a sealing compound, for example in the form of circumferential beads, then overlapping the two or more fabric parts on top of each other and then bonding the parts. Furthermore, the fabric layers thus formed are provided with seams to ensure sufficient strength of the adhesive seams.

[0012] In the case of airbags manufactured using the Cut & Sew method and airbags manufactured using the Cut, Seal & Sew method, additional components such as catch straps, flaps, etc. may also have to be sewn in a further process step for molding (with or without sealant).

[0013] Thus, the Cut & Sew and Cut, Seal & Sew processes are more time consuming and / or expensive than the OPW process, and often require numerous manual process steps.

[0014] In order to increase the airbag or the protective effect of the airbag, for example, when designing the airbag, especially in the frontal protection area (driver's airbag, passenger airbag, etc.), the approach is taken to design the airbag with a larger airbag depth and with a larger contact or impact surface that the occupant hits in the event of a crash. Up to now, it is known from the prior art that the airbag is balloon-shaped, which requires a higher airbag volume. However, a larger airbag volume requires a larger gas generator and therefore necessarily requires more installation space in the vehicle, which is contrary to the design specifications of the airbag design.

[0015] The ever-increasing demands on airbags and airbags, particularly in the area of ​​driver airbag or frontal protection in connection with driver airbags, not only require an increase in the depth of the airbag or airbag, i.e. an increase in the distance between the front surface or impact surface of the inflated airbag and the steering wheel, but at the same time also the largest possible impact surface or contact surface for the front surface of the airbag.

[0016] According to the prior art, an increase in the depth of the airbag can only be achieved in conjunction with an increase in the volume of the airbag or the airbag, whereby the above-mentioned balloon-shaped airbag design is mainly used for this purpose. The balloon-shaped airbag design offers the advantage that a large contact or impact surface can be realized as the front surface of the airbag, whereby the airbag volume that can be filled with gas can be kept at least to some extent low due to the tapered shape of the airbag in the direction of the steering wheel.

[0017] As already mentioned, a larger airbag or airbag volume also requires a larger gas generator and necessarily more installation space within the vehicle, which is generally a problem under traditional installation space requirements since airbags have required smaller installation spaces.

[0018] Due to their design, the contact or impact surfaces of conventional driver airbags or driver airbags are often convex, i.e. curved outward, which is particularly disadvantageous in that in the event of a front or side impact accident, the occupant may strike and slide over the edge area of ​​the contact surface, reducing the protective effect of the airbag or airbag. Summary of the Invention [Problem to be solved by the invention]

[0019] It is therefore an object of the present invention to provide an airbag, preferably an OPW airbag, which is able to at least partially avoid or at least reduce the disadvantages known from the prior art, preferably the present invention intends to provide an airbag which is nevertheless able to achieve an increased protective effect for the occupant at a low airbag volume, preferably which is able to provide a contact or impact surface which provides a good protective effect at a lower airbag filling volume. [Means for solving the problem]

[0020] This object is solved by an airbag having the features of claim 1. Further advantageous embodiments and modifications of the invention are evident from the dependent claims.

[0021] The airbag according to the present invention is preferably a woven OPW airbag configured to be moved, for example by inflation action by a gas generator, from an uninflated state, e.g. a folded or collapsed state, to an inflated or deployed state in which the airbag can achieve a protective effect for the vehicle occupant, for protecting the vehicle occupant. The airbag according to the invention has at least two fabric layers, preferably two or three fabric layers in a specific area, and / or three fabric layers in a specific area, connected to each other in such a way that a central inflow region forming a first airbag chamber and at least two wing regions extending away from the inflow region or extending radially to form respective second airbag chambers are formed, such that during inflation of the airbag gas can first flow into the central inflow region and then from the central inflow region into the respective wing regions, wherein distal end portions of the at least two wing regions are connected to each other via a flat, e.g. circular or square, tensioning element, such that the distal end portions move in the depth direction of the airbag away from the inflow region or move axially away from the central inflow region during inflation of the airbag, and stretch the flat tensioning element in the depth direction or tension it radially away from the inflow region or axially away from the central inflow region in the inflated state of the airbag.

[0022] Preferably, the airbag or gas bag / airbag according to the invention is designed as a three-layer OPW airbag, at least in the areas where the airbag should have a particularly high stiffness and stability in order to be able to stretch the tensioning elements, for example in the wing areas forming the second airbag chamber in the inflated state. The contact or impact surface intended to protect the occupant in case of a collision is at least partially formed by the tensioning elements, which are stretched by the wing areas and are for example flat pieces of fabric or nonwoven blanks. The tensioning elements thus held or stretched together with the respective distal end portions of the respective wing areas can form a contact or impact surface which extends flat or concave with respect to the appearance of the airbag, i.e. curved or bent inwards, by the corresponding design of the respective wing areas and by the corresponding determination of the mounting position of the tensioning elements in the respective distal end portions. The concave shape of the airbag in the contact areas formed by the respective distal end portions of the wing regions and the tensioning elements, in combination with a very stiff and stable inflated OPW airbag outer structure, reduces the instances in which the occupant may slip over the edges of the airbag. The airbag according to the invention also makes it possible to achieve a larger protective volume without increasing the inflation or filling volume of the airbag.

[0023] The flat or unfolded OPW blank, or the part of the OPW airbag forming the first and second airbag chambers, has several wing regions which, when the airbag is inflated, bend axially and radially outwardly, thereby assuming a bowl-like shape. The entire airbag is placed under tension and supported by adjacent tubular reinforcing chambers formed in the second airbag chamber in each wing region, for example by attaching, e.g. sewing, tensioning elements, e.g. in the form of a flat textile blank, e.g. radially smaller than the distance between the opposing outer edges of the wing regions in the inflated state of the OPW airbag. This results in an extremely stable structure, especially when adjacent wing regions are also supported by each other in the inflated state.

[0024] Due to the fact that the airbag according to the invention, in the inflated state, forms a contact or impact surface formed by a portion of the wing region and a tensioning element, i.e. a tensioning element in the form of a flat piece of fabric held under tension in the corresponding position, a direct impact on the airbag does not take place in an air chamber filled with upward pressure, as is normally the case, but mostly on a flat piece of fabric held under tension.

[0025] Furthermore, the airbag according to the invention may further be formed such that the fabric layers, preferably three fabric layers, are connected to each other in the wing regions, so that during the inflation operation of the airbag, their distal end portions stretch or radially tension the flat tensioning elements, e.g. in the form of flat fabric pieces, at a distance from the central inflow region, preferably having two or three fabric layers, at positions in at least two wing regions determined by the tension / stretching forces of the flat tensioning elements. Thus, the inflation behavior of the airbag may be at least partially controlled by a suitable design and configuration of the tensioning elements, preferably predetermining the end positions of the inflated wing regions when the inflation operation is completed.

[0026] Furthermore, the airbag according to the invention can be realized in such a way that the fabric layers in the wing regions are connected to each other, so that at least two wing regions are at least partially curved radially outward during the inflation operation of the airbag and / or at least two wing regions extend axially from the central inflow region in the inflated state of the airbag and are at least partially curved radially outward. This can be achieved, for example, by designing the wing regions in three layers and a corresponding arrangement of reinforcing chambers or a corresponding reinforcing chamber structure formed by three fabric layers, which causes an outward curvature or bending during the inflation operation. For example, the reinforcing chambers can be designed as elongated reinforcing chambers each extending in the circumferential direction, each arranged radially offset from each other along the respective wing region.

[0027] Furthermore, the airbag according to the invention can be implemented such that the airbag has three fabric layers, namely a first fabric layer, a second fabric layer and a third fabric layer, with the second fabric layer being disposed between the first and third fabric layers, at least in the wing region. Preferably, the first fabric layer is a lower fabric layer or a fabric layer forming the outer shell of the inflated airbag, the second fabric layer is a middle fabric layer extending inside the airbag, and the third fabric layer is an upper fabric layer or a fabric layer forming the inner shell of the airbag. The three fabric layers are interwoven in such a way that circumferentially extending and radially offset reinforcing chambers are formed between the first and second fabric layers, i.e. the lower or outer reinforcing chamber, and between the third and second fabric layers, i.e. the upper or inner reinforcing chamber, which during their inflation operation at least partially cause the wing region to bend outward when the airbag is viewed from the periphery. Depending on the arrangement, the dimensions (reinforcing chamber volumes, diameters) and the respective offsets in the circumferential direction of the respective upper / inner and lower / outer reinforcing chambers, the outward bending can be influenced.

[0028] Furthermore, the airbag according to the invention can be designed such that the airbag is formed as a woven OPW airbag having warp and weft yarns woven into the woven fabric layers in a central, preferably two-layer inflow region and respective, preferably three-layer wing regions, the warp and weft yarns being interwoven such that the airbag forms a central inflow region in two layers and respective wing regions in three layers, wherein in a first partial region between the respective wing region and a second partial region extending towards the inflow region and finally forming the inflow region, the warp and weft yarns of the intermediate or second fabric layer exit the intermediate or second fabric layer and are completely suspended between the lower or first fabric layer and the upper or third fabric layer and are integrated into the lower or first fabric layer or the upper or third fabric layer in the second partial region. The first partial region thus forms a transitional region in which the second or intermediate fabric layer is decomposed and the warp and weft threads of this intermediate fabric layer float completely until they reach the second partial region, where they are then incorporated into the lower or upper fabric layer. In the second partial region, the lower and upper fabric layers thus have a part of the intermediate fabric layer.

[0029] Furthermore, the airbag according to the invention can be designed such that adjacent wing regions are at least partially circumferentially connected to one another, preferably connected or sewn to one another via seams. There are also exposed, unconnected or unsewn sides of adjacent wing regions with gaps therebetween. Thus, adjacent wing regions can at least partially support one another when the airbag is in an inflated state.

[0030] Additionally, an airbag according to the present invention can be designed such that the airbag is circular when viewed axially in the inflated state and / or the wing regions are partially circular when viewed axially in the inflated state of the airbag.

[0031] Furthermore, the airbag according to the present invention can be realized such that at least two fabric layers, preferably two or three fabric layers in the central inflow region and three fabric layers in each wing region, when overlapping each other form a circular or star-shaped profile of the airbag.

[0032] Furthermore, the airbag according to the invention can be implemented in such a way that in the inflated state the airbag has the shape of a paraboloid, in particular a paraboloid of revolution or an elliptical paraboloid or a bowl.

[0033] Furthermore, the airbag according to the invention can be realised in such a way that the airbag in the inflated state is designed such that the inflow region, the wing region and the flat tensioning element at least partially surround the space outside the inflated airbag. This means that when inflated, the airbag surrounds a space or cavity in which atmospheric pressure prevails or at least a different pressure prevails compared to the pressure prevails inside the airbag. Thus, the part or section of the airbag forming the airbag chamber together with the tensioning element surrounds the cavity outside the airbag, where preferably atmospheric pressure prevails and therefore does not need to be filled with air due to the design of the airbag. This results in a smaller filling volume of the airbag while still maintaining a large protective volume (the outer shell of the airbag in the inflated state) since the airbag only surrounds the cavity itself with its stable and rigid chamber structure.

[0034] Furthermore, the airbag according to the invention can be further designed such that the airbag forms a flat or concave shape in the region of the distal end portion and the flat tensioning element. Depending on the point of the distal end portion to which the flat tensioning element is attached, i.e. further radially towards the inflow region or towards the edge of the wing region, the airbag can have a flat or concave shape as a contact or impact surface.

[0035] Preferred embodiments of the invention will now be described, by way of example only, with reference to the drawings, in which: [Brief description of the drawings]

[0036] [Figure 1] 1 is a schematic view of an airbag according to the invention in a deployed state, seen from above; [Diagram 2] Figure 2a is a schematic view from above of the airbag according to the invention of Figure 1 in an inflated state, and Figure 2b is a schematic cross-sectional view of the airbag according to the invention of Figure 1 in an inflated state. [Diagram 3] 2 is a schematic view of a portion of the airbag according to the invention of FIG. 1 in a deployed state, seen from above; [Figure 4a] 2 is a schematic view of a portion of the airbag according to the invention of FIG. 1 in a deployed state, seen from above, with section lines AA and BB indicated. [Figure 4b] 4b is a schematic view of a portion of the airbag according to the invention of FIG. 4a in a deployed state, in a cross-sectional view according to the section line AA. [Figure 4c] FIG. 4b is a schematic view of a portion of the airbag according to the invention of FIG. 4a in a deployed state, in a cross-sectional view according to the section line BB. [Diagram 5] Figure 5a is a schematic diagram of the airbag of Figure 1 according to the invention in a perspective view from the side, and Figure 5b is a schematic diagram of the airbag of Figure 1 according to the invention in a perspective view from above. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0037] In the embodiment shown in Figures 1 to 5, the airbag or gasbag 10 according to the invention is manufactured as an OPW airbag, ie a so-called "hollow-weave" airbag 10, ie an airbag 10 that is woven in one piece.

[0038] In a specific application, the airbag 10 in this example embodiment is designed as a steering wheel airbag and is therefore mounted on a steering wheel, not shown in detail, in a conventional manner, not described in detail here.

[0039] The airbag 10 according to the present invention is configured for protection of an occupant of a vehicle, such as an automobile or commercial vehicle, by an inflation action, for example in a conventional manner by a conventional gas generator not further specified herein, from an uninflated, e.g. folded or collapsed, state to an inflated or deployed state in which the airbag can achieve its protective effect on the occupant. That is, the airbag 10 is conventionally deployed from the uninflated state to the inflated state in response to the actuation of an inflation device, such as a gas generator which is actuated upon detection of, for example, a vehicle crash.

[0040] The airbag 10 according to the invention is shown in more detail in figures 1 and 2. Figure 1 shows a schematic view of the airbag 10 according to the invention in the deployed state, seen from above, with the tensioning element 17, which will be described in more detail below, still loosely abutting the part of the airbag 10 forming the airbag chamber, i.e. not yet attached, while figure 2a shows a schematic view of the airbag 10 according to the invention in the inflated state with the tensioning element 17 attached, seen from above, and figure 2b shows a schematic view of the airbag 10 according to the invention in the inflated state with the tensioning element 17 attached in cross section.

[0041] As can be seen in principle in Figures 1 and 2, the airbag 10 comprises a plurality of fabric layers 11, 12, 13, which will be described in more detail below, and which form a central inflow region 14 forming a first airbag chamber, and four wing regions 15, which in this case extend away from the inflow region 14, in this case radially away, to form respective second airbag chambers. 1 , 15 2 , 15 3 , 15 4 (all indicated at 15 for short) are connected to each other.

[0042] These regions 14 and 15 thus form a portion of the airbag that defines the airbag chamber. Thus, during inflation of the airbag 10, gas first flows into the central inlet region 14 and then from the central inlet region 14 to each of the wing regions 15. 1 , 15 2 , 15 3 , 15 4 For example, part of the inlet area 14 is designed as a generator mouth for accommodating a gas generator for filling the airbag 10 or as a connection area for connecting a generator. The generator is mounted and connected in a conventional manner and will not be described in detail.

[0043] Each wing area 15 1 , 15 2 , 15 3 , 15 4 The tensioning elements 17 are connected to each other via respective distal end portions 16. 1 , 16 2 , 16 3 , 16 4 In particular, each distal end portion 16 1 , 16 2 , 16 3 , 16 4 Each wing area is 15 1 , 15 2 , 15 3 , 15 4 However, alternatively, each distal end portion 16 1 , 16 2 , 16 3 , 16 4 Also, each wing area 15 1 , 15 2 , 15 3 , 15 4 may be offset further inwardly or further radially inwardly by a predetermined distance from the outermost edge region of the

[0044] Distal end section 16 1 , 16 2 , 16 3, 16 4 In each case, each is directly connected to the tensioning element 17 and is indirectly connected to each other via the tensioning element 17.

[0045] As can be seen particularly in FIG. 2b, this allows the distal end portion 16 to move during inflation of the airbag 10. 1 , 16 2 , 16 3 , 16 4 1 moves in the depth direction of the airbag, or axially away from the central inlet region 14, causing the flat tensioning element 17 to stretch an axial distance, in this case radially, from the central inlet region 14 in the inflated state of the airbag 10.

[0046] In particular, the wing region 15, which is described in more detail below. 1 , 15 2 , 15 3 , 15 4 The fabric layers 11, 12, 13 are arranged in a wing region 15 as shown in FIG. 1 , 15 2 , 15 3 , 15 4 Distal end portion 16 of 1 , 16 2 , 16 3 , 16 4 However, during the inflation operation of the airbag 10, the tensioning element 17, for example in the form of a flat piece of fabric or a nonwoven blank, is adjusted to the respective wing region 15 in order to determine the inflation capacity and / or elongation of the flat tensioning element 17. 1 , 15 2 , 15 3 , 15 4 The rigid and stable structure is determined by four wing regions 15 1 , 15 2 , 15 3 , 15 4 3 and 4. At this location, the tubular members 14 are interconnected such that they are stretched or radially tensioned away from the central inlet region 14.

[0047] As can be seen in particular in FIG. 2b, the fabric layers 11, 12, and 13 are separated into four wing regions 15.1 , 15 2 , 15 3 , 15 4 The wing regions 15 are configured to bend at least partially radially outward during inflation of the airbag 10 and extend axially away from the central inlet region 14 when the airbag 10 is in an inflated state. 1 , 15 2 , 15 3 , 15 4 Thus, together with the inlet region 14, they form the outer and inner shells of the portion of the airbag chamber 10 that forms the airbag chamber.

[0048] In addition, adjacent wing areas 15 1 , 15 2 , 15 3 , 15 4 are connected to each other in a portion of the circumferential direction, for example, via a seam portion 18 that is sewn together. As a result, there is a gap between adjacent wing regions 15 in the radial direction between the seam portion 18 and the inlet region 14. 1 , 15 2 , 15 3 , 15 4 Gaps are formed where the wires are not connected to each other.

[0049] As a result, the airbag 10, in the inflated state, assumes the shape of a paraboloid, in particular a paraboloid of revolution or an elliptical paraboloid, or a bowl. In the inflated state, the airbag 10 has an inlet region 14, a wing region 15, and a wing region 16. 1 , 15 2 , 15 3 , 15 4 , and flat tensioning element 17 are shaped to at least partially surround a space or cavity outside of the inflated airbag 10, and thus this cavity does not represent the inflated volume of the airbag, i.e., it is not a space that can be filled with gas or air during the inflation operation. Rather, the cavity is at atmospheric pressure, or at least at a different pressure than the filled airbag 10.

[0050] Thus, the airbag 10 is axially circular when inflated and has wing regions 15 1 , 15 2 , 15 3 , 15 4 is partially circular when viewed axially when the airbag 10 is in an inflated state.

[0051] FIG. 3 shows a schematic view of part of the airbag 10 according to the invention from FIG. 1 in a deployed state seen from above, i.e. only the part of the airbag 10 that forms the airbag chamber and the inlet region, i.e. the airbag 10 itself without the tensioning elements 17 and without the interconnecting seam portions 18.

[0052] As can be seen, the fabric layers 11, 12, 13, which will be described in more detail below, form the circular or star-shaped contour of the airbag when they overlap each other or when the airbag 10 is laid out. A peripheral woven seam WN is formed in the edge region of the portion of the airbag 10 that is thus laid out or spread out to form the airbag chamber, where the two or three fabric layers 11, 12, 13 converge or are woven together to form the seam. Next, the specific structure of the airbag 10 or the portion of the airbag 10 that forms the airbag chamber will be described with reference to Figures 4a) to 4c).

[0053] Figure 4a shows a schematic view of a part of the airbag 10 according to the invention of Figure 1 in the deployed state, seen from above, similar to Figure 3, but with the section lines AA and BB indicated, Figure 4b shows a schematic view of a part of the airbag 10 according to the invention of Figure 4a in the deployed state in cross section according to the section line AA, and Figure 4c shows a schematic view of a part of the airbag 10 according to the invention of Figure 4a in the deployed state in cross section according to the section line BB.

[0054] As can be seen especially from Fig. 4b), the airbag 10 essentially has a two-layer region which will be explained in more detail below and which is formed by a second partial region ZTB having a central inflow region 14. The second partial region having the central inflow region 14 is thus formed by a first, in the illustrated case a lower, fabric layer 11, and a third, in the illustrated case an upper, fabric layer 13.

[0055] A wing region 15 extending radially from the second partial region ZTB having a central inlet region 14 1 , 15 2 , 15 3 , 15 4 (15 for AA section 1 , 15 2 4b) and weft threads extending in a weft direction S in FIG. 4b), which are arranged in the two woven textile layers 11 and 13 in the second partial region ZTB with a central inflow region 14, as well as in the respective wing regions 15. 1 , 15 2 , 15 3 , 15 4 The three woven fabric layers 11, 12 and 13 are woven within the fabric.

[0056] As can be seen in particular in FIG. 4b), the warp and weft yarns are arranged as described above so that the airbag 10 is made up of a two-ply central inlet region 14 and three-ply respective wing regions 15. 1 , 15 2 , 15 3 , 15 4 are interwoven to form a second partial region ZTB having

[0057] 15 in each of the 3 tier wing areas 1 , 15 2 , 15 3 , 15 4The transition from the central inlet region 14 to the two-layer second partial region ZTB is 1 , 15 2 , 15 3 , 15 4 This occurs in a first partial region ETB adjacent to the first partial region ETB, thus forming a transition region.

[0058] In the first partial region ETB, the warp and weft threads of the intermediate fabric layer 12 emerge therefrom and are completely floating between the lower fabric layer 11 and the upper fabric layer 13 (shown as floating warp and weft threads FF in FIG. 4b).

[0059] Adjacent to the first partial region ETB is the above-mentioned second partial region ZTB, which ends in a central inlet region 14 .

[0060] At the transition from the first partial region ETB to the second two-ply partial region ZTB, the warp and weft yarns of the intermediate fabric layer 12 that were previously floating in the first partial region ETB enter the upper fabric layer 13 or the lower fabric layer 11.

[0061] The second partial region ZTB is therefore constructed in two layers, i.e. it consists only of an upper fabric layer 11 and a lower fabric layer 13, which finally forms the central inlet region 14, in which is also located the generator mouth or connection region in which the generator is accommodated or connected. The lower fabric layer 11 and the upper fabric layer 13 of the second partial region therefore have corresponding portions of the warp and weft threads of the intermediate fabric layer 12 of the first partial region.

[0062] Wing Area 15 1 As can be seen in more detail in FIG. 4c), where a cross section BB through the upper fabric layer 13 is shown, the three fabric layers 11, 12, 13 extend in the circumferential direction and are arranged in the respective wing regions 15 such that reinforcement chambers VK, which are radially offset with respect to one another, are formed between the lower fabric layer 11 and the intermediate fabric layer 12, and between the upper fabric layer 13 and the intermediate fabric layer 12. 1 , 15 2 , 15 3 , 15 4In the case shown in FIG. 4c, a lower reinforcing chamber UK and an upper reinforcing chamber OK are formed, so that the wing region 15 1 , 15 2 , 15 3 , 15 4 are at least partially curved outwardly during the inflation operation. Due to this arrangement of the reinforcing chambers VK, i.e. the provision of smaller distances between the several upper or outer reinforcing chambers OK and larger distances between the lower or inner reinforcing chambers UK, a curvature of the airbag 10 is achieved outwardly, as shown below in FIG. 4c.

[0063] Figures 5a and 5b show schematic diagrams of the airbag 10 of Figure 1 according to the invention in a perspective view from the side and from above. In this respect, Figure 5a) shows the airbag 10 in the inflated state without the tensioning element 17, whereas Figure 5b) shows the airbag 10 in the inflated state with the tensioning element 17 attached.

[0064] As can be seen in FIG. 5b, the airbag 10 in this case has a distal end portion 16 1 , 16 2 , 16 3 , 16 4 and forming a concave shape in the area of ​​the flat tensioning element 17, because the tensioning element 17 is 1 , 16 2 , 16 3 , 16 4 1, the distal end portion 16 is radially offset somewhat toward the inlet region 14 at 1 , 16 2 , 16 3 , 16 4 Attached to the wing area 15 1 , 15 2 , 15 3 , 15 4 This is achieved by the fact that the outermost edge of the

[0065] Therefore, the inflation operation of the OPW airbag according to the present invention described above is as follows: When an expansion device in the form of a gas generator is activated, the gas flows into the second partial region of the two layers having a central inlet region 14 and then into the first partial region ETB forming the transition region, from where it flows into the respective wing regions 15. 1 , 15 2 , 15 3 , 15 4 2b and 5, into the respective lower reinforcing chambers UK and upper reinforcing chambers OK. The airbag 10 unfolds, stretching the tensioning element 17 and finally adopting a bowl shape, as can be seen in figures 2b and 5.

[0066] In the case shown in FIG. 5, the tensioning element 17 has a square shape instead of a circular one, unlike that of FIG. 2, which results in a different shape of the airbag 10 in the inflated state.

[0067] The features of the invention disclosed in the above description, in the drawings and in the claims may be essential for implementing the invention both individually and in any desired combination.

[0068] Reference sign [Explanation of symbols]

[0069] 10. Airbag 11 First / Lower / Outer Fabric Layer 12 Second / middle fabric layer 13 Third / upper / inner fabric layer 14 Central inlet area (generator mouth or connection area) 15 1 a first radially extending wing region 15 2 a second radially extending wing region 15 3 a third radially extending wing region 15 4 A fourth radially extending wing region 16 1 a first distal end portion of the first wing region 16 2, a second distal end portion of the second wing region 16 3 , a third distal end portion of the third wing region 16 4 a fourth distal end portion of the fourth wing region 17 Flat tensioning elements, especially flat pieces of fabric 18 Seam area ETB 1st subregion ZTB Second subregion FF Floating Warp and Weft VK Reinforcement Chamber OK Upper Reinforcement Chamber UK Lower Reinforcement Chamber S Weft direction K Warp direction WN woven seams.

Claims

1. An airbag (10), preferably a one-piece woven (OPW) airbag, configured to be set from a non-inflated state to an inflated state by an inflation action for protecting a vehicle occupant, comprising: The airbag (10) has a central inlet region (14) forming a first airbag chamber and at least two wing regions (15) forming respective second airbag chambers spaced apart from or extending radially from the inlet region (14). １ , 15 ２ , 15 ３ , 15 ４ The airbag (10) has at least two fabric layers (11, 12, 13) connected to each other so as to form a central inflow region (15) and a central inflow region (16) so that during the inflation of the airbag (10), gas first flows into the central inflow region and then flows from the central inflow region to the respective wing regions (15). １ , 15 ２ , 15 ３ , 15 ４ ) can flow into The at least two wing regions (15 １ , 15 ２ , 15 ３ , 15 ４ ) distal end portion (16 １ , 16 ２ , 16 ３ , 16 ４ ) are connected to each other via a flat tensioning element (17), so that during the inflation operation of the airbag, the distal end portion (16 １ , 16 ２ , 16 ３ , 16 ４ ) moves in the depth direction of the airbag (10) away from the inlet region (14) or moves axially away from the central inlet region (14), and in the inflated state of the airbag (10), stretches or radially tensions the flat tensioning element (17) in the depth direction away from the inlet region (14) or axially away from the central inlet region (14).

2. The wing region (15 １ , 15 ２ , 15 ３ , 15 ４ The fabric layers (11, 12, 13) in the airbag (10) are displaced from their distal end portions (16) during the inflation operation of the airbag (10). １ , 16 ２ , 16 ３ , 16 ４ ) is determined by the tension of the flat tensioning element (17) at least two wing regions (15 １ , 15 ２ , 15 ３ , 15 ４ 2. The airbag (10) according to claim 1, wherein the flat tensioning elements (17) are connected to each other so as to stretch or radially tension the flat tensioning elements (17) at a distance from the central inflow region (14) at a position (14a).

3. The wing region (15 １ , 15 ２ , 15 ３ , 15 ４ The fabric layers (11, 12, 13) in the airbag (10) are arranged to extend between the at least two wing regions (15) during the inflation operation of the airbag (10). １ , 15 ２ , 15 ３ , 15 ４ ) at least partially bent radially outwardly and / or in the inflated state of the airbag (10), the at least two wing regions (15 １ , 15 ２ , 15 ３ , 15 ４ 3. The airbag (10) of claim 1 or 2, wherein the first and second ribs (14) extend axially from the central inlet region (14) and are connected to each other so as to be at least partially curved radially outward.

4. The airbag (10) is provided at least in the wing region (15 １ , 15 ２ , 15 ３ , 15 ４ The wing region (15) has three fabric layers (11, 12, 13), namely a first fabric layer (11), a second fabric layer (12) and a third fabric layer (13), said second fabric layer (12) being arranged between said first fabric layer (11) and said third fabric layer (13), said three fabric layers (11, 12, 13) being interwoven with each other such that reinforcement chambers (OK, UK) are formed between said first fabric layer (11) and said second fabric layer (12) and between said third fabric layer (13) and said second fabric layer (12), said reinforcement chambers (OK, UK) extending in the circumferential direction and being radially offset with respect to each other, and at least partially extending in said wing region (15) during said inflation movement. １ , 15 ２ , 15 ３ , 15 ４ 10. The airbag (10) according to any one of the preceding claims, wherein the first and second flaps (14) are curved outwardly.

5. The airbag (10) is provided with a central inlet region (14) and each of the wing regions (15 １ , 15 ２ , 15 ３ , 15 ４ ) is configured as an OPW airbag having warp and weft yarns woven into the woven fabric layers (11, 12, 13), The warp and weft yarns are arranged such that the airbag (10) has a central inlet region (14) formed in two layers and each of the wing regions (15 １ , 15 ２ , 15 ３ , 15 ４ ) are woven together to form three layers, and each wing region (15 １ , 15 ２ , 15 ３ , 15 ４ 13. The airbag (10) according to claim 12, wherein in a first partial region (ETB) between the first partial region (ETB) and a second partial region extending towards and finally forming the inlet region (14), the warp and weft threads of the second fabric layer (12) exit the second fabric layer (12) and are completely suspended between the first fabric layer (11) and the third fabric layer (13) and are integrated in the first fabric layer (11) or the third fabric layer (13) in the second partial region.

6. Adjacent wing area (15 １ , 15 ２ , 15 ３ , 15 ４ 10. The airbag (10) according to any one of the preceding claims, wherein the first and second layers (14) are at least partially circumferentially connected to one another, preferably sewn to one another via a seam portion (18).

7. The airbag (10) is configured to be circular in the axial direction in the inflated state, and / or the wing region (15) １ , 15 ２ , 15 ３ , 15 ４ ) is configured to have the shape of a circular segment when viewed in the axial direction in the inflated state of the airbag.

8. 10. The airbag (10) according to any one of the preceding claims, wherein the at least two fabric layers (11, 12, 13) form a circular or star-shaped outline of the airbag when overlapping each other.

9. 10. The airbag (10) according to any one of the preceding claims, wherein the airbag (10) in the inflated state has the shape of a paraboloid, in particular a paraboloid of revolution or an elliptical paraboloid, or a bowl.

10. The airbag (10) in the inflated state is provided with the inlet region (14), the wing region (15) and the airbag (16). １ , 15 ２ , 15 ３ , 15 ４ ), and the flat tensioning element (17) is configured to at least partially surround a space outside the inflated airbag (10).

11. The airbag (10) is provided at the distal end portion (16 １ , 16 ２ , 16 ３ , 16 ４ ) and forming a flat or concave shape in said area of ​​the flat tensioning element (17).

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