Airbags

Abstract

An airbag (1) comprising opposing first and second side panels (2, 3) joined together at a main seam (4), wherein a first transverse seam (22, 23) intersects with and extends away from the main seam and terminates in a free end, the first transverse seam being formed from opposing edges formed in the first side panel, the opposing edges being joined together.

Description

[Technical Field]

[0001] The present invention relates to airbags, and more particularly to vehicle airbags that can inflate during a collision to lift the arms of a vehicle occupant. [Background technology]

[0002] Inflatable air bags have been used in vehicles for many years, and modern vehicles include several air bags located in various positions within the vehicle to protect the vehicle occupants in the event of an accident, and also to protect others, such as pedestrians and bicyclists, that the vehicle may hit.

[0003] One such airbag may be positioned within the side of a vehicle seat and arranged to inflate during a side collision, the airbag being adapted to inflate in the space between the occupant's torso and the interior of the side of the vehicle during a collision to provide protection to the occupant's torso.

[0004] When this type of airbag deploys, the occupant's arms can become positioned between the airbag and the occupant's torso. This can be problematic because the airbag is sized and configured to abut the side of the occupant's torso. Additionally, if the occupant's arms become trapped in this position, injuries to the occupant's ribs, arms, and shoulders can occur.

[0005] To reduce the risk of these problems occurring, this type of airbag may be configured so that as it inflates, the occupant's arms are lifted upward into a position above the airbag, which can then act to protect the occupant's torso in the correct manner during the crash itself.

[0006] An example of this known type of airbag can be found, for example, in U.S. Patent No. 10,640,074, which discloses an airbag formed from two main side panels attached to each other around their periphery.

[0007] A further design of this type of airbag is shown in U.S. Patent No. 8,322,747. This document discloses an airbag formed from side panels, but in addition includes a separate top panel that is sewn in place between the upper edges of the side panels. The presence of the top panel gives the resulting airbag a wider, flatter top surface when inflated. However, this airbag is more expensive and time-consuming to manufacture.

[0008] It is an object of the present invention to provide an improved airbag of this type.

[0009] Therefore, one aspect of the present invention provides an airbag as claimed in claim 1.

[0010] Preferred features of the invention are set out in the dependent claims. [Brief explanation of the drawings]

[0011] In order that the present invention may be more readily understood, embodiments thereof will now be described, by way of example only, with reference to the accompanying drawings, in which: [Figure 1] FIG. 1 shows a known type of airbag. [Figure 2] FIG. 2 shows a first blank suitable for forming an airbag embodying the present invention. [Figure 3] FIG. 3 is a schematic diagram of an airbag formed from the first blank shown in FIG. [Figure 4] FIG. 4 shows an airbag formed in accordance with FIGS. [Figure 5] FIG. 5 shows a second blank suitable for forming an airbag embodying the present invention. [Figure 6] FIG. 6 is a schematic diagram of an airbag formed from the second blank shown in FIG. [Figure 7] FIG. 7 shows an airbag formed in accordance with FIGS. [Figure 8] FIG. 8 illustrates how embodiments of a blank suitable for forming an airbag in accordance with the present invention can be modified. [Figure 9a] FIG. 9a illustrates how an embodiment of a blank suitable for forming an airbag in accordance with the present invention can be modified. [Figure 9b] FIG. 9b illustrates how an embodiment of a blank suitable for forming an airbag in accordance with the present invention can be modified. DETAILED DESCRIPTION OF THE INVENTION

[0012] Referring first to Figure 1, this figure shows a known side airbag 1 that is configured to elevate a seat occupant's arm. Airbag 1 includes first and second side panels 2, 3, which are generally triangular in shape and joined at their edges by a major seam 4. When airbag 1 inflates, its top surface 5 engages the underside of the seat occupant's arm, causing the arm to move upward.

[0013] Airbag 1 is typically manufactured from a "blank," which is a single area of ​​fabric and includes both first and second side panels 2 and 3. Before the blank is formed into airbag 1, the first and second side panels 2 and 3 are integrally joined together at a connection area that will be located on the back side of airbag 1 when airbag 1 is assembled, i.e., at the farthest edges in the view shown in FIG. 1 . To form airbag 1, the single area of ​​fabric is folded over at the connection area so that the first and second side panels 2 and 3 overlap each other. The edges of the first and second side panels 2 and 3 are then joined together by stitching to form a main seam 4.

[0014] Before being folded, the single blank resembles a butterfly and the type of airbag 1 shown in Figure 1 is sometimes known as a butterfly airbag.

[0015] Referring to Figure 2, there is shown a first blank 6 that can be used to form an airbag embodying the present invention.

[0016] The first blank 6 is preferably formed from a single area of ​​fabric formed in a continuous and unbroken manner. In preferred embodiments, the first blank 6 is formed from a woven fabric, and in such embodiments, all or substantially all of the first blank 6 may be formed in a single weaving operation.

[0017] The first blank 6 may be formed, for example, by cutting the first blank 6 from a sheet of woven material that is continuously produced by a loom.

[0018] Forming the first blank 6 from a single area of ​​fabric is preferred for simplicity and reliability, but this is not required. In other embodiments, the first blank 6 may be formed from two or more areas of fabric or material that are formed and then joined together, for example by sewing.

[0019] 2, the first blank 6 includes a first side region 7 and a second side region 8. When the first blank 6 is formed into an airbag, the first side region 7 and the second side region 8 form the first and second side panels of the airbag, respectively.

[0020] The first blank 6 further comprises a connection region 9 between the first side region 7 and the second side region 8 .

[0021] In a preferred embodiment, the first blank 6 is symmetrical or substantially symmetrical about a centerline that is vertical in the view shown in Figure 2 and passes through the connection region 9. However, it is not necessary for the first blank 6 to be symmetrical.

[0022] Each of the first side region 7 and the second side region 8 extends away from the connection region 9. Each of the first side region 7 and the second side region 8 has a top edge 10. In the example shown in Figure 2, each top edge 10 is generally straight over the majority of its length. However, this is not required, and the top edge 10 of each side region 7, 8 may take any suitable form.

[0023] The first side region 7 and the second side region 8 each also include a bottom edge 11. In the example shown in Figure 2, the first region 12 of each bottom edge 11 extends away from the connection region 9 and describes a curved or arcuate shape. The second region 13, distal to the connection region 9 and contiguous with the first region 12, is generally straight over most of its length.

[0024] Again, this shape of the bottom edge 11 is not essential and the bottom edge 11 may take any suitable form.

[0025] As can be seen in FIG. 2, the overall shape of the first blank 6 roughly resembles the shape of a butterfly.

[0026] Each top edge 10 and bottom edge 11 terminates at a termination point 14 that is furthest from the connection region 9. The termination point 14 of each top edge 10 is spaced apart from the termination point 14 of the corresponding bottom edge 11.

[0027] A notch 15 is formed between the termination point 14 of each top edge 10 and the corresponding bottom edge 11. In the example shown in FIG. 2, each notch 15 comprises a first edge 16 and a second edge 17 (which, in the illustrated example, are the edges of the area of ​​fabric from which the first blank 6 is formed). The first edge 16 intersects with the termination point 14 of the top edge 10. The second edge 17 intersects with the termination point 14 of the bottom edge 11. The first edge 16 and the second edge 17 intersect at an intersection point 26, which is the point furthest from their respective termination points 14. In this embodiment, the first edge and the second edge are substantially straight. In the example shown in FIG. 2, the first edge 16 and the second edge 17 form an angle at the intersection point 26.

[0028] To form the first blank 6 into an airbag, the top edges 10 of the first side region 7 and the second side region 8 are joined together. The bottom edges 11 of the first side region 7 and the second side region 8 are also joined together.

[0029] At the notch 15 in each side region 7, 8, a first edge 16 is joined to a second edge 17. As can be seen in Figure 2, when the first edge 16 and second edge 17 of each notch 15 are joined together, the termination points 14 of the top edge 10 and bottom edge 11 of that side of the first blank 6 are drawn together so that they meet.

[0030] Figure 3 is a schematic diagram of a first airbag 18 embodying the present invention formed from the first blank 6 shown in Figure 2. As can be seen in Figure 3, when the top and bottom edges 10, 11 of the two side regions 6, 7 are joined together, this forms a major seam 19 that extends continuously around the areas of the first airbag 18 that are not joined together at the connection region 9.

[0031] The first airbag 18 has a first side panel 20 and a second side panel 21, which are formed primarily from a first side region 7 and a second side region 8, respectively.

[0032] When the first edge 16 and second edge 17 of the notch 15 in the first side region 7 are joined together, this forms a first transverse seam 22 that extends away from the main seam 19. In the arrangement shown in Figure 3, the first transverse seam 22 is generally perpendicular to the main seam 19.

[0033] Similarly, when the first edge 16 and second edge 17 of the notch 15 in the second side region 8 are joined together, this forms a second transverse seam 23, which once again extends away from the main seam 19 and may be substantially perpendicular to the main seam 19.

[0034] The first transverse seam 22 and the second transverse seam 23 meet each other to form an interdigitated transverse seam 24 that extends across and on either side of the main seam 19. In a preferred embodiment, the first transverse seam 22 and the second transverse seam 23 are generally aligned, such that the interdigitated transverse seam 24 is straight or substantially straight where it extends across the main seam 19.

[0035] The first airbag 18 has a top surface 25 that faces generally upwardly when the first airbag 18 is inflated in use. The top surface 25 extends on either side of a portion of a main seam 19 that results from the joining of the top edges 10 of the first side region 7 and the second side region 8.

[0036] As can be seen in Figure 3, the top surface 25 of the first airbag 18 is relatively flat compared to the top side of the known airbag 1 shown in Figure 1. Those skilled in the art will appreciate that this configuration results from the interdigitated transverse seams 24 that extend laterally in both directions from the main seam 19, thus providing additional width to the top surface 25. Preferably, there is a discernible change in the angle of the airbag surface at the side edges 28 around the periphery of the top surface 25, in contrast to the known airbag 1 shown in Figure 1, which has a more oval shape.

[0037] In particular, the generally triangular region of the first airbag 18 extending from the point where the main seam 19 meets the connection region 9 and extending to the free ends 27 of the first transverse seam 22 and the second transverse seam 23 on either side of the main seam 19 has a generally flat configuration.

[0038] Those skilled in the art will appreciate that because the airbag 18 is formed from fabric and is inflated to high pressures during use, the top surface 25 is not perfectly flat and the side edges 28 of the top surface 25 do not present an acute angle between the top surface 25 and the generally laterally-facing major areas of the first and second side panels 20, 21. However, the top surface 25 does provide a distinguishable area that is generally flat in shape.

[0039] Those skilled in the art will appreciate that the provision of the first transverse seam 22 and the second transverse seam 23 allows the top surface 25 of the first airbag 18 to have a shape that is significantly flatter than the shape of an airbag of the type shown in Figure 1. This allows the first airbag 18 to lift the occupant's arm in a more reliable manner. The relatively flat top surface 25 of the first airbag 18 can engage the underside of the occupant's arm over a larger surface area, effectively pushing the arm upward.

[0040] The provision of the first transverse seam 22 and the second transverse seam 23 also increases the width of the top of the first airbag 18. This can be understood by comparing the first airbag 18 with the known airbag 1 shown in Figure 1, in which the central region of the airbag 1 has the greatest width and the width of the top of the airbag 1 is smaller than the width of the central region.

[0041] This provides an additional advantage in cushioning the portion of the occupant's torso that is engaged by the top region of the primary airbag 18 during an impact.

[0042] FIG. 4 shows an image of an airbag 29 formed in accordance with the embodiment described above and shown in FIGS.

[0043] 5 shows the second blank 30. Many of the features of the second blank 30 are the same as those of the first blank 6, including the first and second side regions 7 and 8, the connecting regions 9 joining the first and second side regions 7 and 8 to one another, the top edges 10 of the first and second side regions 7 and 8, and the presence of notches 15 formed on each of the side regions 7, 8.

[0044] However, in the second blank 30, each of the first side region 7 and the second side region 8 also has a second notch 31. In the example shown in Figure 5, the second notch 31 is formed partway along the bottom edge 11 of each side region 7, 8.

[0045] Like the first notches 15, each second notch 31 has a first edge 32 and a second edge 33. In the embodiment shown in Figure 5, the first edge 32 and the second edge 33 are each substantially straight.

[0046] In the example shown in FIG. 5 , the bottom edge 11 of each of the first side region 7 and the second side region 8 has a first portion 11a that extends away from the connection region 9 and terminates at a termination point 34 that intersects with the first edge 32 of the corresponding second notch 31.

[0047] In each second notch 31 , similar to first notch 15 , a first edge 32 meets a second edge 33 at an intersection 35 .

[0048] The second edge 33 of each second notch 31 terminates at a termination point 34 where it meets the second portion 11b of the bottom edge 11. In this embodiment, the second portion 11b extends to the termination point 14 described above in connection with FIG. 2 where it meets the second edge 17 of the first notch 15.

[0049] To convert the second blank 30 into an airbag, the first edge 16 and second edge 17 of each first notch 15 are joined together, and the first edge 32 and second edge 33 of each second notch 31 are also joined together. The top edges 10 of the first and second side regions 7 and 8, and the first and second portions 11a and 11b of the bottom edge 11 are also joined together.

[0050] A schematic diagram of the resulting secondary airbag 36 is shown in FIG.

[0051] The second airbag 36 has many features in common with the first airbag 18 , including the interlocking transverse seams 24 that originate from the first notch 15 .

[0052] In addition, however, there is a further first transverse seam 37 formed by joining together the first edge 32 and the second edge 33 of the second notch 31 in the first side region 7. The second airbag 36 also comprises a further second transverse seam 38 resulting from joining together the first edge 32 and the second edge 33 of the second notch 31 in the second side region 8.

[0053] Each of these further transverse seams 37, 38 extends away from the main seam 19 and may extend away therefrom at a right angle or substantially a right angle. As previously mentioned, in the embodiment shown in Figure 6, the further first transverse seam 37 and second transverse seam 38 combine to form a combined further transverse seam 39 that intersects with the main seam 19 and extends away therefrom in both directions. The further first transverse seam 37 and second transverse seam 38 may be aligned or substantially aligned with one another so that when they intersect with the main seam 19, they combine to form a substantially straight seam. However, this is not required.

[0054] 6, and also in the second airbag 18 shown in FIG. 3, the combined transverse seam 24 is at or substantially at the junction between the top surface 25 of the airbag 18, 36 and a front surface 40 of the airbag 18, 36. The front surface 40 faces generally away from the connection region 9 when the airbag 18, 36 is assembled and inflated, and when installed in a vehicle and inflated, the front surface 40 faces generally in the direction of forward vehicle movement.

[0055] 6 , the combined additional transverse seam 39 is at or substantially at the junction between the front surface 40 and the bottom surface 41 of the airbag 36. When the second airbag 36 is assembled and inflated, the bottom surface 41 faces in a direction generally opposite that in which the top surface 25 faces. The bottom surface 41 may extend between the front surface 40 and the connection region 9. When the second airbag 36 is installed in a vehicle and inflated, the bottom surface 41 faces generally downward, toward the floor of the vehicle.

[0056] Figure 7 shows an airbag 42 constructed in accordance with the embodiment described above in relation to Figures 5 and 6. As can be seen in Figure 7, the airbag 42 has an increased width in its lower region compared to both the first airbag 18 shown in Figure 3 and the known airbag 1 shown in Figure 1. This increased width in the lower region of the airbag 42 results from an additional transverse seam 39.

[0057] Again, this increases the overall thickness / depth of the airbag in the direction between the first side panel 20 and the second side panel 21, thereby providing additional protection and cushioning to the seat occupant in the event of a side impact.

[0058] It will also be appreciated that the bottom surface 41 of the airbag 42 has a greater flatness than either of the bottom surfaces of the first airbag 18 shown in Figure 5 of the known airbag 1 shown in Figure 1. For similar reasons as discussed above with respect to the flatness of the top surface 25, the flatness of the bottom surface 41 results from the provision of an additional transverse seam 39.

[0059] The presence of the additional transverse seams 39 allows for greater control over the shape and thickness of the bottom of the airbag 42. The dimensions of the inflated airbag 42 can be controlled to fit more closely and / or effectively against the body of a seat occupant or against a portion of the vehicle, or to provide a desired level of protection and cushioning.

[0060] In addition to the above examples, other embodiments of the present invention may include a lower transverse seam at a location corresponding to the location of the further transverse seam 39, without including any further transverse seams.

[0061] Generally, it is preferable to provide a transverse seam where the surface of the airbag bends at an angle. Embodiments of the present invention may include an upper transverse seam, corresponding to the interdigitated transverse seam 24 shown in Figures 4 and 6, at or near the junction between the top surface of the airbag and the front surface of the airbag. Examples may also include a lower transverse seam, corresponding in position to the additional interdigitated transverse seam 39 shown in Figure 6, positioned at or near the junction between the front surface of the airbag and the bottom surface of the airbag.

[0062] In examples of the present invention, the airbag may have only a top lateral seam (as shown in Figure 4), only a bottom lateral seam (i.e., no top lateral seam), or both top and bottom lateral seams (as shown in Figure 6).

[0063] The depth / thickness of the airbag can be controlled by selecting the appropriate lengths of the first and second edges of the transverse seams. This is shown in Figure 8, where the first notch 15 is shown and the arrows 43 indicate that the lengths of the first edge 16 and second edge 17 can be increased or decreased to control the length of the resulting transverse seam. The longer the first edge 16 and second edge 17, the longer the resulting transverse seam.

[0064] Referring to FIG. 2, the first distance may be defined as the horizontal distance from a centerline passing vertically through the connection region 9 to the intersection 26 of the first edge 16 and the second edge 17 of one of the notches 15 (where the terms horizontal and vertical are used as in the orientation of FIG. 2).

[0065] It is expected that the maximum length of the transverse seam may be in the region of 50% of the first distance. Conversely, providing a transverse seam having a length of less than about 20 mm is unlikely to change the shape of the airbag in a significant manner compared to the shape of the known butterfly airbag 1 shown in FIG.

[0066] For any notch formed as described herein, the first edge and second edge are preferably the same length.

[0067] In a preferred embodiment, for combined transverse seams extending in both directions from the main seam, the first and second transverse seams are preferably the same or substantially the same length. This maintains a generally symmetrical shape for the airbag and also provides benefits in terms of simplicity, as the blank from which the airbag is formed may also be generally symmetrical.

[0068] However, this need not be the case. In other embodiments, the first and second transverse seams that meet to form the combined transverse seam may be of different lengths. This allows for better control of the shape of the airbag, which may be useful in certain applications. For example, referring to the airbag shown in FIG. 3, the airbag may be configured to be positioned outboard of a seat positioned on the left side of the vehicle when viewed in the forward direction of travel. This seat would be the driver's seat in areas where the vehicle travels on the right side, and the passenger seat in areas where the vehicle travels on the left side. When this airbag is inflated in a vehicle, the first side panel 20 faces toward the torso of the seat occupant, and the second side panel 21 faces toward the interior of the vehicle.

[0069] In such an example, it may be preferable for the first transverse seam 22 to have a relatively long length, which would result in a relatively thicker side of the airbag 18 that can more closely conform to the shape of the seat occupant's torso. Conversely, the second transverse seam 23 may be relatively short, which would result in a relatively flatter shape on the corresponding side of the airbag that more closely matches the shape of the interior of the vehicle.

[0070] Airbags embodying the present invention may also act as "pre-push" airbags, which, when inflated, act to push the seat occupant away from the side of the vehicle. This places additional distance between the seat occupant and the side of the vehicle, thereby reducing the possibility of injury if the side of the vehicle is involved in a collision. For such airbags, it is contemplated that the lateral seam on the side of the airbag closest to the seat occupant may be longer than the lateral seam on the side of the airbag closest to the interior of the vehicle. This gives the airbag a shape that effectively pushes the occupant away from the interior of the vehicle.

[0071] Those skilled in the art will understand how the lengths of the first and second transverse seams that meet to form the combined transverse seam can be varied to control the shape of the resulting airbag in any desired manner.

[0072] It is contemplated that in some embodiments, there may be a transverse seam on one side of a primary seam, but no corresponding transverse seam on the other side of the primary seam. Such embodiments may be used in situations where it is desirable for one side of the airbag to have an increased depth / thickness, but the other side does not require an increased depth / thickness and can have a shape similar to that of one side of the known airbag 1 shown in FIG.

[0073] As described above, the top of the main seam 19 formed by joining the top edges 10 of the first side region 7 and the second side region 8 extends along the top surface 25 of the airbag and intersects with the lateral seam. The front of the main seam 19 formed by joining the bottom edges 11 of the first side region 7 and the second side region 8 extends along the front surface 40 of the airbag and intersects with the lateral seam.

[0074] In some embodiments, the airbag may be formed such that the point where the top of the major seam 19 meets the transverse seam is offset from the point where the front of the major seam 19 meets the transverse seam. This offset is preferably in the transverse direction, i.e., in a direction generally perpendicular to the direction of the major seam 19.

[0075] This type of offset can be seen in Figure 4, where the top of the main seam 19 meets the first transverse seam 22 at a point further to the left (in the orientation of the figure) than the point where the front of the main seam 19 meets the second transverse seam 23.

[0076] This offset can be advantageous because if the top and front of the main seam 19 met the transverse seam at the same point, multiple seams could meet at a single junction, which would require a large amount of reinforcement (e.g., by stitching). This single junction could be a likely point of failure upon airbag inflation. However, by having an offset as described above, the forces generated upon inflation are better distributed, avoiding a single potential point of failure.

[0077] In the above-described embodiments, the first and second edges of each notch are straight or substantially straight. However, this need not be the case. In the example shown in Figure 9a, the notch has first and second edges 45, 46, each of which is curved such that when first and second edges 45, 46 meet each other at intersection 47, they define an interior angle 48 of less than 90°.

[0078] Conversely, referring to Figure 9b, the further notch has a first edge 50 and a second edge 51 that are curved such that when they meet at intersection 52 they define an interior angle 53 that is greater than 90°.

[0079] In fact, the first and second edges of the notch may be generally curved in a continuous manner such that there is no clear intersection where the first and second edges form an acute angle.

[0080] Those skilled in the art will appreciate that by modifying the shape of the first and second edges in this manner, better control of the resulting airbag shape can be achieved. For example, referring again to the airbag shown in Figure 3, if the first and second transverse seams 22, 23 were formed using notches as shown in Figure 9a, these seams would curve toward the rear region of the airbag 18 (i.e., toward the connection region 9) as they extend away from the main seam 19. This seam configuration also reduces stress on the seams during airbag inflation because the forces resulting from inflation are better distributed along the length of the transverse seams.

[0081] Conversely, if these first and second transverse seams 22, 23 were formed from notches formed in accordance with Figure 9b, they would curve forward away from the rear region of the airbag (i.e., away from the connection region 9) as they extend away from the main seam 19.

[0082] Thus, one skilled in the art will understand that varying the shape of the first and second edges of each notch and the angle at which the edges meet each other within the notch can be used to better control the shape of the airbag for any particular application.

[0083] In a preferred embodiment of the invention, the angle at which each first and second edge of each notch meets the top or bottom edge (as appropriate) of the blank is exactly or substantially 90°, as is the angle at each termination point 14. This results in a relatively smooth line where the first and second edges 16, 17 of the notch join together, and also reduces the risk of leakage.

[0084] Whenever a transverse seam is described herein as intersecting a main seam, this should be understood as meaning that the transverse seam intersects the main seam at a location partway along the length of the main seam, whereby the main seam extends in both directions from the point where the transverse seam intersects the main seam.

[0085] Preferably, a transverse seam does not serve to join two or more different panels of the airbag together, but is a connection between two edges of the same panel.

[0086] As used herein, a seam having a free end refers to a seam that terminates such that the free end of the seam is substantially surrounded by the fabric of one or more panels of the airbag, without the seam continuing beyond the free end or connecting to or aligning with another seam at the free end.

[0087] When constructing an airbag, it is often advantageous to perform the stitching operations to join the airbag panels together and then turn the airbag inside out before preparing it for use, which means that the protruding stitched edges are positioned on the inside surface (rather than the outside surface) of the airbag and are less likely to cause injury or discomfort to a vehicle occupant upon deployment.

[0088] With reference to the known airbag 1 shown in Figure 1, those skilled in the art will appreciate that it is difficult to invert the airbag in this manner because the construction primarily involves a single sewing operation that sews the side panels 2, 3 together at the main seam 4. Once this is done, there is no way to invert the airbag 1.

[0089] However, for example, when constructing an airbag using the first blank 6 shown in FIG. 2, the top and bottom edges 10 and 11 of the side panels 7, 8 can be joined together, and the first and second edges 16 and 17 of the first of the notches 15 can be joined together. The airbag can then be turned inside out by pushing through the gap between the first and second edges 16 and 17 of the second of the notches 15. Finally, the first and second edges 16 and 17 of the second of the notches 15 can be joined together. As a result, all seams except for the seam between the first and second edges 16 and 17 of the second of the notches 15 are on the inside of the completed airbag.

[0090] Accordingly, the present invention provides a method of constructing an airbag from a blank as disclosed herein, comprising the steps of joining a first side panel and a second side panel together, then inverting the airbag by passing all or a portion of the blank through the gap between the first and second edges of the notch, and then joining the edges of the notch together.

[0091] In the above discussion, an airbag embodying the present invention is positioned to inflate between a vehicle occupant and the vehicle's interior sidewall. However, the present invention is not so limited. In other embodiments, an airbag embodying the present invention may be positioned to inflate between the driver's seat and the passenger's seat of a vehicle (such an airbag is known as a "far side" airbag). Far side airbags help prevent a seat occupant from being ejected by an impact across the gap between the seats and are preferably sturdy, relatively thick airbags. Those skilled in the art will understand how the above-described technique of using transverse seams to control the shape and thickness of the airbag is useful in constructing effective airbags of this type.

[0092] Airbags embodying the present invention may be used in any type of vehicle or in yet other locations on the exterior of the vehicle.

[0093] In use, the airbag is rolled and / or folded as known in the art and positioned within a housing. The housing may have one or more lines or regions adapted to rupture when the airbag is inflated, so that upon deployment, the airbag emerges from the housing in a desired manner. The airbag may be mounted within a vehicle seat, more specifically, in a side region of the seat. However, this is not required.

[0094] When installed in a vehicle, the airbag is connected to an inflator, which is adapted to supply pressurized gas to the interior of the airbag to inflate the airbag upon deployment. The inflator may be of any known type, such as a pyrotechnic inflator or an inflator having a source of compressed gas. Figures 2 and 5 show inflation openings 54 that allow air to enter the airbag for inflation during use. In the example shown, inflation opening 54 is provided in connection region 9, but this is not required, and one or more inflation openings may be provided in any suitable location.

[0095] Those skilled in the art will appreciate that airbags formed in accordance with the present invention can offer significant advantages over known types of airbags, providing additional protection for vehicle occupants.

[0096] As used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. These terms are not to be interpreted as excluding the presence of other features, steps or components.

[0097] The invention may also broadly reside in the parts, elements, steps, examples, and / or features referred to or shown herein individually, or collectively in any and all combinations of two or more such parts, elements, steps, examples, and / or features. In particular, one or more features in any of the embodiments described herein may be combined with one or more features from any other embodiment described herein.

[0098] Protection may be sought for any feature disclosed in any one or more of the published documents referenced herein in connection with this disclosure.

[0099] While specific exemplary embodiments of the present invention have been described, the appended claims are not intended to be limited to only these embodiments, and the claims should be interpreted literally, flexibly, and / or to encompass equivalents.

Claims

1. 1. An airbag comprising: first and second opposing side panels joined together at a major seam, a first transverse seam intersects and extends away from the main seam and terminates in a free end, the first transverse seam being formed from opposing edges formed in the first side panel, the opposing edges being joined to one another.

2. 2. The airbag of claim 1, further comprising a second transverse seam intersecting the main seam, the second transverse seam extending away from the main seam on an opposite side from the first transverse seam and terminating in a free end, the second transverse seam being formed from opposing edges formed in the second side panel, the opposing edges being joined to one another.

3. 3. The airbag of claim 2, wherein the second transverse seam intersects the major seam at or near the location where the first transverse seam intersects the major seam.

4. The airbag of any one of claims 1 to 3, wherein the first transverse seam is positioned at or near the junction between the top surface of the airbag and the front surface of the airbag.

5. The airbag of any one of claims 1 to 3, wherein the first transverse seam is positioned at or near the junction between the bottom surface of the airbag and the front surface of the airbag.

6. 6. The airbag of claim 1, further comprising a third transverse seam that intersects with the main seam at a location spaced apart from the location where the first transverse seam intersects with the main seam, the third transverse seam terminating in a free end and formed from opposing edges formed in the first side panel or the second side panel, the opposing edges being joined to one another.

7. 7. The airbag of claim 6, further comprising a fourth transverse seam that intersects the main seam at or near the location where the third transverse seam intersects the main seam, the fourth transverse seam terminating in a free end and formed from opposing edges formed in the other of the first side panel or the second side panel, the opposing edges being joined to one another.

8. 8. An airbag as claimed in any one of the preceding claims, wherein the or each transverse seam is formed from a notch formed in an edge of the first side panel or the second side panel, the notch having opposing edges, the opposing edges being joined together.

9. 9. The airbag of claim 8, wherein the opposing edges of the notch are straight or substantially straight and meet each other at an angle at an intersection.

10. An airbag module comprising an airbag according to any one of claims 1 to 9 provided in a housing.

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