A vehicle with an airbag

Abstract

The recent push towards electrification within the automotive industry has provided new opportunities for designing the external and internal structure of vehicles such as cars. Common components of vehicles having an internal combustion engine may no longer be required in vehicles. The corresponding changes to the structure of vehicles results in previously unanticipated problems relating to the safety of occupants during a collision. Proposed is a vehicle (1) comprising: a floor (6) extending in a longitudinal direction from a front end (2) to a rear end (3) of the vehicle (1) and extending in a transverse direction from a first side to a second side of the vehicle (1); a first side structure (4) of the vehicle (1) at the first side of the vehicle (1); a dashboard (10) proximate the front end (2) of the vehicle (1); a seat (7) having a first side (7a) proximate the first side structure (4) and a second side (7b) distal to the first side structure (4); an airbag (20) configured to be deployed by inflation from an undeployed state to a deployed state in which the airbag (20) is inflated and positioned proximate the second side (7b) of the seat (7) such that the seat (7) is transversely positioned between the airbag (20) and the first side structure (4), wherein: in the deployed state, the airbag (20) bears against a first anchor region (21) and a second anchor region (22) so as to be supported between the first anchor region (21) and the second anchor region (22).

Description

[0001] A vehicle with an airba

[0002] Field of the Invention

[0003] The present invention relates to a vehicle (e.g. a motor vehicle) comprising an airbag arrangement.

[0004] Background

[0005] Inflatable airbag arrangements are well known in the automotive industry. For a long time, airbags have been provided within the interior cabins of vehicles to protect occupants in the case of accidents such as crashes. Such airbags are deployed by inflation in the event of an imminent or ongoing vehicle crash, to cushion the impact of a vehicle occupant against elements of the vehicle such as the steering wheel or the dashboard. Over time, it has become common to provide additional airbags at various positions throughout the cabin of a vehicle to provide additional or improved protection in the case of various types of accidents such as, for example, rollover accidents and oblique impact crashes. For example, it is now common practice to provide vehicles with airbags in the form of inflatable curtains, side airbags, knee airbags, and airbags of different configurations for rear seat passengers. Some vehicles even have airbags arranged to deploy across parts of the exterior of the vehicle to protect pedestrians or so-called Vulnerable Road Users, such as cyclists or motorcyclists, should they be struck by the vehicle in an accident.

[0006] As is known in the art, airbags are deployed when crash or impact sensors detect an imminent or on-going collision. The sensors provide an actuating signal (e.g. via an on-board computer / controller) to an airbag’s inflator, which actuates the inflator to deploy (e.g. inflate) the airbag.

[0007] The recent push towards electrification within the automotive industry has provided new opportunities for designing the external and internal structure of vehicles such as cars. For example, common components in vehicles with internal combustion engines such as exhaust systems and drive shafts may no longer be needed in vehicles driven by electric motors. At the same time, additional components such as large batteries and electric motors need to be accommodated within new vehicles. The corresponding changes to the structure of vehicles and the new design constraints offered to vehicle designers give rise to previously unanticipated problems relating to the safety of the occupants during a collision. For example, some vehicles may no longer need a central tunnel, as traditionally used to house the drive shaft and / or the exhaust system in vehicles having an internal combustion engine. During a collision which applies a transverse force on the occupants of the vehicle (e.g. a side impact collision), the central tunnel may maintain an occupant’s legs on their side of the vehicle, preventing or reducing the displacement or movement of the occupant across the vehicle towards the opposite side. Electric vehicles do not always require central tunnels, and therefore a manufacturer may decide to remove the central tunnel from a vehicle to provide more usable floor space for the occupants. Consequently, an occupant of such a vehicle may experience severe displacement or movement across the vehicle during a collision. This may harm said occupant as well as other occupants of the vehicle.

[0008] The present invention has been devised in light of the above considerations.

[0009] Summary

[0010] In a first aspect, there is provided a vehicle comprising: a floor extending in a longitudinal direction from a front end to a rear end of the vehicle and extending in a transverse direction from a first side to a second side of the vehicle; a first side structure of the vehicle at the first side of the vehicle; a dashboard proximate the front end of the vehicle; a seat having a first side proximate the first side structure and a second side distal to the first side structure; an airbag configured to be deployed by inflation from an undeployed state to a deployed state in which the airbag is inflated and positioned proximate the second side of the seat such that the seat is transversely positioned between the airbag and the first side structure, wherein: in the deployed state, the airbag bears against a first anchor region and a second anchor region so as to be supported between the first anchor region and the second anchor region.

[0011] The support provided to the airbag between the first anchor region and second anchor region may be transverse support (e.g. in the sense that the airbag is substantially immovable, or at least not easily moved, sideways within the motor vehicle when deployed).

[0012] By providing a vehicle according to the first aspect, the airbag may deploy from the undeployed state to the deployed state (e.g. following an impact such as a side impact) and prevent or reduce the likelihood of an occupant of the seat being moved significantly across the vehicle away from the first side of the vehicle as a result of the force of the impact. Not only may this protect the occupant from injury resulting from their movement across the vehicle during a crash, it may also protect an adjacent additional occupant who is positioned proximate the second side of the vehicle (e.g. sitting adjacent the first occupant).

[0013] In the deployed state, the airbag may apply a first force against the first anchor region and / or a second force against the second anchor region so that the airbag may be supported thereagainst. The first force and the second force may be outwardly applied forces e.g. in a direction of expansion (e.g. inflation) of the airbag. The first force and the second force may be respectively applied against the first anchor region and the second anchor region by the inflation pressure inside the airbag. As the skilled person will understand, opposing reaction forces may be provided by the first anchor region and the second region against the airbag when in the deployed state.

[0014] Thus, in the deployed state, the airbag may be supported (e.g. held in position) by: a first frictional force between the airbag and the first anchor region; and a second frictional force between the airbag and the second anchor region. In other words, in the deployed state, the airbag may be supported against (e.g. resist) a transverse force via the first and / or second frictional forces. For example, a transverse force may be applied to the airbag (e.g. by an occupant of the seat being moved away from first side of the car by an impact) and the airbag may resist this force. Specifically, the first frictional force and the second frictional force may oppose this transverse force, thus supporting the airbag.

[0015] As a result, the airbag may be deployed so that it bears against the first anchor region and the second anchor region in order to prevent an occupant in the seat moving significantly towards the second side of the vehicle following a collision.

[0016] The first anchor region may comprise an attachment point, and the airbag may be attached to the vehicle at the attachment point in known manner (e.g. via an inflator mounted to the structure of the vehicle). The airbag may deploy from the first anchor region (e.g. from the attachment point). In other words, the airbag may expand (e.g. inflate) from the first anchor region. In the undeployed state, the airbag may be stowed proximate or at the first anchor region (e.g. within a structure of the vehicle comprising the first anchor region). The attachment point may provide additional support for the airbag when in the deployed state (e.g. providing the airbag with additional resistance against a transverse force acting on the airbag). In some embodiments, one of the dashboard, the seat, or the floor may comprise the first anchor region. Alternatively, or in addition, one of the dashboard, the seat, or the floor may comprise the second anchor region. For example, one of the dashboard, the seat, or the floor may comprise the first anchor region, and a different one of the dashboard, the seat, or the floor may comprise the second anchor region. In some embodiments, another structure within the vehicle may comprise the first anchor region and / or the second anchor region. For example, a ceiling of the vehicle (opposite the floor) or a central console or storage portion (e.g. as might be located between adjacent seats).

[0017] As a result, in the deployed state, the airbag may advantageously bear against and be supported by existing / conventional structures within the vehicle.

[0018] In preferred embodiments, the dashboard comprises the first anchor region. Conveniently, when in the undeployed state, the airbag may be stowed within the dashboard.

[0019] As used herein, the term “dashboard” refers to a structure proximate the front end of the vehicle between the longitudinal position of the frontmost seat(s) and the front end of the vehicle. The dashboard may be configured to support a steering wheel and steering wheel column, instruments (e.g. speedometer, tachometer, fuel gauge, specialist instruments relevant to the vehicle’s function), an infotainment system, one or more user interfaces (e.g. buttons / dials), at least part of a heating or air conditioning system (e.g. controls, vents), other airbags, a glove box, and / or other storage compartments. The dashboard may also be known as an instrument panel. The dashboard may extend partially or fully across the vehicle in the transverse direction e.g. from the first side to the second side of the vehicle.

[0020] The first anchor region may be a region of the dashboard facing towards the floor. The first anchor region may be a region of the dashboard facing towards the rear end of the vehicle. As a result, the airbag may deploy / expand rearwards upon inflation. As used herein, “rearward(s)” means towards the rear end of the vehicle in the longitudinal direction.

[0021] Alternatively, or in addition, the airbag may deploy / expand in a vertical direction. As used herein, “vertical direction” refers to a direction between the floor and the ceiling of the vehicle (e.g. the vertical direction in a normal orientation of the vehicle).

[0022] By providing an airbag which deploys proximate the floor of the vehicle, the airbag may occupy a region proximate the legs of an occupant sitting in the seat in a conventional sitting position. In some embodiments, this is the region of the vehicle which may otherwise have been occupied by a powertrain / exhaust tunnel in vehicles which do not comprise such a powertrain / exhaust tunnel (e.g. electric vehicles).

[0023] The second anchor region may be spaced (e.g. vertically spaced) from the dashboard towards the floor. For example, the floor, the seat (e.g. the base of the seat) or other structure below the dashboard may comprise the second anchor region. Thus, the airbag may deploy / expand in a downward direction (e.g. towards the floor of the vehicle).

[0024] The vehicle may comprise one or more additional anchor regions (e.g. a third anchor region). Any structure within the vehicle, such as those listed above in respect of the first and second anchor regions may comprise an additional anchor region.

[0025] In the deployed state, the airbag may bear against the one or more additional anchor regions so as to be supported thereagainst. The airbag may apply a respective additional force against the one or more additional anchor regions such that the airbag is supported by one or more corresponding frictional forces between the airbag and the one or more additional anchor regions. For example, in the deployed state, the airbag may bear against a third anchor region so as to be supported thereagainst. The airbag may apply a third force against the third anchor region such that the airbag is supported by a third frictional force between the third anchor region and the airbag.

[0026] The one or more additional frictional forces (e.g. the third frictional force) may support the airbag in the same way as described herein in respect of the first and second frictional forces. By providing one or more additional anchor regions, the airbag may be better supported against a transverse force. It may be particularly advantageous to provide one or more additional anchor regions where the airbag extends further towards the rear end of the vehicle when in a deployed state (see below). In other words, a larger airbag may require additional anchor regions to ensure adequate resistance against a transverse force.

[0027] The first, second, third and / or additional anchor regions may extend substantially in the transverse direction (e.g. at least partly). Further, two or more anchor regions (e.g. the first and second anchor regions, the first and third anchor regions) may be substantially opposing each other. For example, the first anchor region may substantially oppose the second anchor region and the third anchor region. In other words, two or more anchor regions may be substantially facing each other. In some embodiments, two or more anchor regions (e.g. the first anchor region and the second anchor region) may be on substantially opposing sides of the airbag when in the deployed state (e.g. the first anchor region may be on a side of the deployed airbag proximate the front end of the vehicle and the second anchor region may be on a side of the deployed airbag proximate the rear end of the vehicle).

[0028] The longitudinal position of the airbag in the deployed state and the extent to which it extends rearward may affect the protection afforded to an occupant in the seat. In the deployed state, the airbag may advantageously be positioned adjacent at least a part of the occupant’s legs. This may prevent the occupant’s legs moving significantly away from the first side of the vehicle during a collision. This may help to reduce the extent to which other parts of the occupant (e.g. the torso) move across the vehicle during the collision.

[0029] Thus, in the deployed state, the rearmost part of the airbag (e.g. the rearmost surface) may be longitudinally positioned so as to be substantially aligned with the rearmost part (e.g. rearmost surface) of the dashboard. As used herein, “rearmost part” refers to the part of a structure (such as the airbag or dashboard) which is proximate the rear end of the vehicle (e.g. most proximate compared to the rest of the structure).

[0030] By providing an airbag which, in the deployed state, has its rearmost part longitudinally positioned so as to be substantially aligned with the rearmost part of the dashboard, the airbag may provide protection for the ankles, feet and / or lower legs of the occupant. Here, lower legs may refer to the entire tibia or a portion of the tibia such as a portion proximate the ankles (e.g. between the midpoint of the tibia and the ankle). In other words, during a collision in which the occupant is forced away from the first side of the vehicle, the deployed airbag may resist the movement of the ankles, feet and / or lower legs of the occupant across the vehicle. This in turn may reduce the movement of the occupant’s upper legs and upper body across the vehicle.

[0031] A similar advantage may be provided by the rearmost part of the airbag in the deployed state being longitudinally positioned in a slightly different position. For example, alternatively, or additionally, in the deployed state, the rearmost part of the airbag may be longitudinally positioned so as to be substantially aligned with the base (e.g. frontmost part) of the steering column (e.g. the portion of the steering column which extends from the dashboard).

[0032] Alternatively, or additionally, in the deployed state, the rearmost part of the airbag may be longitudinally positioned so as to be substantially aligned with the frontmost part of the steering wheel. Alternatively, or additionally, in the deployed state, the rearmost part of the airbag may be longitudinally positioned so as to be substantially aligned with the ankles, the midpoint of the tibia, or the top of the tibia, of a 95-percentile male crash test dummy occupying the seat in a normal sitting position (i.e. before any movement under inertia due to an impact or crash). The nominal skilled person will of course readily understand the (standardised) proportions of a 95-percentile male crash test dummy, as well as a normal sitting position, as these both represent important aspects of motor vehicle safety considerations. As used herein, “frontmost part” refers to the part of a structure (such as the airbag or the seat) which is proximate the front end of the vehicle (e.g. most proximate compared to the rest of the structure).

[0033] In some embodiments, in the deployed state, the airbag may extend further towards the rear end of the vehicle. For example, in the deployed state, the rearmost part of the airbag may be longitudinally positioned so as to be spaced between the rearmost part of the dashboard and the frontmost part of the seat. Alternatively, or additionally, in the deployed state, the rearmost part of the airbag may be longitudinally position so as to be substantially aligned with the upper tibia, the knee or the lower femur of a 95-percentile male crash test dummy occupying the seat in a normal sitting position. Advantageously, in the deployed state, the rearmost part of the airbag may be longitudinally positioned so as to be substantially aligned with the frontmost part of the seat.

[0034] Therefore, in addition to (or alternatively to) the protection described above, the airbag may provide protection for an upper part of the tibia (including the entire tibia) and / or the knees of the occupant. Protection may even be provided for a lower portion of the upper leg (above the knee e.g. the femur), particularly in embodiments where the rearmost part of the airbag in the deployed state is longitudinally positioned so as to be substantially aligned with the frontmost part of the seat. By providing protection for a greater extent of the occupant’s legs, the amount by which an occupant of the seat moves across the vehicle during a collision may be further reduced.

[0035] In some embodiments, in the deployed state, the airbag may extend still further towards the rear of the end of the vehicle. For example, in the deployed state, the rearmost part of the airbag may be longitudinally positioned to be rearward of the frontmost part of the seat. Alternatively, or additionally, in the deployed state, the rearmost part of the airbag may be longitudinally position so as to be substantially aligned with the upper femur or pelvis of a 95- percentile male crash test dummy occupying the seat in a normal sitting position. By providing an airbag which, in the deployed state, extends still further towards the rear end of the vehicle, the occupant’s upper legs (e.g. part of the femur or the entire femur), and in some embodiments the pelvis, may be protected. This may further reduce the amount by which the occupant moves away from the first side of the vehicle as a result of a collision.

[0036] The seat may be longitudinally adjustable (e.g. movable) in a conventional manner. In other words, the location of the seat relative to the vehicle may be moved in the longitudinal direction. The seat may be longitudinally adjustable between a frontmost position and a rearmost position. The seat may not be adjustable towards the front end of the vehicle beyond the frontmost position. Similarly, the seat may not be adjustable towards the rear end of the vehicle beyond the rearmost position.

[0037] In the embodiments described above, the longitudinal position of the rearmost part of the airbag when in the deployed state is provided with reference to the seat (e.g. the frontmost part of the seat). These relative definitions may hold true when the seat is in the frontmost position, the rearmost position, and / or a position between the frontmost and rearmost position (e.g. when the seat is positioned substantially equidistant from the frontmost position and the rearmost position). For example, the relative definitions provided above may hold true when the seat is positioned to accommodate a 50-percentile male crash test dummy. Alternatively or additionally, the relative definitions provided above may hold true when the seat is positioned to accommodate a 95-percentile male crash test dummy. Preferably the relative definitions provided above may hold true when the seat is in a position substantially equidistant from the frontmost position and the rearmost position. More preferably the relative definitions provided above may hold true when the seat is in the rearmost position.

[0038] The extent to which the airbag in the deployed state extends towards the front end of the vehicle may also affect the protection afforded to the occupant in the seat. Alternatively to, or in addition to, extending in a rearward direction, the airbag may deploy / expand towards the front end of the vehicle. In other embodiments, the anchor region from which the airbag deploys may define the frontmost longitudinal position of the airbag, (e.g. the airbag may only deploy / expand in a rearward direction).

[0039] The floor may comprise a substantially planar portion and an upwardly inflecting portion proximate the front end of the vehicle. In the deployed state, a frontmost part of the airbag may be longitudinally positioned so as to be substantially aligned with a transition between the substantially planar portion and the upwardly inflecting portion of the floor. Therefore, depending on the rearward extension of the airbag in the deployed state, the airbag may afford protection to a part of the occupant’s legs / body starting from the feet / ankles and extending rearwardly towards the pelvis / torso of the occupant.

[0040] A similar advantage may be provided by the frontmost part of the airbag in the deployed state being longitudinally positioned in a slightly different position. For example, alternatively, or additionally, in the deployed state, the frontmost part of the airbag may be longitudinally positioned so as to be substantially aligned with the pedals of the vehicle, the hinge of a door in the first side structure of the vehicle, the frontmost part of the windscreen, the frontmost part of the footwell in front of the seat, and / or a part of the dashboard between the frontmost part of the dashboard and the rearmost part of the dashboard e.g. a part of the dashboard equidistant between its frontmost part and rearmost part. Alternatively, or additionally, in the deployed state, the frontmost part of the airbag may be longitudinally positioned so as to be substantially aligned with the ankles, feet or toes of a 95-percentile male crash test dummy occupying the seat in the normal sitting position.

[0041] The seat may be positioned proximate the first side structure of the vehicle. In some embodiments, the vehicle may comprise a single seat e.g. a single front seat. The single seat may be positioned closer to the first side structure of the vehicle than a second side structure of the vehicle opposite the first side structure. In other embodiments, the vehicle may comprise an adjacent second seat which is adjacent the first seat defined above. The second seat may be proximate the second side structure of the vehicle. The second seat may have a first side distal from the second side structure of the vehicle and may have a second side proximate the second side structure of the vehicle. The second seat may be proximate the second side of the first seat. In the deployed state, the airbag may be transversely positioned between the first seat and the second seat. In other words, the airbag may be positioned to the first side of the second seat.

[0042] Therefore, when deployed into the deployed state, the airbag may additionally provide protection for an occupant of the adjacent second seat. For example, the airbag may prevent an occupant of the adjacent second seat being moved significantly across the vehicle away from the second side of the vehicle as a result of a transverse force of an impact during a collision.

[0043] The adjacent second seat may have any of the features described herein with respect to the first seat. The relationship between the second seat and the airbag (e.g. the longitudinal position of the airbag in the deployed state) and any other features of the vehicle may be as described herein in respect of the first seat except where clearly impermissible. For example, the second seat may comprise the first or second anchor region. In some embodiments, the second seat comprises an additional anchor region (e.g. a third anchor region). In some embodiments, each of the first seat and the second seat comprises a respective anchor region.

[0044] The vehicle may have a centreline extending in the longitudinal direction. The centreline may be equidistant from the first side and the second side of the vehicle. In the deployed state, the airbag may be aligned with the centreline of the vehicle. For example, the centreline of the vehicle may be aligned (e.g. collinear with) the longitudinal centreline of the airbag. The attachment point may be aligned with the centreline of the vehicle.

[0045] The invention includes the combination of the features described except where such a combination is clearly impermissible or expressly avoided.

[0046] Summary of the Figures

[0047] So that the invention may be more readily understood, and so that further features thereof may be appreciated, embodiments of the invention will now be described by way of example with reference to the accompanying drawings in which:

[0048] Figure 1 shows a schematic top view of a vehicle where the roof is removed for clarity.

[0049] Figure 2 shows a perspective view of the front portion of the vehicle in Figure 1 from the second side of the vehicle.

[0050] Figure 3 shows a schematic top view of the vehicle shown in Figure 1 where the airbag is in the deployed state.

[0051] Figure 4 shows a perspective view of the front portion of the vehicle in Figure 3 from the second side of the vehicle, where the airbag is in the deployed state.

[0052] Figure 5 shows a schematic side view of the airbag, the dashboard and the floor of the vehicle in Figure 1 where the airbag is in the deployed state.

[0053] Figure 6 shows a close-up side view of an occupant in the seat of the vehicle in Figure 1 and a first alternative example of the airbag arrangement. Figure 7 shows a close-up side view of an occupant in the seat of the vehicle in Figure 1 and a second alternative example of the airbag arrangement.

[0054] Figure 8 shows a close-up side view of an occupant in the seat of the vehicle in Figure 1 and a third alternative example of the airbag arrangement.

[0055] Figure 9 shows a close-up side view of an occupant in the seat of the vehicle in Figure 1 and a fourth alternative example of the airbag arrangement.

[0056] Figure 10 shows a close-up side view of an occupant in the seat of the vehicle in Figure 1 and a fifth alternative example of the airbag arrangement.

[0057] Detailed Description

[0058] Aspects and embodiments of the present invention will now be discussed with reference to the accompanying figures. Further aspects and embodiments will be apparent to those skilled in the art.

[0059] Figure 1 shows a schematic top view of a vehicle 1, which in some embodiments may be a car. The roof is removed for clarity. The vehicle 1 has a front end 2 and a rear end 3. A first side structure 4 extends between the front end 2 and the rear end 3 on a first side, and a second side structure 5 extends between the front end 2 and the rear end 3 on a second side. The first side structure 4 and / or the second side structure 5 may comprise one or more doors or windows, and parts of the chassis and bodywork of the vehicle 1. The vehicle 1 comprises a floor 6 which extends between the front end 2 and the rear end 3 in a longitudinal direction (horizontal in Figure 1) and between the first side structure 4 and the second side structure 5 in a transverse direction (vertical in Figure 1).

[0060] A first seat 7 is provided proximate the first side structure 4 having a first side 7a proximate the first side structure 4 and a second side 7b distal to the first side structure 4 (e.g. more proximate the second side structure 5). The first seat 7 may be the driver’s seat, as is shown in Figure 1 . An adjacent second seat 8 is provided proximate the second side structure 5 having a first side 8a distal from the second side structure 5 (e.g. more proximate the first side structure 4) and a second side 8b proximate the second side structure 5. In some embodiments (not shown), the adjacent second seat 8 may be removed or absent so that the first seat 7 is the only seat (e.g. only front seat) in the vehicle. In these embodiments, the first seat 7 may be in the same position as shown in the Figures. In the embodiments shown (e.g. in Figure 1 ), the second seat 8 is a front passenger seat. One or more rear seats 9 (proximate the rear end 3) are also provided, although in other embodiments (not shown) these may be removed or absent. Further, a centreline 90 of the vehicle 1 extends in the longitudinal direction and is equidistant between the first side and the second side.

[0061] The vehicle 1 also comprises a dashboard 10 which, among other conventional features known to the skilled person, comprises a steering wheel 11. The dashboard 10 extends from the first side structure 4 to the second side structure 5 (i.e. entirely across the vehicle 1). Further, the dashboard 10 comprises a compartment 12 configured to stow an airbag 20 in an undeployed state and an inflator (not shown) for inflating the airbag 20.

[0062] Figure 2 shows a perspective view of the front portion of the vehicle 1 from the second side of the vehicle 1. The first and second side structures 4,5 are removed for clarity. Further, an occupant (driver) 91 is shown in the first seat 7 and another occupant (passenger) 92 is shown in the adjacent second seat 8. Both occupants are shown in a normal sitting position (i.e. before any movement under inertia due to an impact or crash). In Figure 2, the airbag 20 is stowed within the compartment 12 within the dashboard 10 so that it is in the undeployed state.

[0063] As can be seen in Figure 2, the vehicle 1 does not comprise any permanent barrier between the first seat 7 and the adjacent second seat 8. In many known vehicles having an internal combustion engine, part of the vehicle structure separates two adjacent seats. Such a vehicle structure is often a central tunnel which can be located between two adjacent seats and may thus be considered to form a barrier between the seats. However, many newer vehicles, including electric vehicles and the vehicle 1 shown in Figure 2, do not comprise such a structure.

[0064] As a result, during collision which imparts a transverse force on the vehicle 1 (e.g. a side impact collision), one or more occupants (e.g. only the occupant of the first seat 7 or the occupant of the first seat 7 and the occupant of the adjacent second seat 8) may be displaced or moved across the vehicle 1. For example, in a collision between the first side structure 4 of the vehicle 1 and an external object, such as another vehicle, the occupant 91 in the first seat 7 may be displaced or moved across the vehicle 1 towards the other occupant 92 and the second side structure 5 of the vehicle 1. In vehicles where there is no vehicle structure separating adjacent seats, there is nothing to prevent or reduce this movement. Similarly, in a collision between the second side structure 5 of the vehicle 1 and an external object, the other occupant 92 in the adjacent second seat 8 may be displaced or moved across the vehicle 1 towards the occupant in the first seat 7 and the first side structure 4 when there is no vehicle structure between adjacent seats to prevent or reduce this movement.

[0065] On detection (by one or more sensors in known manner) of an imminent or ongoing collision, the vehicle computer / control system may deploy (e.g. inflate) the airbag 20 (as well as other airbags not shown).

[0066] Figure 3 shows the schematic top view of the vehicle 1 which is shown in Figure 1 , with the airbag 20 deployed into the deployed state. In the deployed state, the airbag 20 is positioned proximate the second side 7b of the first seat 7 such that the first seat 7 is transversely positioned between the airbag 20 and the first side structure 4. Further, the airbag 20 is positioned proximate the first side 8a of the adjacent second seat 8 such that the second seat 8 is transversely positioned between the airbag 20 and the second side structure 5. In the embodiment shown in Figure 2, the airbag 20 is in the middle of the vehicle 1 such that the centreline 93 of the airbag 20 is aligned (collinear) with centreline 90 of the vehicle 1.

[0067] Figure 4 shows the same view as Figure 2, but with the airbag 20 deployed into the deployed state. In the deployed state, the airbag 20 bears against a first anchor region 21 which is a region of the dashboard 10. Specifically, the first anchor region 21 is a region of the dashboard 10 facing rearwards and downwards. The airbag 20 also bears against a second anchor region 22 which is part of the floor 6 of the vehicle 1. As a result, the airbag 20 is supported in the deployed state between the first anchor region 21 and the second anchor region 22. The airbag 20 is attached to an attachment point (not shown) within the first anchor region 21. In the embodiment shown, the first anchor region 21 comprises an opening to the compartment 12 and the attachment point is within the compartment 12.

[0068] As is clear to the skilled person, the airbag 20 deploys from the first anchor region 21 and inflates towards the second anchor region 22. The airbag 20 inflates and expands in the rearward and downward directions. Therefore, the second anchor region 22 is spaced from the first anchor region 21 in the rearward direction.

[0069] As used herein, “bear against” may mean “applying a force to”. The airbag expands (e.g. inflates) against the first anchor region 21 and the second anchor region 22. Thus, as inflation pressure builds in the airbag 20 as it transitions from the undeployed state to the deployed state, the airbag 20 applies force to the first anchor region 21 and the second anchor region 22. This is further explained with reference to Figure 5, which shows a schematic side view of the airbag 20, the dashboard 10 and the floor 6 shown in Figure 4.

[0070] As seen in Figure 5, there is a distance Di between the first anchor region 21 and the second anchor region 22. If the floor 6 were (hypothetically) removed, the airbag 20 would expand beyond the location of the floor 6, to adopt the inflated configuration shown in Figure 5. In other words, the dimension of the unconstrained and fully inflated airbag 20 (which in use may be aligned with the distance between the first anchor region 21 and the second anchor region 22), is D2 which may be longer than the distance Di between the first anchor region 21 and the second anchor region 22. Therefore, the expansion of the airbag 20 is constrained by the distance Di between the first anchor region 21 and the second anchor region 22.

[0071] When deployed from the undeployed state, the airbag 20 will expand against the first anchor region 21 and the second anchor region 22 because it is constrained therebetween.

[0072] Therefore, as the inflation pressure inside the constrained airbag 20 continues to increase, it will begin to forcefully bear against the first anchor region 21 and the second anchor region 22. Finally, in the deployed state, the airbag 20 bears against the first anchor region 21 and the second anchor region 22. This represented by the dashed outline in Figure 5 which shows the outline of the deployed airbag 20 when it is constrained by the first anchor region 21 and the second anchor region.

[0073] The inflation pressure of the airbag applies a first outward force F1 to the first anchor region 21 and a second outward force F2 to the second anchor region 22. The first force applied to the first anchor region 21 introduces a first frictional force between the first anchor region 21 and the outermost surface of the airbag 20. Similarly, the second force applied to the second anchor region 22 introduces a second frictional force between the second anchor region 22 and the outermost surface of the airbag 20. The first frictional force and the second frictional force both have a (transverse) direction into or out of the page in Figure 5.

[0074] During a collision, the force of the collision may displace a part an occupant (e.g. 91, 92) towards the airbag 20 such that the occupant (e.g. 91, 92) applies a transverse force to the airbag (which would be into or out of the page in Figure 5). When the airbag 20 is in the deployed state, the first and second frictional forces will oppose this transverse force and must be overcome by the transverse force before the airbag begins to move in the transverse direction. Thus, the airbag may protect the occupant (e.g. 91, 92) and reduce the movement of the occupant (e.g. 91, 92) across the vehicle 1 (e.g. by stopping or slowing the movement of the occupant (e.g. 91, 92) as they are displaced across the vehicle 1).

[0075] Figures 6 to 10 show a side view of the vehicle 1 from the second side. The second side structure 5, the second seat 8 and its occupant 92 are removed for clarity. Further, the outline of the occupant 91 of the first seat 7 is shown behind the airbag to assist with understanding. Each of Figures 6 to 10 show the same vehicle 1 as described above having a respective alternative exemplary arrangement of the airbag 20 installed. In each of Figures 6 to 10, the exemplary airbag arrangements are shown are in the deployed state.

[0076] In Figure 6, the airbag 20a is deployed from the first anchor region 21 which is a region of the dashboard 10 and bears against the first anchor region 21 and the second anchor region 22 which is a region of the floor 6. The rearmost part 24a of the airbag 20a is longitudinally positioned so as to be substantially aligned with the rearmost part 14 of the dashboard 10. Further, the rearmost part 24a of the airbag 20a is longitudinally aligned with the frontmost part of the steering column 11a. In this embodiment, the airbag 20a is deployed into a position adjacent the lower tibia and ankles of the occupant 91. Therefore, during a collision in which the airbag 20a is deployed into the deployed state, the airbag 20a prevents (or reduces the amount by which) the lower tibia and ankles are displaced across the vehicle 1.

[0077] In Figure 7, an alternative airbag 20b is exemplified, which extends further towards the rear end 3 of the vehicle 1 when in the deployed state. Specifically, the rearmost part 24b of the airbag 20b is longitudinally positioned so as to be spaced between the rearmost part 14 of the dashboard 10 and the frontmost part 7c of the seat 7. The airbag 20b is deployed from the first anchor region 21 which is a region of the dashboard 10 and bears against the first anchor region 21 and the second anchor region 22 which is a region of the floor 6. In this embodiment, the rearmost part 24b of the airbag 20b is proximate the frontmost part 7c of the seat 7 (e.g. closer to the seat 7 than to the dashboard 10). The rearmost part 24b of the airbag 20b also may be said to be substantially aligned with the frontmost part of the steering wheel 11 . In this embodiment, the airbag 20b is deployed into a position adjacent the ankle, the entire tibia and the knee of the occupant 91 . Therefore, during a collision in which the airbag 20b is deployed into the deployed state, the airbag 20b prevents (or reduces the amount by which) the knee, the tibia and ankles are displaced across the vehicle 1.

[0078] In Figure 8, an alternative airbag 20c is exemplified, which extends still further towards the rear end 3 of the vehicle 1 when in the deployed state. Specifically, the rearmost part 24c of the airbag 20c is longitudinally positioned to be rearward of the frontmost part 7c of the seat 7 (the outline of which is shown behind the airbag 20c to aid understanding). The airbag 20c is deployed from the first anchor region 21 which is a region of the dashboard 10 and bears against the first anchor region 21 and the second anchor region 22 which is a region of the floor 6. In this embodiment, the airbag is deployed into a position adjacent the entire tibia, the knee and part of the femur (nearly the entire femur) of the occupant 91. Therefore, during a collision in which the airbag 20c is deployed into the deployed state, the airbag 20c prevents (or reduces the amount by which) the knee, the tibia and the femur are displaced across the vehicle 1.

[0079] In the alternative examples of airbag arrangements shown in Figures 6 to 8, the dashboard 10 comprises the first anchor region 21. Figure 9 shows an alternative airbag 20d provided in the vehicle 1 wherein the floor 6 comprises the first anchor region 21 d and the dashboard 10 comprises the second anchor region 22d. The airbag 20d adopts a deployed state having a similar longitudinal position to the airbag 20a shown in Figure 6 such that the rearmost part 24d of the airbag 20d is substantially aligned with the rearmost part 14 of the dashboard. However, here, the airbag 20d is deployed from the floor 6 (as indicated by the arrows) and the first region 21 d on the floor 6 comprises the attachment point. All other features of this embodiment, including the relationships between the airbag 20d and the other parts of the vehicle 1 , are the same as those described in respect of Figures 1 to 6.

[0080] Figure 10 shows an alternative airbag 20e provided in the vehicle 1 wherein the airbag 20e is deployed from the seat 7. In other words, the seat 7 comprises the first anchor region 21e. The first anchor region 21e comprises the attachment point. In this embodiment, the dashboard 10 comprises the second anchor region 22e. In addition, the floor 6 comprises a third anchor region 23e. When in the deployed state, the airbag 20e bears against the first anchor region 21e, the second anchor region 22e, and the third anchor region 23e. The third anchor region 23e provides additional support for the airbag 20e as described above. As with Figures 6 and 9, the airbag 20e deploys into a position adjacent the tibia and the ankles of the occupant 91 in order to prevent or reduce movement of the tibia and ankles across the vehicle 1 during a collision. The rearmost part 24e of the airbag 20e is at the first anchor region 21 e and so is substantially aligned with the frontmost part 7c of the seat 7. All other features of this embodiment, including the relationships between the airbag 20e and the other parts of the vehicle 1 , are the same as those described in respect of Figures 1 to 6 and 9. In the embodiments shown in Figures 6 to 10, the frontmost parts of the airbags 20a, 20b, 20c, 20d, 20e are positioned at the same longitudinal location as one another. In embodiments such as those shown in Figures 6, 7 and 8, the airbags 20a, 20b, 20c do not need to expand particularly far forward from the initial deployment location at the first anchor region 21. However, in the embodiment shown in Figure 9, the airbag 20d must expand further forward in order to reach the same longitudinal location. Moreover, in the embodiment shown in Figure 10, the airbag 20e must expand forwards by a significant amount in order to reach the same longitudinal location. Thus, the airbag 20 may expand both forward and rearward when deployed. As used herein, “forward(s)” means towards the front end of the vehicle in the longitudinal direction.

[0081] In the embodiments shown in Figures 6 to 10, the floor 6 comprises a substantially planar portion 6a and an upwardly inflecting portion 6b. There is a transition (e.g. a transition region) 6c between the substantially planar portion and the upwardly inflecting portion 6b. In the embodiments shown in Figures 6 to 10, the frontmost part 25 of the airbags 20a, 20b, 20c, 20d, 20e is substantially aligned with this transition region 6c. The transition region 6c is approximately aligned with the ankles of the occupant 91 when the occupant 91 is in a normal sitting position. Therefore, in the embodiments shown in Figure 6 to 10, the airbags 20a, 20b, 20c, 20d, 20e provide protection for at least the ankles and / or lower tibia of the occupant 91.

[0082] The skilled person will understand that the relationships and protection described above in respect of the occupant 91 in the first seat 7 are applicable also to the occupant 92 of the adjacent second seat 8.

[0083] The features disclosed in the foregoing description, or in the following claims, or in the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for obtaining the disclosed results, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

[0084] While the invention has been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the exemplary embodiments of the invention set forth above are considered to be illustrative and not limiting. Various changes to the described embodiments may be made without departing from the scope of the invention.

[0085] For the avoidance of any doubt, any theoretical explanations provided herein are provided for the purposes of improving the understanding of a reader. The inventors do not wish to be bound by any of these theoretical explanations.

[0086] Unless otherwise defined herein, scientific and technical terms used in connection with the presently disclosed inventive concept(s) shall have the meanings that are commonly understood by those of ordinary skill in the art.

[0087] Any section headings used herein are for organizational purposes only and are not to be construed as limiting the subject matter described.

[0088] In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word ‘comprising’ does not exclude the presence of other elements or steps than those listed in a claim. Throughout this specification, including the claims which follow, unless the context requires otherwise, the words “have”, “comprise”, and “include”, and variations such as “having”, “comprises”, “comprising”, and “including” will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

[0089] It must be noted that, as used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Ranges may be expressed herein as from “about” or “approximately” one particular value, and / or to “about” or “approximately” another particular value. When such a range is expressed, another embodiment includes from the one particular value and / or to the other particular value. Similarly, when values are expressed as approximations, by the use of the antecedents “about” or “approximately” it will be understood that the particular value forms another embodiment. The terms “about” or “approximately” in relation to a numerical value are optional and mean, for example, + / - 10%.

[0090] Unless stated otherwise, terms such as “first” and “second” are used to arbitrarily distinguish between the elements or such terms describe. Thus, these terms are not necessarily intended to indicate temporal or other prioritization of such elements. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to advantage. As may be used herein, any reference to “one embodiment,” “an embodiment,” “some embodiments,” “one example,” “for example,” or “an example” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearance of the phrase “in some embodiments” or “one example” in various places in the specification is not necessarily all referring to the same embodiment, for example. Further, all references to one or more embodiments or examples are to be construed as non-limiting to the claims.

[0091] As used in this specification, any formulation used of the style “at least one of A, B or C”, and the formulation “at least one of A, B and C” means that those formulations comprise any and all joint and several permutations of A, B, C, that is, A alone, B alone, C alone, A and B in any order, A and C in any order, B and C in any order and A, B, C in any order. There may be more or less than three features used in such formulations.

[0092] The term “or combinations thereof’ As may be used herein refers to all permutations and combinations of the listed items preceding the term. For example, “A, B, C, or combinations thereof’ is intended to include at least one of: A, B, C, AB, AC, BC, or ABC, and if order is important in a particular context, also BA, CA, CB, CBA, BCA, ACB, BAC, or CAB. Continuing with this example, expressly included are combinations that contain repeats of one or more item or term, such as BB, AAA, AAB, BBC, AAABCCCC, CBBAAA, CABABB, and so forth. The skilled artisan will understand that typically there is no limit on the number of items or terms in any combination, unless otherwise apparent from the context.

[0093] As may be used herein, the term "substantially" means that the subsequently described event or circumstance completely occurs or that the subsequently described event or circumstance occurs to a great extent or degree. For example, when associated with a particular event or circumstance, the term "substantially" means that the subsequently described event or circumstance occurs at least 80% of the time, or at least 85% of the time, or at least 90% of the time, or at least 95% of the time. For example, the term "substantially adjacent" may mean that two items are 100% adjacent to one another, or that the two items are within close proximity to one another but not 100% adjacent to one another, or that a portion of one of the two items is not 100% adjacent to the other item but is within close proximity to the other item.

[0094] The words "preferred" and "preferably" are used herein refer to embodiments of the invention that may provide certain benefits under some circumstances. It is to be appreciated, however, that other embodiments may also be preferred under the same or different circumstances. The recitation of one or more preferred embodiments therefore does not mean or imply that other embodiments are not useful, and is not intended to exclude other embodiments from the scope of the disclosure, or from the scope of the claims.

Claims

CLAIMS1. A vehicle (1 ) comprising: a floor (6) extending in a longitudinal direction from a front end (2) to a rear end (3) of the vehicle (1) and extending in a transverse direction from a first side to a second side of the vehicle (1); a first side structure (4) of the vehicle (1 ) at the first side of the vehicle (1 ); a dashboard (10) proximate the front end (2) of the vehicle (1); a seat (7) having a first side (7a) proximate the first side structure (4) and a second side (7b) distal to the first side structure (4); an airbag (20) configured to be deployed by inflation from an undeployed state to a deployed state in which the airbag (20) is inflated and positioned proximate the second side (7b) of the seat (7) such that the seat (7) is transversely positioned between the airbag (20) and the first side structure (4), characterised in that: in the deployed state, the airbag (20) bears against a first anchor region (21) and a second anchor region (22) so as to be supported between the first anchor region (21) and the second anchor region (22).

2. The vehicle (1) according to claim 1 wherein, in the deployed state, the airbag (20) applies a first force against the first anchor region (21) and a second force against the second anchor region (22) such that the airbag (20) is supported in the deployed state by: a first frictional force between the airbag (20) and the first anchor region (21); and a second frictional force between the airbag (20) and the second anchor region (22).

3. The vehicle (1) according to any one of the preceding claims wherein the first anchor region (21) comprises an attachment point, and the airbag (20) is attached to the vehicle (1) at the attachment point.

4. The vehicle (1) according to any one of the preceding claims wherein one of the dashboard (10), the seat (7), or the floor (6) comprises the first anchor region (21) or the second anchor region (22).

5. The vehicle (1) according to claim 4 wherein one of the dashboard (10), the seat (7), or the floor (6) comprises the first anchor region (21), and a different one of the dashboard (10), the seat (7), or the floor (6) comprises the second anchor region (22).

6. The vehicle (1) according to any one of the preceding claims wherein the dashboard (10) comprises the first anchor region (21).

7. The vehicle according to claim 6 wherein the second anchor region (22) is vertically spaced from the dashboard (10) towards the floor (6).

8. The vehicle (1) according to any one of the preceding claims wherein, in the deployed state, the airbag (20) bears against a third anchor region (23e) so as to be supported thereagainst, and the airbag (20) applies a third force against the third anchor region (23e) such that the airbag (20) is supported by a third frictional force between the third anchor region (23e) and the airbag (20).

9. The vehicle (1) according to any one of the preceding claims wherein, in the deployed state, a rearmost part (24a) of the airbag (20) is longitudinally positioned so as to be substantially aligned with a rearmost part (14) of the dashboard (10).

10. The vehicle (1) according to any one of claims 1 to 8 wherein, in the deployed state, a rearmost part (24b) of the airbag (20) is longitudinally positioned so as to be spaced between a rearmost part (14) of the dashboard (10) and a frontmost part (7c) of the seat (7).

11. The vehicle (1) according to any one of claims 1 to 8 wherein, in the deployed state, a rearmost part (24b) of the airbag (20) is longitudinally positioned so as to be substantially aligned with a frontmost part (7c) of the seat (7).

12. The vehicle (1) according to any one of claims 1 to 8 wherein, in the deployed state, a rearmost part (24c) of the airbag (20) is longitudinally positioned to be rearward of a frontmost part (7c) of the seat (7c).

13. The vehicle (1) according to any one of claims 10 to 12 wherein the seat (7) is longitudinally adjustable between a frontmost position and a rearmost position, and the seat (7) is at the rearmost position.

14. The vehicle (1) according to any one of claims 10 to 12 wherein the seat (7) is longitudinally adjustable between a frontmost position and a rearmost position, and the seat(7) is substantially equidistant from the frontmost position and the rearmost position.

15. The vehicle (1) according to any one of the preceding claims, wherein the floor (6) comprises a substantially planar portion (6a), and an upwardly inflecting portion (6b) proximate the front end (2) of the vehicle (1), and, in the deployed state, a frontmost part (25) of the airbag (20) is longitudinally positioned so as to be substantially aligned with a transition(6c) between the substantially planar portion (6a) and the upwardly inflecting portion (6b).

Images