Vehicle occupant restraining system and motor vehicle
The central airbag system with a roof-supported support chamber addresses the challenge of optimizing occupant protection in vehicle restraint systems by stabilizing the restraint chamber, minimizing lateral displacement and reducing material costs.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- DALPHI METAL ESPANA SA
- Filing Date
- 2026-01-13
- Publication Date
- 2026-07-23
AI Technical Summary
Existing vehicle occupant restraint systems face challenges in providing optimal protection for vehicle occupants, especially in side impacts, as they are often influenced by the position of the vehicle seat and lack flexibility in deployment geometry.
A central airbag system with a restraint chamber and a support chamber, where the support chamber is positioned to rest against the vehicle roof, providing stabilization independent of seat position, and is designed to minimize lateral displacement through a flexible geometry and gas dynamics.
The system effectively prevents lateral displacement of occupants in side collisions and reduces the risk of head-on collisions by stabilizing the restraint chamber, ensuring optimal support regardless of seat position, while being cost-effective due to reduced material use and simplified manufacturing.
Smart Images
Figure EP2026050632_23072026_PF_FP_ABST
Abstract
Description
[0001]
[0002] Vehicle occupant restraint system and motor vehicle
[0003] The invention relates to a vehicle occupant restraint system for a motor vehicle, with a central airbag arranged in the area of a vehicle headliner between two vehicle seats, and to a motor vehicle with a vehicle occupant restraint system.
[0004] Vehicle occupant restraint systems are designed to support vehicle occupants when necessary. Depending on the nature of the emergency, different restraint systems can be activated. There is a constant effort to optimize vehicle occupant restraint systems to provide even better protection for vehicle occupants when needed.
[0005] Therefore, one of the aims of the invention is to provide an improved vehicle occupant restraint system.
[0006] This problem is solved according to the invention by a vehicle occupant restraint system for a motor vehicle, comprising a central airbag arranged in the area of the vehicle headliner between two vehicle seats, wherein the central airbag includes at least one restraint chamber facing an associated vehicle seat and at least one support chamber facing away from the associated vehicle seat. The vehicle seat can be located on the driver's side or the passenger's side. The support chamber is arranged such that, in the inflated state of the central airbag, it rests at least partially against the vehicle headliner and supports the restraint chamber, wherein the support chamber has a smaller volume than the restraint chamber when the central airbag is inflated.
[0007] For example, the volume of the support chamber is at most half the volume of the retention chamber.
[0008] The vehicle occupant restraint system according to the invention offers the advantage that the vehicle roof can be used as a reaction surface. This means that in a restraint situation, the load exerted on the restraint chamber by the vehicle occupant is transferred from the restraint chamber, via the support chamber, to the roof structure. The reaction surface is thus independent of a vehicle seat or center console, allowing the center airbag to be positioned flexibly. Different positions of the vehicle seat have no influence on the support of the center airbag. The geometry of the center airbag, in particular the restraint chamber, can also be designed flexibly.
[0009] Another advantage is that the support chamber holds the restraint chamber in a position when the center airbag is inflated, allowing the center airbag to provide optimal lateral support for a vehicle occupant. Specifically, the support chamber holds the inflated restraint chamber in a position where a main plane of extension of the center airbag extends primarily in the vertical and / or longitudinal direction of the vehicle.
[0010] A supporting force caused by the restraint chamber acts in a direction opposite to the displacement of the vehicle occupant.
[0011] The center airbag effectively prevents lateral displacement of vehicle occupants. Such lateral displacement typically occurs in a farside collision, meaning a collision on the side of the vehicle furthest from the occupant. The center airbag minimizes the transverse displacement of a vehicle occupant. For example, the center airbag also reduces the transverse displacement of a driver even when there is no passenger in the vehicle. Furthermore, if a passenger is present, it reliably prevents a head-on collision.
[0012] Because the support chamber has a smaller volume than the restraint chamber, a certain degree of movement is ensured. This means the restraint chamber can pivot slightly and thus accommodate a degree of lateral movement of a vehicle occupant, preventing an abrupt and significant blockage. The further the restraint chamber pivots, the more the gas within the support chamber is compressed, and the stiffer the support chamber becomes. This slows down any pivoting movement of the restraint chamber and effectively prevents lateral movement of the vehicle occupant. This effect is further enhanced by the increasing gas filling of the central gas bag.
[0013] The center airbag can comprise exactly one restraint chamber and exactly one support chamber. When inflated, the restraint chamber and the support chamber form an L-shape when viewed from the front. Specifically, the support chamber is oriented horizontally, and the restraint chamber is oriented vertically, resulting in an inverted L when viewed from the front. The horizontal orientation of the support chamber provides a relatively large contact area with the vehicle's roof, ensuring stable support for the restraint chamber. The vertical orientation of the restraint chamber provides optimal stabilization for the vehicle occupant seated in the corresponding vehicle seat.
[0014] According to another embodiment, the central airbag comprises exactly one restraint chamber, and a support chamber is arranged on either side of the restraint chamber. In this way, the restraint chamber is stabilized transversely to a longitudinal axis of the vehicle in both directions, ensuring that the restraint chamber is held in a predetermined position, in which it is vertically oriented. In this case, the restraint chamber can serve to support both a driver and a passenger.
[0015] In another alternative embodiment, the central airbag comprises two retention chambers, one assigned to the driver's side and the other to the passenger's side, with the support chamber located between the two. The support chamber thus stabilizes both the driver's and passenger's side retention chambers as needed. By stabilizing both retention chambers with a single support chamber, the central airbag can be made particularly compact, which is also advantageous in terms of manufacturing costs. More precisely, less material is required to manufacture the central airbag than if it had multiple retention chambers.
[0016] All support and containment chamber(s) can be interconnected by flow. This allows all support and containment chamber(s) to be inflated using a common gas generator, which is also advantageous with regard to the manufacturing costs of the central gas bag.
[0017] For example, at least one support chamber in the area of the vehicle's roof is flow-connected to the containment chamber. This allows the gas generated by a gas generator to flow as directly as possible into the support chamber when needed, without having to go through the containment chamber, so that it is quickly inflated and thus immediately supported by the containment chamber.
[0018] According to an alternative embodiment, the at least one support chamber is fluid-connected to the retention chamber in an overflow area located away from the vehicle's headliner, so that, when inflated, the support chamber extends obliquely from the overflow area away from the retention chamber towards the vehicle's headliner. The distance of the overflow area from the vehicle's headliner provides even better support for the retention chamber. In this case, the support chamber acts similarly to a stabilizing strut, comparable to a truss structure. This prevents the retention chamber from buckling.
[0019] The support chamber is attached to the vehicle structure via the restraint chamber, specifically exclusively via the restraint chamber. In other words, the support chamber has no direct connection to the vehicle structure. Therefore, there are no separate fasteners for attaching the restraint chamber to the vehicle structure; that is, no separate attachment points or additional anchors are required. This contributes to a simple design of the center gasbag.
[0020] The restraint chamber can have a support section that widens towards the vehicle's roof. This provides additional support for the restraint chamber. More precisely, a restraint chamber that widens downwards can, in addition to the support provided by the vehicle's roof, be further supported by additional support surfaces, particularly the vehicle seats, via at least one support chamber. This further improves the stabilization of the center airbag when inflated and the front passenger seat is unoccupied.
[0021] For example, the support section widens in a direction away from the vehicle's roof when viewed from the front and / or from the side.
[0022] Viewed from the front, the widening of the restraint chamber, i.e., its widening perpendicular to the vehicle's longitudinal direction, wedges it between the vehicle seats during deployment and inflation, thus stabilizing it within the vehicle. Specifically, when inflated, such a restraint chamber forms a support wall, held in place at its upper and lower edges, which runs vertically within the vehicle.
[0023] The widening, viewed from the side, creates a larger support area when viewed in the longitudinal direction of the vehicle, thus reliably supporting a vehicle occupant in various seating positions.
[0024] According to one aspect, the inflated restraint chamber has a notch at its end facing away from the vehicle's headliner. This notch is a geometric feature created during inflation of the center airbag or restraint chamber, either because the fabric of the center airbag is stitched accordingly or because further expansion of the restraint chamber is otherwise restricted. More precisely, the notch can be formed by a dart or a constriction. The notch increases the flexibility of the center airbag in the corresponding area.
[0025] The problem is further solved according to the invention by a motor vehicle with an occupant restraint system according to the invention, wherein the motor vehicle has two seats arranged side by side and the central airbag is arranged in an inflated state between the two seats. In such a motor vehicle, an occupant can be reliably supported if necessary. Further advantages and features of the invention will become apparent from the following description and from the accompanying drawings, to which reference is made. The drawings show:
[0026] Figure 1 schematically shows a motor vehicle according to the invention with a vehicle occupant restraint system according to the invention,
[0027] Figure 2 shows the vehicle occupant restraint system from Figure 1 during a lateral displacement of a vehicle occupant.
[0028] Figure 3 schematically shows a vehicle occupant restraint system according to a further embodiment,
[0029] Figure 4 schematically shows a vehicle occupant restraint system according to yet another embodiment,
[0030] Figure 5 schematically shows a vehicle occupant restraint system according to yet another embodiment,
[0031] Figure 6 schematically shows a vehicle occupant restraint system according to the invention in a further embodiment, Figure 7 schematically shows a vehicle occupant restraint system according to a further embodiment.
[0032] Figure 8 schematically shows another motor vehicle according to the invention with a vehicle occupant restraint system according to the invention, Figure 9 shows a front view of a restraint chamber of the central airbag from Figure 8,
[0033] Figure 10 shows the retention chamber from Figure 9 in a side view, Figure 11 shows a retention chamber for a vehicle occupant restraint system according to a further embodiment according to the invention,
[0034] Figure 12 shows the containment chamber from Figure 11 in a side view, Figure 13 shows the motor vehicle from Figure 8 in a side view, Figure 14 shows the motor vehicle from Figure 8 in another side view, wherein the vehicle seat is arranged in a different position compared to Figure 13,
[0035] Figure 15 shows a top view of the front seats of the motor vehicle from Figure 8, and
[0036] Figure 16 shows another top view of the front seats of the motor vehicle from Figure 8, where the vehicle seats are arranged in a different position compared to Figure 15.
[0037] Figure 1 schematically shows a motor vehicle 10 with a vehicle occupant restraint system 12.
[0038] The motor vehicle 10 has two side-by-side vehicle seats 14, 16.
[0039] The vehicle occupant restraint system 12 has a central airbag 18 which, in an inflated state, is arranged between the two vehicle seats 14, 16, as illustrated in Figure 1.
[0040] The central gasbag 18 can be positioned exactly in the middle or slightly off-center.
[0041] The central airbag 18 is installed in the area of a vehicle headliner 20 of the motor vehicle 10 between the two vehicle seats 14, 16.
[0042] The central airbag 18 can support a vehicle occupant in the event of a side impact, particularly a so-called farside collision. This is illustrated in Figure 2 by a lateral displacement of the vehicle occupant.
[0043] Having a passenger also helps avoid a head-on collision.
[0044] The central airbag 18 has a restraint chamber 22 facing the vehicle seat 14, in particular the driver's seat, and a support chamber 24 facing away from the driver's seat. The support chamber 24 is arranged such that, when the central airbag 18 is inflated, it rests at least partially against the vehicle roof 20 and supports the restraint chamber 22. The support chamber 24 is thus designed to stabilize the restraint chamber 22, if necessary, against a lateral force caused by a shift in the vehicle occupant, as illustrated in Figure 2.
[0045] As can be seen in Figures 1 and 2, the support chamber 24 has a smaller volume than the containment chamber 22 when the central gas bag 18 is inflated. For example, the volume of the support chamber 24 is at most one third or one quarter of the volume of the containment chamber 22, but at least one tenth of the volume of the containment chamber 22.
[0046] In the embodiment according to Figures 1 and 2, the central gas bag 18 comprises exactly one retention chamber 22 and exactly one support chamber 24, wherein the retention chamber 22 and the support chamber 24, when the central gas bag 18 is inflated, form at least approximately an L-shape when viewed from the front.
[0047] The containment chamber 22 and the support chamber 24 are flow-connected to each other in the area of the vehicle roof 20.
[0048] In this case, a rotation axis, about which the retention chamber 22 and the support chamber 24 can pivot, runs along the vehicle's roof 20.
[0049] The support chamber 24 is attached to the vehicle structure via the restraint chamber 22, specifically exclusively via the restraint chamber 22. Consequently, no fastening devices or tension straps are present for securing and positioning the support chamber 24.
[0050] Figure 3 schematically shows a vehicle occupant restraint system 12 according to a further embodiment.
[0051] For identical structures with identical functions known from the above embodiment, the same reference numerals are used below, and reference is made to the preceding explanations, with the differences of the respective embodiments being discussed below in order to avoid repetition.
[0052] In the vehicle occupant restraint system 12 illustrated in Figure 3, the central airbag 18 comprises exactly one restraint chamber 22, with a support chamber 24 arranged on each side of the restraint chamber 22. That is, the vehicle occupant restraint system 12 according to Figure 2 comprises exactly two support chambers 24.
[0053] Figure 4 illustrates another vehicle occupant restraint system 12. In the embodiment according to Figure 4, the central airbag 18 comprises two restraint chambers 22, one restraint chamber 22 being assigned to a driver's side and the other restraint chamber 22 to a passenger's side.
[0054] The support chamber 24 is arranged between the retention chambers 22, so that the support chamber 24 supports and stabilizes both retention chambers 22.
[0055] In the inflated state, the two retention chambers 22 run parallel to each other, at least when no transverse force acts on the retention chambers 22.
[0056] The vehicle occupant restraint systems 12 illustrated in Figures 3 and 4 are symmetrical systems, meaning that the central airbag 18 unfolds symmetrically between the two vehicle seats 14, 16 when viewed from the front. In this way, the central airbag 18 can support a driver and a front passenger equally if necessary.
[0057] In the vehicle occupant restraint systems 12 illustrated in Figures 1 to 4, the support chamber 24 is flow-connected to the restraint chamber 22 in the area of the vehicle roof 20.
[0058] Figure 5 illustrates a vehicle occupant restraint system 12 according to a further embodiment.
[0059] The vehicle occupant restraint system 12 illustrated in Figure 5, like the vehicle occupant restraint system 12 illustrated in Figures 1 and 2, is an asymmetrical vehicle occupant restraint system 12, meaning that the central airbag 18 unfolds asymmetrically between the two vehicle seats 14, 16 when viewed from the front. In the exemplary embodiment, the central airbag 18 is assigned to one driver's side.
[0060] In the embodiment illustrated in Figure 5, unlike the embodiments described above, the support chamber 24 is flow-connected to the retention chamber 22 in an overflow area 26 located away from the vehicle roof 20, so that the support chamber 24 extends obliquely away from the retention chamber 22 towards the vehicle roof 20 when inflated.
[0061] This creates a gap along the vehicle's roof 20 between the containment chamber 22 and the support chamber. In particular, the support chamber 24 forms a strut in this case, thereby achieving particularly good stabilization of the containment chamber.
[0062] In the embodiment illustrated in Figure 5, the support chamber 24 is further subdivided into two sub-chambers 28. This is achieved, for example, by a seam in the corresponding area of the central gas bag 18.
[0063] The subdivision acts, for example, like a hinge, making it possible to pivot the retention chamber 22.
[0064] Alternatively, the support chamber 24 can also be designed without such a subdivision.
[0065] Figures 6 and 7 illustrate the position of a gas generator 30 of the vehicle occupant restraint system 12. The gas generator 30 serves to inflate both the restraint chamber 22 and the support chamber 24. In other words, due to the flow connection between the restraint chamber 22 and the support chamber 24, a single gas generator is sufficient to inflate both chambers.
[0066] In the variant shown in Figure 6, the gas generator 30 is arranged in the support chamber 24.
[0067] In the variant shown in Figure 7, the gas generator 30 is arranged in the retention chamber 22. To achieve the fastest possible deployment of both chambers 22 and 24, the gas generator 30 is arranged in the area of the flow transition between the retention chamber 22 and the support chamber 24. Figure 8 illustrates a motor vehicle 10 with a further vehicle occupant restraint system 12, which also comprises a central gas bag 18 with a retention chamber 22 and a support chamber 24.
[0068] The central gas bag 18 can, as illustrated in Figure 8, comprise two support chambers 24 arranged on either side of the retention chamber 22. Alternatively, only one support chamber 24 may be present.
[0069] In the front view shown in Figures 8 and 9, the retention chamber 22 has a support section 32 that widens downwards, i.e. in the direction away from the vehicle roof 20, when inflated.
[0070] The support section 32 connects to an optional inlet section 34, which runs straight downwards when viewed from the front.
[0071] In the illustrated embodiment, the support section 32 is pear-shaped when viewed from the front in the inflated state, but a triangular shape or another shape is also conceivable.
[0072] In the center of the containment chamber 22, starting from the lower end of the support section 32, the inflated chamber has a recess 36 that tapers towards the vehicle roof 20. The recess 36 ends at a height of approximately one-third of the way through the containment chamber 22.
[0073] At least at its lower end, facing away from the vehicle roof 20, the support section 32 of the restraint chamber 22 has a width greater than the distance between the vehicle seats 14, 16. This allows the restraint chamber 22 to be supported by the vehicle seats 14, 16, which further contributes to the stabilization of the central airbag 18. More precisely, the central airbag 18 is wedged between the vehicle seats 14, 16 when inflated, as illustrated in Figure 8 by the depicted overlap of the support section 32 with the vehicle seats 14, 16.
[0074] Thus, the restraint chamber 22 is stably supported at both ends, top and bottom, which makes particularly reliable support of a vehicle occupant possible, regardless of whether the passenger seat is occupied or not.
[0075] As can be seen from Figure 10, the central gas bag 18 can also widen downwards, at least in sections, when viewed from the side. In particular, the retention chamber 22 is wider at its lower end when viewed from the side than in the area of the inlet section 34.
[0076] Figures 11 and 12 show another embodiment of a retention chamber 22 for the vehicle occupant restraint system 12 shown in Figure 8.
[0077] The retention chamber 22 according to Figures 11 and 12 differs from the retention chamber 22 illustrated in Figures 8 to 10 only in that a notch 38 is present at the lower end of the retention chamber 22, i.e. at the end facing away from the vehicle roof 20.
[0078] The notch 38 extends in the longitudinal direction of the vehicle 10 over the entire length of the containment chamber 22.
[0079] Viewed in the vertical direction of the vehicle, the notch 38 extends over a maximum of 1 / 10 of the height of the retention chamber 22.
[0080] The notch 38 increases the flexibility of the inflated retention chamber 22 in the relevant area. This allows the sides of the retention chamber 22 between the vehicle seats 14, 16 to spring inwards to a certain extent, whereas in the embodiment without notch 38, the retention chamber 22 is merely compressed in the relevant area.
[0081] In another embodiment, which is not shown for the sake of simplicity, tension straps can be provided for additional stabilization of the central gas bag 18, which are attached at one end to the central gas bag 18 and at the other end to the vehicle structure.
[0082] Figures 13 to 16 show the central airbag 18 arranged in the motor vehicle 10 from Figures 8 to 12 in different views and with different seating positions. Figures 13 and 15 each show a side view and a top view of a state in which both vehicle seats 14, 16 are arranged in the same position in the longitudinal direction of the vehicle.
[0083] Figures 14 and 16, however, show a state in which the vehicle seats 14, 16 are arranged in different positions when viewed in the longitudinal direction of the vehicle.
[0084] Because the support section 32 of the containment chamber 22 widens downwards when viewed from the side, the vehicle occupants can be reliably supported in all positions.
[0085] In a non-inventive embodiment, the central gasbag 18 comprises only a retention chamber 22 as illustrated in Figures 8 to 12, i.e., no additional support chambers 24 are present.
Claims
Patent claims 1. Vehicle occupant restraint system (12) for a motor vehicle (10), comprising a central airbag (18) arranged in the area of a vehicle headliner (20) between two vehicle seats (14, 16), wherein the central airbag (18) comprises at least one restraint chamber (22) facing an associated vehicle seat (14, 16) and at least one support chamber (24) facing away from the associated vehicle seat (14, 16), wherein the support chamber (24) is arranged such that, in the inflated state of the central airbag (18), it bears at least partially against the vehicle headliner (20) and supports the restraint chamber (22), wherein the support chamber (24) has a smaller volume than the restraint chamber (22) in the inflated state of the central airbag (18).
2. Vehicle occupant restraint system (12) according to claim 1, characterized in that the central airbag (18) comprises exactly one retention chamber (22) and exactly one support chamber (24), wherein the retention chamber (22) and the support chamber (24) form an L-shape when viewed from the front in the inflated state of the central airbag (18).
3. Vehicle occupant restraint system (12) according to claim 1, characterized in that the central airbag (18) comprises exactly one restraint chamber (22) and a support chamber (24) is arranged on both sides of the restraint chamber (22).
4. Vehicle occupant restraint system (12) according to claim 1, characterized in that the central airbag (18) comprises two restraint chambers (22), wherein one restraint chamber (22) is assigned to a driver's side and the other restraint chamber (22) is assigned to a passenger's side, wherein the support chamber (24) is arranged between the restraint chambers (22).
5. Vehicle occupant restraint system (12) according to one of the preceding claims, characterized in that all support and restraint chamber(s) (22, 24) are flow-connected to each other.
6. Vehicle occupant restraint system (12) according to one of the preceding claims, characterized in that the at least one support chamber (24) in the area of the vehicle roof (20) is flow-connected to the restraint chamber (22).
7. Vehicle occupant restraint system (12) according to one of claims 1 to 5, characterized in that the at least one support chamber (24) is flow-connected to the restraint chamber (22) in an overflow area (26) located away from the vehicle roof (20), so that the support chamber (24) extends obliquely away from the restraint chamber (22) towards the vehicle roof (20) when inflated.
8. Vehicle occupant restraint system (12) according to one of the preceding claims, characterized in that the support chamber (24) is attached to the vehicle structure via the restraint chamber (22).
9. Vehicle occupant restraint system (12) according to claim 8, characterized in that the support chamber (24) is attached to the vehicle structure exclusively via the restraint chamber (22).
10. Vehicle occupant restraint system (10) according to one of the preceding claims, characterized in that the restraint chamber (22) has a support section (32) that widens in the direction away from the vehicle roof (20).
11. Vehicle occupant restraint system (10) according to claim 10, characterized in that the support section (32) widens in a direction away from the vehicle roof (20) when viewed from the front and / or from the side.
12. Vehicle occupant restraint system (10) according to claim 10 or 11, characterized in that the restraint chamber (22) has a notch (38) at its end facing away from the vehicle roof (20) when inflated.
13. Motor vehicle (10) with a vehicle occupant restraint system (12) according to one of the preceding claims, wherein the motor vehicle (10) has two vehicle seats (14, 16) arranged side by side and the central airbag (18) is arranged in an inflated state between the two vehicle seats (14, 16).