CN214492815U - Safety system for a vehicle - Google Patents
Safety system for a vehicle Download PDFInfo
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- CN214492815U CN214492815U CN202022978639.0U CN202022978639U CN214492815U CN 214492815 U CN214492815 U CN 214492815U CN 202022978639 U CN202022978639 U CN 202022978639U CN 214492815 U CN214492815 U CN 214492815U
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- flap
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
- B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
- B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
- B60R2021/21537—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member characterised by hinges
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Air Bags (AREA)
Abstract
Safety system (1) for a vehicle, comprising: -a guiding portion (14) for guiding deployment of the airbag, the guiding portion (14) comprising an opening (15) through which the airbag is intended to deploy, -at least one flap (16), the flap (16) being in a closed position in which the flap covers the opening (15), the safety system being configured to allow the flap (16) to move towards an airbag deployment position during deployment of the airbag, and-at least one hinge (20) consisting of four curved portions (22a, 22b, 22c, 22d) and three flat portions (24a, 24b, 24c) arranged alternately in a hinge direction (Y), the flat portions (24a, 24b, 24c) being configured to tear during movement of the flap from the closed position to the airbag deployment position.
Description
Technical Field
The present invention relates to the vehicle industry, and more particularly to the automotive field. More specifically, the present invention relates to the field of airbag systems for automobiles, and in particular to the deployment of airbags.
Background
Generally, vehicles include at least one safety system intended to protect the occupants of the vehicle in the event of an accident. The security system is for example part of the dashboard of a vehicle.
The safety system is intended to include an airbag housing module having a folded airbag inflatable by an inflator. The safety system includes a guide portion for guiding deployment of the airbag during inflation. The guide portion includes an opening through which the airbag is intended to be deployed into the passenger compartment of the vehicle to protect the occupant.
Typically, the opening of the guide portion is covered by a plastic flap. The flap may be overmolded by the support or may form a support secured to the support. The support is typically an instrument panel or a portion of an instrument panel. The support may for example comprise one door section (commonly referred to as a U-shaped configuration) or two door sections (commonly referred to as an H-shaped configuration, an I-shaped configuration). The door section is configured to open upon deployment of the airbag in the event of an accident, with a fold line or similar arrangement around the flap to allow the support to break around the door section to "release" the door.
The opening of the door must be controlled to improve predictability of airbag deployment, reduce door opening time, and prevent door debris from falling into the passenger compartment. However, it is difficult to determine how to control the opening of the hatch.
For example, if the hatch can only be pivoted, or the instrument panel has an unsightly protrusion on the outer surface, or the instrument panel is compressed on the outer surface close to the axis of rotation, creating a force opposing the opening of the foldable portion and increasing the risk of debris falling into the passenger compartment.
In contrast, when the door is loosely fixed in position, the door first tends to move in the direction of airbag deployment and then rotates. Thus, in the first stage, the door remains facing the airbag rather than moving away from it, and in addition, the door moves quickly in the deployment direction before pivoting. Therefore, the deployment of the airbag is slightly delayed. In addition, the door section is subjected to strong stresses in order to transition from an initial translational movement to a subsequent rotational movement. In addition, the movement of the hatch is more difficult to predict. Therefore, the risk of debris falling into the passenger compartment is also high.
The purpose of US 7,093,849B 2 is to prevent the released door from tilting so that the edge of the released door does not rest on the outer surface of the instrument panel. US patent 7,093,849B 2 discloses a security system comprising:
a guiding portion for guiding the deployment of the airbag, the guiding portion comprising an opening through which the airbag is intended to deploy,
-at least one flap in a closed position in which the flap at least partially covers the opening, the safety system being configured to allow the flap to move towards an airbag deployment position during airbag deployment in which the flap at least partially uncovers (is remote from) the opening, and
-at least one hinge extending in a hinge direction between a first hinge end and a second hinge end, the first hinge end being at a hinge length from the second hinge end in the hinge direction, the hinge comprising a curved portion and a flat portion arranged alternately in the hinge direction, the flat portion being configured to tear during movement of the flap from the closed position to the airbag deployment position, the curved portion being configured to hold the flap in the airbag deployment position, the hinge comprising a first connection region connected to the guiding portion and a second connection region connected to the flap, the first connection region being distant from the second connection region in a transverse direction perpendicular to the hinge direction.
In US patent US 7,093,849B 2, the security system comprises five curved portions and six flat portions, all curved portions having the same length in the hinge direction and all flat portions having the same length in the hinge direction.
SUMMERY OF THE UTILITY MODEL
The utility model aims at improving the security and reducing the cost of safety system. For this reason, according to the utility model discloses, the hinge includes:
-four curved sections consisting of a first curved end section at a first hinge end, a second curved end section at a second hinge end, a first intermediate curved section and a second intermediate curved section, and
-three flat portions consisting of a central flat portion located between the first and second intermediate curved portions, a first lateral flat portion located between the first and second intermediate curved portions, and a second lateral flat portion located between the second and second intermediate curved portions, in the hinge direction.
The central flat portion located in the middle of the hinge (equal to the first and second ends of the hinge) greatly reduces the deformation of the flap when it is impacted by the airbag, which advantageously affects the early rotation of the flap. According to the present invention, the two additional flat portions (first lateral flat portion and second lateral flat portion) are considered to be sufficient to substantially limit the deformation of the flap upon impact of the airbag, as long as they are distant from the first hinge end and the second hinge end. In addition, since according to the present invention, the number of curved portions is greater than the number of flat portions, the tab can be better retained, especially when the flat portions are torn. In addition, the first and second curved end portions disposed at the first and second ends of the hinge enable better control of the movement of the flap (with the first and second intermediate curved portions) when the flat portion is torn.
According to another feature, the first intermediate bent section preferably has a first intermediate bent section length in the hinge direction, the second intermediate bent section has a second intermediate bent section length in the hinge direction, and the first intermediate bent section length and the second intermediate bent section length each represent at least 20% of the hinge length.
Thus, although there is no curved portion in the middle of the hinge (but a central flat portion), when the flat portion is torn, the first and second intermediate curved portions hold the flap securely near the middle of the hinge (near the region of the flap most affected by the airbag).
According to another feature, the sum of the lengths of the curved portions along the hinge direction preferably represents 60% to 75% of the length of the hinge.
Therefore, even when the flat portion is torn, the tab can be securely held.
According to another feature, the length of the flat portion of each flat portion in the hinge direction is preferably between 17 and 23 mm.
A satisfactory compromise is thus reached between retention and tearing on stretching.
According to another feature, the curved portion preferably has a first thickness, the flat portion has a thickness in the stretched zone that is less than or equal to a second thickness, and the second thickness is at least 15% less than the first thickness.
Thus, in the stretched zone, the thickness of the flat portion is at least 15% less than the minimum thickness of the curved portion.
According to another feature, each flat portion preferably has a first width in the transverse direction between the first and second connection regions, the stretched region of each flat portion has a second width in the transverse direction, and the second width is greater than or equal to 40% of the first width.
As a result, the stretching of the flat portion is improved to keep the flap within a satisfactory range of rotation, avoiding displacement of the rotation axis before the flat portion tears, while avoiding squeezing in the vicinity of the hinge. In addition, the energy generated by the impact of the airbag on the flap is better absorbed by the hinge.
According to another additional feature, the thickness of the flat portion in the tear region is preferably less than or equal to the third thickness, and the third thickness of the flat portion is at least 25% less than the first thickness.
Thus, the flat portion may tear before substantial resistance to movement of the tab is created.
According to another additional feature, the third thickness of the flat portion is preferably between 60% and 75% of the first thickness.
In other words, the third thickness of the flat portion is 25% to 40% less than the first thickness.
According to another feature, the thickness of the flat portions in the tear region is preferably less than or equal to a third thickness, the third thickness of the flat portions being at least 25% less than the first thickness, the tear region of each flat portion extending in the transverse direction by a third width, and the second width being at least 50% greater than the third width.
As a result, the stretching of the flat portion when tearing occurs is improved.
In an advantageous embodiment, the security system preferably has one or more of the following features:
-the hinge comprises narrow slits extending in a transverse direction between the curved portion and the flat portion, and each narrow slit has a slit length in the hinge direction, the slit length being between 0.1 mm and 1 mm;
the guide portion has an inner surface extending in the deployment direction for guiding the airbag towards the opening, and the flat portion extends in a transverse direction substantially perpendicular to the deployment direction;
-the curved portion and the flat portion are symmetrically arranged with respect to the mid-plane;
the safety system is configured to increasingly extend the three flat portions as the flap moves from the closed position to the airbag deployment position and tear the three flat portions when the flap is rotated 90 to 135 degrees about a rotation axis extending in the hinge direction;
the hinge is configured such that when tearing of the three flat portions occurs, the curved portion is stretched and substantially flat in shape.
Drawings
Other features and advantages of the present invention will become apparent from the following detailed description, with reference to the accompanying drawings:
fig. 1 is a cross-sectional view of the offset plane safety system, indicated by dashed line I-I in fig. 2, including the airbag ignition channel,
figure 2 is a top view of the airbag ignition tunnel indicated by the arrow II in figure 1,
figure 3 is an enlarged view of the area indicated by III in figure 1,
figure 4 is an enlarged view of the area indicated by IV in figure 1,
fig. 5 shows a variant of the safety system according to fig. 1 to 4 of fig. 3
Fig. 6 shows the safety system according to fig. 1 during airbag deployment.
Detailed Description
Fig. 1 to 6 show a safety system 1 which essentially comprises an airbag firing channel module 10, a support 30 and an airbag module 40.
In the illustrated embodiment, the support 30 is an instrument panel. Alternatively, the support may be a door panel, a roof covering, a seat, a center trim for a steering wheel, or any other type of trim that is installed within a passenger compartment of a vehicle.
In the illustrated embodiment, the support 30 is a rigid plastic panel. The support 30 may be covered with a cover sheet (skin), and a foam layer may be placed between the support and the cover sheet.
The airbag firing channel module 10 includes a guide portion 14, a peripheral flange 12, two flaps 16, and two hinges 20. Alternatively, the airbag firing channel module 10 may have only one flap and one hinge. Since both flaps and both hinges are identical, a single flap and a single hinge will be described below.
The airbag ignition channel module 10 is preferably molded from a flexible elastomeric material, more typically a material that is generally resilient at low and high temperatures between-40 ℃ and +80 ℃. One example of such a material is a medium density (MDPE 20) ethylene polymer, also known as polyethylene.
The airbag firing channel module 10 is molded as a single piece with the guide portion 14 integral with the peripheral flange 12, the flap 16 and the hinge 20.
The guiding portion 14 has a substantially tubular shape extending in the deployment direction Z. The guide portion 14 has an inner surface 13 defining a housing 18. The housing 18 has an opening 15 at one end in the deployment direction Z.
The airbag module 40 is located in the housing 18 of the guide portion 14. The airbag module 40 is attached to the guide portion 14, and is also preferably attached to a vehicle cross member (not shown). The airbag module 40 includes an airbag 44 folded into a housing 42 and preferably includes a pyrotechnic device (not shown) for inflating the airbag 44.
The peripheral flange 12 is practically flat and extends around the opening 15, substantially perpendicular to the development direction Z.
The support 30 comprises a weakened portion extending around the two doors 36. The weakened portions include a peripheral weakened portion and a central weakened portion 38. The peripheral weakened portion extends between the hatch 36 and the peripheral portion 32 of the support 30. The peripheral weakened portion comprises two weakened hinge portions 35 adjacent the hinge 20 and two weakened lateral portions (not shown). A central weakened portion 38 extends between the door 36. Each door 36 has a door edge 39 adjacent the corresponding weakened hinge section 35.
The hatch 36 of the support 30 is directly attached to the flap 16 of the airbag firing channel module 10 and the peripheral portion 32 of the support 30 is directly attached to the peripheral flange 12 of the airbag firing channel module 10. In the illustrated embodiment, the peripheral flange 12 and the fins 16 have ribs protruding from the upper surface such that the peripheral flange 12 and the fins 16 are vibration welded to the inner surface 31 of the support 30 by the ribs.
The flap 16 is in a closed position, wherein the flap 16 covers the opening 15. In the embodiment shown, the flap 16 is retained relative to the peripheral flange 12 by a bridge 17 of connecting material that is susceptible to breakage during deployment of the airbag. Preferably, the bridge 17 is remote from the hinge 20. In particular, the bridge 17 is not opposite the weakened hinge portion 35, but opposite the weakened side.
As shown in fig. 2, the hinge 20 extends between a first hinge end 20a and a second hinge end 20b along a hinge direction Y that is substantially perpendicular to the unfolding direction Z.
Each hinge 20 includes a first attachment area 26 attached to the guide portion 14 and a second attachment area 28 attached to the flap 16.
Each hinge 20 comprises a curved portion 22a, 22b, 22c, 22d and a flat portion 24a, 24b, 24c, which extend between the first connection region 26 and the second connection region 28 along a transverse direction X, which is substantially perpendicular to the hinge direction Y and to the deployment direction Z. The curved portions 22a, 22b, 22c, 22d and the flat portions 24a, 24b, and 24c are alternately arranged in the hinge direction Y.
In addition, the curved portions 22a, 22b, 22c, 22d and the flat portions 24a, 24b, 24c are arranged symmetrically with respect to the mid-plane P.
More precisely, the curved portions comprise a first curved end portion 22a, a first intermediate curved portion 22b, a second intermediate curved portion 22c and a second curved end portion 22 d. The flat portions include a first lateral flat portion 24a, a central flat portion 24b, and a second lateral flat portion 24 c.
Along the hinge direction Y, the first curved end portion 22a is located at the first end 20a of the hinge. The first lateral flat portion 24a is located between the first curved end portion 22a and the first intermediate curved portion 22 b. The first intermediate curved portion 22b is located between the first lateral flat portion 24a and the central flat portion 24 b. The central flat portion 24b is located between the first intermediate curved portion 22b and the second intermediate curved portion 22 c. The second intermediate curved portion 22c is located between the central flat portion 24b and the second lateral flat portion 24 c. The second lateral flat portion 24c is located between the second intermediate curved portion 22c and the second curved end portion 22 d. The second curved end portion 22d is located at the second end 20b of the hinge.
The first curved end portion 22a has a first curved end portion length along the hinge direction YLa. The first intermediate bent portion 22b has a first intermediate bent portion lengthLb. The second intermediate bent portion 22b has a length equal to that of the first intermediate bent portionLbSecond intermediate bent portion lengthLc. The second curved end portion 22d has a length equal to the first curved end portionDegree of rotationLaSecond bent end portion lengthLd。
The first lateral flat portion 24a has a first lateral flat portion length in the hinge direction Yla. The central flat portion 24b has a central flat portion lengthlb. The second lateral flat portion 24c has a second lateral flat portion lengthlc. First lateral flat portion lengthlaLength of central flat portionlbAnd a second lateral flat portion lengthlcPreferably approximately equal; the flat portion lengths of the first lateral flat portion 24a, the central flat portion 24b and the second lateral flat portion 24c are preferably between 17 and 23 mm along the hinge direction Y.
The flat portions 24a, 24b, 24c and the adjacent curved portions 22a, 22b, 22c, 22d are separated from each other by a narrow slit 21. The slit 21 extends in the transverse direction X from the first connection region 26 to the second connection region 28. Thus, the width of the slit 21 in the transverse direction X is substantially equal to the first width w1 corresponding to the distance between the first connection region 26 and the second connection region 28. The slot 21 has a slot length in the hinge direction Yl. Preferably, all of the slits 21 have substantially the same slit lengthl. Length of seamlPreferably between 0.1 mm and 1 mm.
The hinge 20 has a hinge length L in the hinge direction Y between the first hinge end 20a and the second hinge end 20 b. The hinge length L is preferably between 175 mm and 200 mm. First intermediate bend lengthLbAnd a second intermediate bend lengthLcPreferably comprises between 20% and 25% of the hinge length L. First bent end lengthLaAnd a second curved end lengthLdPreferably comprises a length in a first intermediate curved sectionLbBetween 40% and 70% and in the second intermediate bent portion lengthLcBetween 40% and 70%. First bent end lengthLaFirst intermediate bend lengthLbSecond intermediate bend lengthLcAnd a second curved end lengthLdThe sum of (a) is preferably between 60% and 75% of the hinge length L.
As shown in fig. 1 and 4, the curved portions 22a, 22b, 22c, 22d have a curved width (on the abscissa of the curve) preferably between 150% and 250% of the first width w1 (in the transverse direction X), and are preferably the same for all curved portions 22a, 22b, 22c, 22 d. Thus, in the flat configuration, each of the curved portions 22a, 22b, 22c, 22d has a width of between 1.5w1 and 2.5w1 (between 1.5 and 2.5 times the first width).
The first width w1 is preferably between 7 and 12 millimeters. The curved width of the curved portions 22a, 22b, 22c, 22d is preferably between 15 and 20 mm, and thus the difference between the curved width of the curved portions 22a, 22b, 22c, 22d and the first width w1 is between 6 and 10 mm.
As shown in fig. 4, the curved portions 22a, 22b, 22c, 22d (only the first intermediate curved portion 22b is shown, but all curved portions have the same cross-section as shown in fig. 4) have a first thickness t1 perpendicular to the hinge direction Y. The first thickness t1 is substantially constant between the first attachment area 26 and the second attachment area 28. The first thickness t1 is preferably approximately 2.5 millimeters (between 2.3 millimeters and 2.7 millimeters). The thickness of the second connection region 28 in the deployment direction Z is preferably slightly greater than the first thickness t1, preferably about 3 mm (between 2.8 mm and 3.2 mm). The first connection region 26 preferably has a thickness in the unfolding direction Z that is greater than the thickness of the second connection region 28, preferably about 4 mm (between 3.5 and 4.5 mm).
As shown in fig. 3, the flat portions 24a, 24b, 24c (only the central flat portion 24b is shown, but the first and second lateral flat portions 24a, 24c have the same cross-section as shown in fig. 3) have a width in the transverse direction X equal to the first width w 1. In the closed position, the flat portions 24a, 24b, 24c are preferably not stretched.
In the embodiment shown in fig. 3, the flat portions 24a, 24b, 24c each have a stepped configuration, the flat portions 24a, 24b, 24c having a third thickness t3 (in the deployment direction Z) within the tear zone 25, the third thickness t3 extending a third width w3 in the transverse direction X. The third thickness t3 is preferably 1.7mm (between 1.6mm and 1.8 mm). The flat portion 24a, 24b, 24c has another portion having a second thickness t 2. The second thickness t2 is preferably at least 15% less than the first thickness t 1. The second thickness is preferably close to 2 mm (between 1.9 mm and 2.1 mm). In the stretch zone 23, which includes the tear zone 25 and the further portion, the thickness of the flat portions 24a, 24b, 24c is less than or equal to the second thickness t 2. The flat portions 24a, 24b, 24c have a first thickness t1 outside of the stretch zone 23.
The third width w3 is preferably approximately 3.5 mm (between 3 mm and 4 mm). The second width w2 is preferably at least 50% greater than the third width w3 and at least equal to 40% of the first width w1, preferably about equal to 60% (between 50% and 75%) of the first width w 1. The second width w2 is preferably approximately 5.5 mm (between 5 mm and 6 mm).
The embodiment shown in fig. 5 differs from the embodiment shown in fig. 3 in that the flat portions 24a, 24b, 24c of the embodiment shown in fig. 5 exhibit a continuous change in thickness rather than a stepwise change in thickness (which decreases continuously between the second connection region 28 and the first connection region 26).
As shown in fig. 6, during deployment of the airbag 44 by inflation, the airbag 44 is guided toward the opening 15 in the deployment direction Z by the inner surface 13 of the guide portion 14. Next, the airbag 14 hits the flap 16. Since the flap 16 is held by the hinge 20 relative to the guide portion 14, the flap 16 rotates about a hinge axis parallel to the hinge direction Y and close to the weakened hinge portion 35. During rotation of the tab 16, the flat portions 24a, 24b, 24c are stretched and the shape of the curved portions 22a, 22b, 22c, 22d is simultaneously flattened, the distance between the second connection region 28 and the first connection region 26 gradually increasing. The flat portions 24a, 24b, 24c are stretched mainly in the stretch region 23, and absorb the impact energy of the airbag 44 against the flap 16.
The weakened hinge portion 35 then tears. The hatch edge 39 is kept under the upper surface 33 of the peripheral portion 32 by the flat portions 24a, 24b, 24c continuing to stretch, and the curved portions 22a 22b, 22c, 22d are also gradually stretched when the curved portions 22a, 22b, 22c, 22d are substantially flat. As a result, the flat portions 24a, 24b, 24c and the curved portions 22a, 22b, 22c and 22d are stretched.
Then, when the rotation of the hatch 36 reaches the tear angle α, the stretching of the flat portions 24a, 24b, 24c causes the flat portions 24a, 24b, 24c to tear 29 in the tear area 25 when the elastic limit is reached. The tear angle alpha is preferably between 90 degrees and 135 degrees.
Finally, the curved portions 22a, 22b, 22c, 22d are stretched and absorb the impact energy of the airbag 44 against the fins 16 so as to reduce the rotational speed of the door 36. The axis of rotation may be held near the door edge 39 and the upper surface 33 of the peripheral portion 32 by the curved portions 22a, 22b, 22c, 22d while possibly moving slightly.
The door 36 may then be brought into contact with the upper surface 33 of the peripheral portion 32 at a reduced speed.
Of course, for illustrative purposes, the present invention is in no way limited to the non-limiting embodiments described herein. Thus, the tab 16 may have a V-shaped groove in the tear area 25.
Claims (14)
1. Safety system (1) for a vehicle, comprising:
a guiding portion (14) for guiding the deployment of the airbag, the guiding portion (14) comprising an opening (15) through which the airbag is intended to deploy,
-at least one flap (16), the flap (16) being in a closed position in which the flap at least partially covers the opening (15), the safety system being configured to allow the flap (16) to move towards an airbag deployment position during airbag deployment, the flap (16) at least partially uncovering the opening (15) in the airbag deployment position, and
-at least one hinge (20) extending in a hinge direction (Y) between a first hinge end (20a) and a second hinge end (20b), the first hinge end (20a) being spaced apart from the second hinge end (20b) along the hinge direction (Y) by a hinge length (L), the hinge (20) comprising curved portions (22a, 22b, 22c, 22d) and flat portions (24a, 24b, 24c) arranged alternately along the hinge direction (Y), the flat portions (24a, 24b, 24c) being configured to tear (29) during movement of the flap (16) from the closed position to the airbag deployment position, the curved portions (22a, 22b, 22c, 22d) being configured to retain the flap (16) in the airbag deployment position, the hinge (20) comprising a first connection region (26) connected to the guide portion (14) and a second connection region (28) connected to the flap (16), the first connection region (26) is remote from the second connection region (28) in a transverse direction (X) perpendicular to the hinge direction (Y),
wherein the hinge (20) comprises:
-four curved portions (22a, 22b, 22c, 22d) consisting of a first curved end portion (22a) at a first hinge end (20a), a second curved end portion (22d) at a second hinge end (20b), a first intermediate curved portion (22b) and a second intermediate curved portion (22c), and
-three flat portions (24a, 24b, 24c) consisting of a central flat portion (24b), a first lateral flat portion (24a) and a second lateral flat portion (24c), the central flat portion (24b) being located between the first intermediate curved portion (22b) and the second intermediate curved portion (22c), the first lateral flat portion (24a) being located between the first curved end portion (22a) and the first intermediate curved portion (22b), the second lateral flat portion (24c) being located between the second intermediate curved portion (22c) and the second curved end portion (22d), along the hinge direction (Y).
2. The security system (1) according to claim 1, characterized in that:
-the first intermediate curved portion (22b) has a first intermediate curved portion length (Lb) in the hinge direction (Y), the second intermediate curved portion (22c) has a second intermediate curved portion length (Lc) in the hinge direction (Y), and
-the first intermediate curved portion length (Lb) and the second intermediate curved portion length (Lc) each represent at least 20% of the hinge length (L).
3. The security system (1) according to claim 1, characterized in that, along the hinge direction (Y), the sum of the lengths (La, Lb, Lc, Ld) of the curved portions (22a, 22b, 22c, 22d) represents 60% to 75% of the hinge length (L).
4. The security system (1) according to claim 1, wherein the flat portion length (la, lb, lc) of each flat portion (24a, 24b, 24c) in the hinge direction (Y) is between 17 and 23 mm.
5. The security system (1) according to claim 1, characterized in that:
-the curved portion (22a, 22b, 22c, 22d) has a first thickness (t1),
-the thickness of the flat portion (24a, 24b, 24c) in the stretch zone (23) is less than or equal to the second thickness (t2), and
-the second thickness (t2) is at least 15% less than the first thickness (t 1).
6. The security system (1) according to claim 5, characterized in that:
-each flat portion (24a, 24b, 24c) has a first width (w1) in the transverse direction (X) between the first connection region (26) and the second connection region (28),
-the stretched area (23) of each flat portion (24a, 24b, 24c) has a second width (w2) in the transverse direction (X), and
-the second width (w2) is greater than or equal to 40% of the first width (w 1).
7. The security system (1) according to claim 5, characterized in that:
-the thickness of the flat portion (24a, 24b, 24c) in the tear region (25) is less than or equal to a third thickness (t3), and
-the third thickness (t3) of the flat portion is at least 25% less than the first thickness (t 1).
8. The security system (1) according to claim 7, characterized in that the third thickness (t3) of the flat portion (24a, 24b, 24c) is between 60% and 75% of the first thickness (t 1).
9. The security system (1) according to claim 6, characterized in that:
-the thickness of the flat portion (24a, 24b, 24c) in the tear region (25) is less than or equal to the third thickness (t3),
-the third thickness (t3) of the flat portion is at least 25% less than the first thickness (t1),
-the tear region (25) of each flat portion (24a, 24b, 24c) extends in the transverse direction (X) by a third width (w3), and
-the second width (w2) is at least 50% greater than the third width (w 3).
10. The security system (1) according to claim 1, characterized in that:
-a narrow slit (21) extending in the transverse direction (X) between the curved portion (22a, 22b, 22c, 22d) and the flat portion (24a, 24b, 24c), and
-each narrow slit (21) has a slit length (l) in the hinge direction (Y), said slit length being between 0.1 mm and 1 mm.
11. The security system (1) according to claim 1, characterized in that:
-the guiding portion (14) has an inner surface (13) extending in the deployment direction (Z) for guiding the airbag towards the opening (15), and
-the flat portions (24a, 24b, 24c) extend in a transverse direction (X) substantially perpendicular to the development direction (Z).
12. The safety system (1) according to claim 1, characterized in that the curved portions (22a, 22b, 22c, 22d) and the flat portions (24a, 24b, 24c) are arranged symmetrically with respect to the mid-plane (P).
13. The safety system (1) according to any one of claims 1 to 12, characterized in that the safety system is configured to extend the three flat portions (24a, 24b, 24c) more and more as the flap (16) moves from the closed position to the airbag deployment position, and to tear the three flat portions (24a, 24b, 24c) when the flap (16) is rotated by 90 to 135 degrees about a rotation axis extending in the hinge direction (Y).
14. The safety system (1) according to claim 13, characterized in that the hinge is configured such that when the three flat portions (24a, 24b, 24c) tear, the curved portions (22a, 22b, 22c, 22d) are stretched and substantially flat in shape.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1914238A FR3104511B1 (en) | 2019-12-12 | 2019-12-12 | Vehicle security system |
| FR1914238 | 2019-12-12 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214492815U true CN214492815U (en) | 2021-10-26 |
Family
ID=69743496
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022978639.0U Active CN214492815U (en) | 2019-12-12 | 2020-12-09 | Safety system for a vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN214492815U (en) |
| FR (1) | FR3104511B1 (en) |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7093849B2 (en) | 2002-09-24 | 2006-08-22 | Nihon Plast Co., Ltd. | Cover body for air bag apparatus |
| JP5128225B2 (en) * | 2007-09-28 | 2013-01-23 | 日本プラスト株式会社 | Airbag device |
| FR2991941B1 (en) * | 2012-06-15 | 2015-07-03 | Faurecia Interieur Ind | DEVICE FOR CLOSING AN INFLATABLE CUSHION MODULE COMPRISING A VARIABLE LENGTH HINGE AREA |
| US9975514B1 (en) * | 2017-03-31 | 2018-05-22 | Ford Global Technologies, Llc | Automotive air bag chute door hinge with variable extension |
-
2019
- 2019-12-12 FR FR1914238A patent/FR3104511B1/en active Active
-
2020
- 2020-12-09 CN CN202022978639.0U patent/CN214492815U/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| FR3104511B1 (en) | 2021-12-10 |
| FR3104511A1 (en) | 2021-06-18 |
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