CN216546081U

CN216546081U - Air bag

Info

Publication number: CN216546081U
Application number: CN202122244611.9U
Authority: CN
Inventors: 埃里克·卢卡斯·施托岑伯格; 塞巴斯蒂安·施耐德莱特
Original assignee: Isi Automobile Holding Co ltd
Current assignee: Isi Automobile Holding Co ltd
Priority date: 2020-09-16
Filing date: 2021-09-16
Publication date: 2022-05-17
Anticipated expiration: 2031-09-16
Also published as: DE102020124148A1

Abstract

The invention relates to an airbag (1), in particular for a motor vehicle, which is provided and designed for reducing sudden lateral movements of an occupant (12) in a side impact. The airbag (1) forms three chambers (2, 30, 4), wherein at least two chambers (2, 4) extend at an angle to one another in the inflated state of the airbag (1), the two chambers (2, 4) extending at an angle to one another are arranged below the third chamber (30) with respect to the vertical in the inflated state, and one (2) of the two chambers extending at an angle to one another is constructed and designed to be supported on the vehicle floor and/or on a center console (10) and/or on a seat (5) of the vehicle in the inflated state.

Description

Air bag

Technical Field

The invention relates to an airbag, in particular for a motor vehicle, which is provided and designed for reducing sudden lateral movements of an occupant in the event of a side impact, wherein the airbag can be inflated by a gas generator in the event of an accident.

Background

It is known to use restraint devices including airbags inflated by gas generators in the event of an accident to reduce or limit the freedom of movement of the occupant during side impacts as well as "front-blast".

In this case, so-called intermediate chamber airbags (misttelamuairbaggs) are increasingly used which in the inflated state extend from the roof downwards between the seats or from the center console in the direction of the roof between the seats or in the inflated state from the rear seat forwards in the direction of the windshield, as well as interacting airbags (interaktioniasbaggs) which do not provide restraint in the event of a crash but protect the head of the occupant only in the event of an accident.

In other words, the airbag is located between two occupants in the same row of seats in an inflated state, thereby preventing or at least reducing injury that may be caused by a collision. With the aid of such an airbag, moreover, the risk of possible injury to the vehicle interior is reduced. However, the interaction airbag has the disadvantage that, due to its arrangement along the side rest located in the vehicle interior, it is pushed away or folded up when the vehicle occupant is involved in a sudden fall, so that the protection is reduced or sometimes greatly weakened depending on the force of the side impact, since it is not ensured that the occupant is restrained in the seat and injuries, in particular craniocerebral injuries, may occur due to a relatively large freedom of movement. Here, on the one hand seats, interior trim, center consoles and other interior design parts of the vehicle and on the other hand other occupants are a potential source of risk.

Occupant restraint systems for "far-end crashes" may be arranged in the seating system or in the immediate environment of the occupant restraint system, typically in the first row of seats. Here, the airbag is installed in a folded or rolled state to fit into a given space. Occupant restraint systems for "far-end collisions" may follow one or both of the following principles of action. The airbag may act as a movable barrier preventing direct interaction between the occupant and the potential risk, where the airbag attenuates the impact (interactive airbag). Another possibility is to support the occupant in its position in such a way that the occupant does not deflect far enough to collide with a potential hazard.

Some occupant restraint systems for "far-end crashes" are solutions to be conceived between the seat system and the occupant on the one hand, and a specially designed console on the other hand. The airbag has one or more regions that are positioned below the upper side of the console. At least one region is thereby formed which is in contact with the occupant or the seat on the one hand and the console on the other hand. The force deflecting the occupant from its position is thus subjected to an opposing reaction force. This reduces the overall deflection of the passenger. These occupant restraint systems for "far end collisions" have a chamber that also has one or more zones that are positioned above the console. These areas may perform further support functions for the upper body, neck and head of the occupant or protect them from potentially dangerous interactions.

DE 102011084093 a1 discloses a system of this kind which has, in addition to the main chamber, at least one additional chamber which is inflated at the height of the console. The chamber forms a kind of wedge between the console and the main chamber, thereby increasing the supporting effect of the main chamber. The second chamber may be filled by a second gas generator to aerate independently of the main chamber.

US 9016718B 2 discloses a restraint system having two distinct separate chambers. The sub-chamber is laterally positioned between the occupant and the console and is simultaneously supported on the console. A main chamber is disposed at the sub-chamber, the main chamber being supported by the sub-chamber. The primary chamber is inflated to support and protect the occupant. Furthermore, the primary chamber may be brought into a restricted position by the towing means in order to position itself closer to the occupant.

In this respect, DE 102014014028 a1 discloses a traction device which is sewn to a flat airbag in such a way that the airbag has a limited position of bending or bending in the inflated state. The restricted position of the inflated airbag is designed so that one area of the airbag is in contact with the console while the other area is used to support the occupant. This arrangement increases resistance to bending moments exerted by an occupant moving to the airbag. In this case, the traction means strongly limit the possibility of folding of the airbag. On the one hand, the traction device places the airbag in an inflated state in a restrained position so that some folding steps have been fixed, and on the other hand, the folding must be selected so that the airbag is not caught by the traction device when it is deployed.

Disclosure of Invention

The technical problem underlying the present invention is therefore to provide an airbag with a simple geometry, while ensuring a high level of protection against possible injuries due to collisions with other adjacent vehicle occupants. In other words, an occupant in lateral motion due to a side impact is pressed or pushed back into its seating position.

The invention proceeds from an airbag which is designed to reduce sudden lateral movements of the occupant in the event of a side impact, wherein the airbag can be inflated by means of a gas generator in the event of an accident.

The invention provides that the airbag forms three chambers, wherein at least two chambers extend at an angle to one another in the inflated state of the airbag, the two angled chambers are arranged below the third chamber with respect to the vertical in the inflated state, and one of the two chambers at an angle to one another is provided and designed to be supported in the inflated state on the vehicle floor and/or on a center console and/or on a seat of the vehicle.

The solution according to the invention is based on the idea of providing a balloon of approximately triangular structure, wherein the three chambers form a triangular structure. The two underlying angularly disposed chambers act together such that one of the chambers can be supported on a chamber supported on the vehicle floor or on a center console. With the chamber supported on the vehicle floor or center console, a torque support is formed that forms a mechanical structure for supporting the input torque caused by the impact of an occupant in the event of an accident.

The solution according to the invention is characterized, among other things, by the support by the region of the airbag itself, so that no additional external restraining straps, traction means, etc. are required. This ensures a simple installation. By the construction of the airbag according to the invention, it is further ensured that a high bending stiffness of the airbag is provided, thereby improving the restraining performance of the airbag.

One embodiment provides that all three chambers can be filled by the gas generator, wherein the three chambers are in fluid communication and have suitable gas passages or throughflow openings, unless they are formed by a common structure in any case (this is the case for the two chambers in the design variants described below). This eliminates the otherwise existing dependency on another gas generator, whereby costs as well as weight can be reduced.

By the expression that at least two chambers extend at an angle to one another in the inflated state, it is to be understood that these chambers form main planes of extension which are configured at an angle to one another.

The airbag is arranged, for example, in a side or backrest of the seat. It is also possible to integrate the airbag in the center console or in the seat cushion of the seat or on the seat surface or vehicle floor.

One embodiment of the invention provides that the first chamber is a shoulder chamber, the second chamber is a support chamber, the third chamber is a clamping chamber, wherein the support chamber and the clamping chamber extend at an angle to each other, and the shoulder chamber extends above the support chamber and the clamping chamber in the inflated state. The support and clamp chambers optionally work with vehicle structures such as the vehicle floor or center console to provide high bending stiffness to the shoulder chamber and to safely restrain occupants.

For this purpose, one embodiment variant provides that the shoulder chamber and the support chamber are formed by a common structure, namely a side chamber, wherein the clamping chamber is arranged on the side chamber on the vehicle floor side and on the occupant side in the deployed and inflated state of the airbag. For example, it can be provided that the clamping chamber is sewn to the side chamber.

It can therefore be provided that the clamping chamber is arranged on the side chamber such that the side chamberSide facing the vehicle floorThe protruding portion is formed as a support chamber. Furthermore, it can be provided that the clamping chamber is arranged at an angle in the range of 30 to 150 degrees, preferably in the range of 30 to 90 degrees, for example at an angle of 30 or 90 degrees, relative to the side chamber.

The at least substantially triangular structure of the deployed and inflated airbag is thereby effectively achieved, thereby forming a torque support forming a mechanical structure for supporting the input torque caused by the impact of the occupant in the event of an accident. The support compartment forms at least a partial projection of the side compartment and serves to transfer forces transmitted from the occupant to the side compartment to the clamping compartment in the event of an accident. Thus, the support chamber transmits a force generated by an input torque caused by a collision by an occupant.

In other words, the support chamber is designed to ensure, in the event of a side impact, a restraining force which counteracts the impact force caused by the occupant in the event of an accident, so that possible buckling of the side chamber is prevented. The support chamber thus serves as a torsional support for the airbag around a potential bending axis in the clamping region, thus reinforcing the entire inflated airbag.

Furthermore, by means of the continuous design of the side chambers and the support chambers, no further weakening in the geometry is brought about, which promotes a possible kinking of the airbag at another location at the same load.

A further embodiment variant provides that the shoulder chamber and the clamping chamber are formed by a common structure, namely a side chamber, wherein the support chamber extends away from the side chamber in the deployed and inflated state of the airbag on the side facing away from the occupant. For example, it may be provided that the support compartment is sewn to the side compartment. Here, just unlike the modifications of the above-described embodiment: instead of the shoulder chamber and the support chamber, the shoulder chamber and the clamping chamber form a common side chamber.

The fact that the side chambers are common side chambers means that the two chambers (shoulder chamber and support chamber or shoulder chamber and clamping chamber) are manufactured jointly and at least partly from the same airbag material.

A further embodiment variant provides that the shoulder chambers, the support chambers and the clamping chambers are formed by one fabric layer, wherein the shoulder chambers, the support chambers and the clamping chambers are produced from the fabric layer by at least two folds along at least two fold edges. Thus, according to a variant of this embodiment, all three chambers are formed jointly from the balloon material.

It may be provided that the shoulder chambers, support chambers and clamping chambers have peripheral seams along the edge curve of the fabric layer. Furthermore, a sealing element may be arranged along the peripheral seam.

Another embodiment variant provides that the shoulder chamber, the support chamber and the clamping chamber consist of chambers which are manufactured separately and subsequently joined together (for example sewn to one another) to form the airbag.

In order to ensure a better acceptance of the crash forces caused by the occupant and of the occupant itself, the side chamber is preferably divided into at least two chambers by at least one partition element, wherein in the deployed and inflated state of the airbag at least one partition element is configured parallel to the side rest of the seat in order to ensure a better acceptance of the shoulder region of the occupant concerned.

In detail, the support chamber is at least partially located on the clamping chamber in the deployed and inflated state of the airbag, thereby ensuring the reception of the input torque caused by the occupant in the event of a side collision.

It should be noted that the clamping chamber is placed entirely on the vehicle floor, on the center tunnel or on a center console that may be designed to be low. That is to say, the clamping chamber is optionally supported on a center console designed as a low position, which is below the level of the seat cushion or directly at the level of the seat cushion. In this case, in an alternative embodiment, a support surface on the front passenger seat may also be used. In a variant of one embodiment, the clamping chamber is supported laterally on the center console.

In a further preferred embodiment, the clamping chamber is arranged at least partially between the seat of the occupant and the center console of the motor vehicle in the deployed and inflated state of the airbag. This ensures a better support of the occupant in a side impact, since possible displacements or partial buckling of the clamping chamber are avoided.

It is also possible that the support chamber is preferably at least partially disposed on a surface of the center console facing the vehicle roof side in the deployed and inflated state of the airbag.

In this embodiment, the angle between the clamping chamber and the side chamber is dictated by the geometry of the center console. The angle is produced in particular by the angle between the surface of the center console facing the vehicle roof side and the surface of the center console facing the occupant side.

By this angle, the airbag can be positioned on the console both laterally and from above, whereby it at least partially surrounds the console. Here, to achieve this airbag geometry, there is no need to deflate the chamber by means of console geometry or external restraint straps.

In order to significantly compress the clamping chamber and maintain the angle, volume adjustment measures such as darts, seams or internal restraining straps may be taken. It is known to the person skilled in the art that only one large chamber is formed by the clamping chamber and the support chamber without the aid of possible restrictions such as additional seams, internal restraining straps and/or darts. These restrictions thus serve to prevent the expansion of the airbag in the transition region between the clamping chamber, the support chamber and/or the side chamber.

In a further preferred embodiment of the invention, the airbag comprises an additional head chamber arranged on the side chamber towards the roof side for supporting the head in the event of a side impact.

Another embodiment provides that the ends of the three chambers of the airbag facing away from one another form the corners of a triangle.

It should be noted that the geometry of the balloon is achieved by a corresponding cut and sew pattern. By means of the at least flat textile fabric, by means of the clever arrangement of the seams and the elaborately designed folding of the textile fabric, a three-dimensional construction of the airbag can be achieved, which ensures a reduction in material costs and a possible simpler production.

To ensure this, in a preferred embodiment the clamping chamber, the shoulder chamber and the support chamber are formed by at least one textile layer, the clamping chamber, the side chambers and the support chamber being formed by means of at least two folds along at least two folding edges.

Here, the clamping chamber, the shoulder chamber and the support chamber preferably have a peripheral seam along the edge curve of the fabric layer, wherein, in order to ensure a rapid deployment of the airbag, a sealing element is preferably arranged along the peripheral seam.

The side chambers formed by the shoulder chambers and the support chambers or by the shoulder chambers and the clamping chambers in the embodiments of the invention are preferably designed such that the respective two chambers have as many continuous and common fabric layers as possible, so that the reduction in bending stiffness is minimized. The side chambers may have additional chambers and volume adjustment means such as tucking, seams or internal restraining straps to limit the volume of the airbag or to satisfy further functions such as support of the occupant's head. In detail, the airbag should be designed to be as flat as possible, to have a constant strength, and to have chambers or bulges only at specified places. In other words, the curved shape of the airbag can be produced by means of a rational arrangement of seams, darts and restrictions.

Drawings

For further explanation of the invention, reference will be made in the following part of the description to the accompanying drawings, in which further advantageous embodiments, details and extensions of the invention are shown. Wherein:

FIG. 1 is a front view of a first embodiment of an airbag according to the present invention in a deployed/inflated condition;

FIG. 2 is a front view of the airbag of FIG. 1 in a deployed/inflated condition in accordance with the present invention, wherein the airbag restrains an occupant;

FIG. 3 is a side view of an airbag according to the present invention in a deployed/inflated condition;

FIG. 4 is a perspective view of an airbag according to the present invention in a deployed/inflated state;

FIG. 5 is a perspective view of an airbag in a deployed/inflated condition according to the present invention, wherein the occupant and seat are not shown for simplified illustration;

FIG. 6 is a front view of a second embodiment of an airbag in a deployed/inflated condition according to the present invention, wherein the airbag is supported on a center console;

FIG. 7 is a front view of a second air bag in a deployed/inflated condition in accordance with the present invention, wherein the air bag restrains an occupant and is supported on a center console;

FIG. 8 is a side view of a second air bag in a deployed/inflated condition in accordance with the present invention, wherein the air bag is supported on a center console;

FIG. 9 is a perspective view of a second air bag in a deployed/inflated condition in accordance with the present invention, with the air bag supported on a center console and with an occupant not shown for simplicity of illustration;

FIG. 10 is a perspective view of a second air bag in a deployed/inflated condition in accordance with the present invention, wherein the occupant and seat are not shown for a simplified view;

FIG. 11 is a front elevational view of a second air bag according to the present invention in a deployed condition with the center console shown for purposes of illustration;

FIG. 12 is a front elevational view of a second air bag according to the present invention in a deployed/inflated condition with the center console shown for purposes of illustration;

FIG. 13 is a front view of a third embodiment of an airbag in a deployed/inflated condition, wherein the airbag is supported on a center console, in accordance with the present invention;

FIG. 14 is a side view of a third embodiment of an airbag according to the present invention in a deployed/inflated condition;

FIG. 15 is a front and side view of a third embodiment of an airbag according to the present invention in a deployed/inflated condition; and

figure 16 shows a blank for an air-bag according to the invention.

Detailed Description

Fig. 1 to 5 show a first embodiment of an airbag according to the invention. Fig. 1 and 2 show a front view of an airbag 1 according to the invention in a deployed/inflated state. Fig. 2 shows in detail how the airbag 1 according to the invention restrains the occupant 12 in the event of a side impact.

The airbag according to the invention is described subsequently, in part, with reference to a coordinate system, in which the X-direction or vehicle longitudinal direction is equal to the vehicle longitudinal axis shown in the direction of travel, in which the Y-direction or transverse direction extends to the left in the direction of the vehicle transverse axis, and in which the Z-direction or vertical direction extends upwards in the direction of the vehicle height axis.

Fig. 1 and 2 show an example of a driver as an occupant 12, wherein the airbag 1 is designed as a central airbag which extends between the driver and a passenger seat. Similarly, the airbag 1 may be formed as a centre airbag for a rider, wherein the arrangement for this case is made mirror image of the arrangement shown in fig. 1 and 2.

It should be noted that the airbag 1 according to the invention, at least in the embodiments, does not comprise an external restraining strap and the described function is achieved by the structure of the airbag.

In detail, the airbag 1 comprises at least one side chamber 3 which is provided and designed for reducing sudden lateral movements of the occupant 12 in the event of a side impact, wherein the airbag 1, which in the folded state is preferably arranged in the side or backrest of the seat 5, can be inflated by means of a gas generator (not shown) in the event of an accident situation. The side chamber 3 comprises a shoulder chamber 30 and a support chamber 4, wherein the shoulder chamber 30 is designed above the support chamber 4. In addition, the airbag 1 additionally comprises a clamping chamber 2 which, in the deployed and inflated state of the airbag 1, is arranged on the side chamber 3 on the vehicle floor-facing side and on the occupant-facing side. It is also possible to integrate the airbag 1 in a center console, in the seat cushion or seat surface of the seat 5 or in the vehicle floor.

The fact that the clamping chamber 2 is arranged on the side chamber 3 towards the occupant means that the clamping chamber 2 extends from the region of the side chamber 3 facing the occupant 12 in the inflated state. Thus, the side chamber 3 comprises an outer region 31 and an inner region 32, wherein the clamping chamber 2 extends from the inner region 32. The outer region 31 and the inner region 32 may be formed by separate balloon layers. This is the case in the illustrated embodiment. The individual airbag layers are connected to each other by seams 33.

Here, the clamping chamber 2 is arranged on the side chamber 3 such that a portion of the side chamber 3 arranged towards the vehicle floor side is formed as a support chamber 4. The support chamber 4 is a region of the side chamber 3. Likewise, the shoulder chamber 30 is a region of the side chamber 3 for restraining lateral movement of the shoulder of the occupant 12 in the event of a side impact.

The support chamber 4 forms the basis of an at least substantially triangular structure for forming the deployed and inflated airbag 1, as will be explained in detail below with reference to fig. 11. In detail, in the case of the airbag 1 which is deployed and inflated, the support chamber 4 stands above the clamping chamber 2 as part of the side chamber 3, whereby the side chamber 3 is supported on the clamping chamber 2 when loaded, for example by the occupant 12 in the event of an accident. In other words, a torque support is formed by means of the support chamber 4, which forms a mechanical structure for supporting the input torque caused by the impact of the occupant 12 in the event of an accident. Because of the crash forces generated by the sudden drop of the passenger 12 in the upper region of the side chamber 3, due to the robust construction of the side chamber 3 in the inflated state, a torque is generated which acts on the side chamber 3, which torque causes the support chamber 4 to attempt to rotate downwards and inwards. However, such movement is prevented by the gripping chamber 2, thereby providing improved restraint for the occupant 12 bursting into the upper region of the side chamber 3.

For this purpose, the clamping chamber 2 is arranged at an angle in the range of 30 to 150 degrees, preferably in the range of 30 to 90 degrees, preferably at an angle of 30 or 90 degrees, relative to the side chamber 3. The specified angle α refers to the angle between the longitudinal extension direction 330 of the side chamber 3 and the longitudinal extension direction 230 of the clamping chamber 2 (which in the embodiment shown is equal to the vertical direction). The longitudinal extension direction 330 of the side compartment 3 is defined as the view from the front looking into the main extension plane of the side compartment 3 (or equivalently as a cross section through the main extension plane of the side compartment 3 in the Y-Z plane). The longitudinal extension direction 230 of the clamping chamber 2 is correspondingly defined as a view from the front looking at the main extension plane of the clamping chamber 2 (or as a cross section through the main extension plane of the clamping chamber 2 in the Y-Z plane).

The main extension plane of the side chamber 3 or the clamping chamber 2 is understood to be the plane in which the side chamber or the clamping chamber forms the largest surface when it is compressed by two imaginary parallel arranged plates. In other words, when the inflated side chamber or the clamping chamber is compressed by two parallel arranged plates in which the side chamber is located (in case the gas is evacuated), a flat compressed gas bag chamber is formed. Depending on the way in which the two plates arranged in parallel are spatially aligned, the compressed airbag chamber occupies a larger or smaller area. The alignment of the parallel-arranged plates, in which the compressed airbag chambers occupy the largest area, corresponds to the main extension plane of the respective airbag chamber. If the side chambers or clamping chambers in question are constructed mirror-symmetrically, the or one plane of symmetry generally extends in or parallel to a main plane of extension.

In the embodiment shown, the longitudinal extension direction 330 of the side compartment 3 substantially corresponds to the curve of the seam 33, but does not necessarily correspond thereto. Likewise, the longitudinal extension of the clamping chamber 2 corresponds substantially to the curve of the seam 23 of the clamping chamber 2, which joins the two half-airbags of the clamping chamber 2 together.

Thus, an airbag 1 is provided which comprises three chambers, namely a shoulder chamber 30, a support chamber 4 and a clamping chamber 2, wherein the support chamber 4 and the clamping chamber 2 extend at an angle to one another (i.e. in different main extension planes and respectively have different longitudinal extension directions) and are arranged below the shoulder chamber 30 with respect to the vertical direction in the inflated state. In this case, the clamping chamber 2 is supported on the vehicle floor.

The support chamber 4 is therefore designed to ensure, in the event of a side impact, a restraining force for resisting the impact force caused by the occupant 12 in the event of an accident, so that possible buckling of the side chamber is prevented.

In this case, the side chamber 3 is preferably divided into at least two chambers in the longitudinal direction of the vehicle by means of at least one partition element 6, so that a better reception of the shoulder region of the occupant 12 is ensured. In detail in the deployed and inflated state of the airbag 1, at least one separating element 6 is constructed parallel to the side backrest of the seat 5, at least two separating elements 6 being shown in fig. 2. This is at least generally visible in fig. 3. The separating element 6 is, for example, in the form of a seam or in the form of a wall region extending within the airbag.

Fig. 3 shows in detail a side view of the airbag 1 according to the invention in a deployed/inflated state from the point of view of a passenger ride sitting beside the driver in the vehicle. It can also be seen that in a preferred embodiment in which the vehicle does not have a center console, the clamping chamber 2 extends to and is supported on the vehicle floor. In other words, it is possible that the clamping chamber 2 is supported either on a low center console located below the seat cushion or directly on the level of the seat cushion, or in an intermediate tunnel without a center console, or on the vehicle floor. If desired, a support surface in the region of the front passenger seat or the backrest of the seat can also be used. In detail, the collision force of the occupant 12 in an unexpected situation is transmitted to the vehicle floor, the center tunnel, or the low center console via the clamp chamber 2 and thus the occupant 12 is surely restrained.

The spatial separation between the side compartment 3 and the back of the seat 5 is shown in figure 3 because this is a schematic view. It is entirely possible to provide, for example, as can be seen from fig. 4, that the side chambers 3 extend on the side of the backrest of the seat 5 counter to the longitudinal direction of the vehicle. This is the case, for example, when the gas generator is arranged in the backrest.

Fig. 4 shows a perspective view of an airbag 1 according to the invention in a deployed/inflated state from the seat area of a seat 5. It is clear here how the support chamber 4, which is part of the side chamber 3, supports the clamping chamber 2, thereby ensuring a mechanical structure for supporting the occupant 12 in the event of an accident.

Fig. 5 shows a perspective view of an airbag according to the invention in a deployed/inflated state, wherein the occupant 12 and the seat 5 are not shown for simplicity of illustration. The airbag 1 may also comprise an additional head chamber (not shown) arranged on the side chamber 3 towards the roof side for supporting the head in the event of a side impact.

Fig. 6 and 7 show a front view of a further embodiment of an airbag according to the invention in the deployed/inflated state, in which the clamping chamber 2 of the airbag 1 is supported laterally on the center console 10, wherein in the deployed and inflated state of the airbag 1 the support chamber 4 rests at least partially on the clamping chamber 2, thereby ensuring the reception of an input torque caused by the occupant 12 in the event of a side impact. The basic structure of an airbag 1 with a side chamber 3, which comprises a shoulder chamber 30 and a support chamber 4, and with a clamping chamber 2 is explained here as with reference to fig. 1.

Fig. 7 shows in detail how the airbag 1 according to the invention restrains the occupant 12 in the event of a side impact and is supported on the center console 10. Since the clamping chamber 2 is arranged at least partially between the seat 5 of the occupant 12 and the center console 10 of the motor vehicle in the deployed and inflated state of the airbag 1, a better restraint of the occupant 12 in the event of a side impact is ensured.

Fig. 8 shows a side view of the airbag 1 according to fig. 6 and 7 in the deployed/inflated state from the point of view of a pilot seated beside the driver in the vehicle.

The spatial separation between the side compartment 3 and the back of the seat 5 is shown in figure 8 because this is a schematic view. It is thus possible to provide, for example, as can be seen from fig. 9, that the side chambers 3 extend on the backrest side of the seat 5 counter to the longitudinal direction of the vehicle. This is the case, for example, when the gas generator is arranged in the backrest.

Fig. 9 shows a perspective view of the airbag 1 according to the invention in the deployed/inflated state according to fig. 6 to 8, wherein the support chamber 4 rests at least partially on the surface 11 of the center console 10 facing the roof side in the deployed and inflated state of the airbag 1.

As can be seen in particular from fig. 11 and 12, the angle between the clamping chamber 2 and the side chamber 3 is given by the angle α between the two main extension planes of the two chambers 2, 3 (corresponding to fig. 1). The end of the support room 4 on the vehicle floor side is supported on the surface 11 of the center console 10. The surface 11 of the center console 10 facing the vehicle roof side extends in the X-Y plane. A side surface 101 of the center console 10 directed toward the occupant 12 extends substantially in the vertical direction. The clamping chamber 2 is located at this side surface 101 and it is supported on this side surface.

The ends of the three

chambers

2, 4, 30 facing away from each other form the corners of a triangle. Due to the triangular structure of the shoulder chamber 30, the support chamber 4 and the clamping chamber 2, the clamping chamber 2 in combination with the center console 10 forms an effective torque support for the support chamber 4 and thus for the side chambers 3 as a whole.

Fig. 10 shows a perspective view of the airbag 1 according to the invention in the deployed/inflated state according to fig. 6 to 9, wherein the occupant 12 and the seat 5 are not shown for the sake of simplicity of illustration. The airbag 1 may also include an additional head chamber (not shown) arranged on the side chamber 3 toward the roof side for supporting the head in the event of a side collision.

Fig. 13 to 15 show a further exemplary embodiment of an airbag, in which, in contrast to the previously illustrated exemplary embodiment, the clamping chamber 2 forms part of the side chamber 3 and the support chamber 4 is designed as a separate chamber. Thus, the shoulder chamber 30 and the clamping chamber 2 form the side chamber 3.

In detail, the airbag 1 of fig. 13 to 15 comprises at least one side chamber 3 which is provided and designed for damping an abrupt lateral movement of the occupant 12 in the event of a side impact, wherein the airbag 1, which is preferably arranged in a side rest or backrest of the seat 5 in a folded state, can be inflated by a gas generator (not shown) in the event of an accident situation.

The side chamber 3 includes a shoulder chamber 30 and a clamping chamber 2, wherein the shoulder chamber 30 is formed above the clamping chamber 2. The shoulder chamber 30 also includes an outer region 31 and an inner region 32 as explained with respect to fig. 1. The outer region 31 and the inner region 32 may be formed by separate balloon layers. This is the case in the illustrated embodiment. The individual airbag layers are connected to each other by seams 33.

In addition, the airbag 1 comprises a support chamber 4 which, in the inflated state shown, extends away from the side chamber 3 on the side facing away from the occupant 12. The support chamber 4 has two airbag layers which are connected to one another by a seam 43.

The support chamber 4 and the clamping chamber 2 are arranged at an angle to each other, wherein the angle of the respective longitudinal extension direction lies in an angle range of 30 to 150 degrees, preferably in an angle range of 30 to 90 degrees, preferably at an angle of 90 degrees. The longitudinal extension direction of the support chamber 4 and the clamping chamber 2 corresponds in the illustrated embodiment approximately to the curve of the

respective seam

43, 33, but does not necessarily correspond thereto.

Here, the support compartment 4 is arranged on the side compartment 3 such that the portion of the side compartment 3 arranged towards the vehicle floor side is designed as a clamping compartment 2.

As in the other embodiments, the shoulder chamber 30, the support chamber 4 and the clamping chamber 2 form the basis for an at least substantially triangular structure for forming the deployed and inflated airbag 1, as explained with reference to fig. 11 and 12. A torque support is in turn intentionally formed by the support chamber 4, which forms a mechanical structure for supporting the input torque caused by the impact of the occupant 12 in an accident situation. In the event of a collision force acting on the upper region of the side chamber 3 by a sudden drop of the occupant 12, a torque acting on the side chamber 3 is generated, which causes the support chamber 4 to attempt to twist downward and inward. However, such movement is prevented by the clamp chamber 2 in combination with the surface 11 of the centre console 10, thereby providing improved restraint for an occupant 12 who has fallen into the upper part of the side chamber 3.

Fig. 14 corresponds to fig. 3 and 8, and shows a side view of the airbag of fig. 13 from a pilot point of view.

Fig. 15 shows additional details for the connection of the support chamber 4 with the side chamber 3. It is provided here that the side chamber 3, in the position facing away from the occupant, has an upper fabric layer 301 and a lower fabric layer 302. The upper fabric layer 301 has an inner edge 302 where connection to a corresponding location of the support chamber 4 is made. In the same way, the lower fabric layer 302 has an inner edge 304 at which the connection to the corresponding position of the support chamber 4 is made. The connection is made, for example, by sewing. Furthermore, it is provided that the perforated inner limiting band 35 extends between the two

edges

303, 304. The perforations 35 include holes 350 and are used to allow gas to flow from the side chamber 3 into the support chamber 4 when the air-bag is inflated.

Fig. 16 shows a possible blank of an airbag 1 according to the invention based on a single fabric layer, comprising a clamping chamber 2, side chambers 3 and a support chamber 4, wherein the airbag 1 is folded around the folded edges 7a-7e and then sewn along the outer edge curve 9 by means of a peripheral seam. Here, in a preferred embodiment, in order to ensure a rapid deployment of the airbag 1, a sealing element, for example in the form of silicone or a seam tape or a staggered adhesive layer/layers, is preferably arranged along the peripheral seam, wherein the airbag 1 also comprises a ventilation opening (not shown), if necessary.

In detail, the method for manufacturing the airbag includes the following steps.

First, an elongated rectangular fabric layer 300 having two

longitudinal edges

310, 320 spaced from each other is provided. In the fabric layer 300, a plurality of folded edges 7a-7e are defined. This can be done by setting the position of the folded edges 7a-7 e. The folded edges 7a-7e extend perpendicularly between the

longitudinal edges

310, 320, respectively.

Here, a middle folded edge 7c and two side folded

edges

7a, 7e are provided, wherein the side folded edge 7a is located on one side of the middle folded edge 7c and the side folded edge 7e is located on the other side of the middle folded edge 7 c. Between the folded edge 7c and the folded edge 7e is another folded edge 7 d. Between the folded edge 7c and the folded edge 7a there is a further folded edge 7 b.

In the first folding step, the side folding edges 7e are placed onto the middle folding edge 7 c. Here, the fabric layer 300 is folded 13 outwards in the partial region viewed around the fold edge 7 d. The folded

edges

7c and 7e are arranged overlapping each other on the inside 14. The clamping chamber 2 is produced by this folding.

In the second folding step, the other side folded edge 7a is placed on the middle folded edge 7 c. The fabric layer 300 is folded 13 outward in the observed partial region about the fold edge 7 b. The folded edges 7c and 7a are arranged overlapping each other on the inside 14. The support chamber 4 is created by this folding.

The stitching of the side folded

edges

7a, 7e to the middle folded edge is then carried out at least on the edge side. It can be provided here that the stitching of the respective fold edge is carried out only in the side regions. For example, the fabric layer is sewn into the area of 1-2 cm from the edge 9. To this end it should be noted that the respective folded

edges

7c and 7e on the one hand and 7c and 7a on the other hand do not necessarily have to be sewn together at the same time. For example, the folded

edges

7c and 7e may be sewn before the second folding step is performed.

In the third folding step, the fabric layer 300 is folded to form the shoulder chambers 30 by arranging both lateral ends of the fabric layer 300 to overlap each other. Subsequently, a peripheral seam is applied along the edge curve 9 of the triple-folded fabric layer. The peripheral seam may additionally be sealed.

The clamping chamber 2, the side chamber 3 and the support chamber 4 are thus formed by at least one fabric layer and by means of at least two folds along at least two fold edges 7a-7e, wherein the clamping chamber 2, the shoulder chamber 30 and the support chamber 4 of the airbag to be installed have a peripheral seam along the edge curve 9 of the fabric layer.

Here, it can also be seen in fig. 16 that the shoulder chamber 30 has a separating element 6 in the preferred embodiment, wherein in the same way internal limiting strips, darts 8, a combination of darts 8 and separating element 6 or a plurality of circular darts 8 arranged in a stack (steppadeckenartig) can be used. Furthermore, in an alternative embodiment, the clamping chamber 2 has a crease 8. It should be noted that the tuck 8 may have any shape depending on the respective requirements of the airbag 1 according to the invention.

Here, the sealing element is arranged along the edge curve 9 before the peripheral seam is applied in the embodiment according to the invention.

In a further embodiment according to the invention, a non-inflatable region (also referred to as a dead zone), for example in the region of the clamping chamber 2, can be realized by means of a seam 8 (see fig. 13) after the airbag 1 has been sewn. Furthermore, it is obvious to the person skilled in the art that before sewing the airbag 1, possible internal restraining straps or separating elements 6 can be arranged, if necessary, in the relevant fabric sections or the relevant chambers, depending on the requirements of the airbag 1.

Another embodiment provides that along the folded

edges

7c and 7e and 7a and 7c partition walls with through-flow openings (not shown) are arranged. Here, the partition wall of each folded

edge

7b and 7d preferably has a triangular shape in a manner known to the person skilled in the art, so that possible corner regions and curved regions can be formed.

In an alternative embodiment, it is provided that the clamping chamber 2, the shoulder chamber 30 and the support chamber 4 are first formed separately and in a next production step are sewn to one another with associated gas passages or through-flow openings for supplying gas from a gas generator (not shown).

Furthermore, it can alternatively be provided according to fig. 1 to 5 that the side chamber 3 and the support chamber 4 are formed by chambers and the clamping chamber 2 is constructed separately therefrom and sewn to the

chambers

3, 4, or, according to fig. 6 to 10, that the side chamber 3 and the clamping chamber 2 are formed by chambers and the support chamber 4 is constructed separately therefrom and sewn to the

chambers

3, 2.

It will be understood that the present invention is not limited to the embodiments described above, but various modifications and improvements may be made without departing from the concepts described herein. Furthermore, it should be noted that any feature described may be used alone or in combination with any other feature, unless they preclude one another. The present disclosure extends to all combinations and subcombinations of one or more features described herein, including combinations and subcombinations. If regions are defined, these regions include all values within the regions and all sub-regions that fall within the regions.

List of reference numerals

1, an air bag;

2, a clamping chamber;

3 a side chamber;

4 a support chamber;

5 a seat;

6 a separation element;

7a-7e folded edges;

8, sewing and pleating;

9 edge curve;

10 a central console;

11 the surface of the center console;

12 occupants;

13 folding outwards;

14 are folded inwards;

23 clamping the chamber 2 seam;

30 shoulder chambers;

the outer region of the 31-side chamber 3;

the inner region of the 32-side chamber 3;

33 the seam of the side chamber 3;

230 the longitudinal extension direction of the clamping chamber 2;

330 longitudinal extension direction of the side chamber 3;

alpha clamps the angle between the chamber and the side chamber.

Claims

1. An airbag (1) which is provided for reducing sudden lateral movements of an occupant (12) in the event of a side impact, wherein the airbag (1) can be inflated by means of a gas generator in the event of an accident, characterized in that the airbag (1) forms three chambers (2, 30, 4), wherein

At least two chambers (2, 4) extending at an angle to each other in the inflated state of the airbag (1),

-two chambers (2, 4) extending at an angle to each other are arranged below the third chamber (30) with respect to the vertical direction in the inflated state, and

-one (2) of the two chambers extending at an angle to each other is arranged to be supported in an inflated state on the vehicle floor and/or on a center console (10) and/or on a seat (5) of the vehicle.

2. An airbag (1) according to claim 1, characterised in that the airbag (1) is an airbag for a motor vehicle.

3. The airbag (1) according to claim 1, characterized in that a first of the chambers is a shoulder chamber (30), a second of the chambers is a support chamber (4), and a third of the chambers is a clamping chamber (2), wherein the support chamber (4) and the clamping chamber (2) extend at an angle to each other, and the shoulder chamber (30) extends above the support chamber (4) and the clamping chamber (2) in an inflated state.

4. An airbag (1) as claimed in claim 3, characterized in that the shoulder chamber (30) and the support chamber (4) are formed by a common side chamber (3), wherein the clamping chamber (2) is arranged on the side chamber (3) on the side facing the vehicle floor and on the side facing the occupant in the deployed and inflated state of the airbag (1).

5. The airbag (1) as claimed in claim 4, characterized in that the clamping chamber (2) is arranged on the side chamber (3) such that the part of the side chamber (3) which projects towards the vehicle floor side is formed as a support chamber (4).

6. The airbag (1) as claimed in claim 5, characterized in that the clamping chamber (2) is arranged at an angle in the range of 30 to 150 degrees relative to the side chamber (3).

7. The airbag (1) as claimed in claim 6, characterized in that the clamping chamber (2) is arranged at an angle in the range of 30 to 90 degrees relative to the side chamber (3).

8. The airbag (1) as claimed in claim 3, characterized in that the shoulder chamber (30) and the clamping chamber (2) are formed by a common side chamber (3), wherein the support chamber (4) extends away from the side chamber (3) on the side facing away from the occupant (12) in the deployed and inflated state of the airbag (1).

9. Airbag (1) according to claim 3, characterized in that the shoulder chamber (30), the support chamber (4) and the clamping chamber (2) are formed by one fabric layer, wherein the shoulder chamber (30), the support chamber (4) and the clamping chamber (2) are formed by at least two folds of the fabric layer along at least two folding edges (7a-7 e).

10. The airbag (1) according to claim 9, characterized in that the shoulder chamber (30), the support chamber (4) and the clamping chamber (2) have a peripheral seam along the edge curve (9) of the fabric layer.

11. An airbag (1) according to claim 10, characterized in that a sealing element is arranged along the peripheral seam.

12. The airbag (1) according to claim 3, characterized in that the shoulder chamber (30), the support chamber (4) and the clamping chamber (2) consist of chambers which are manufactured separately and subsequently spliced into the airbag (1).

13. An airbag according to claim 3, characterised in that the support chamber (4) is designed to ensure a restraining force for resisting a collision force caused by the occupant (12) in the event of a side collision.

14. Airbag according to claim 4 or 5, characterised in that the side chamber (3) is divided into at least two chambers by at least one separating element (6).

15. An airbag (1) according to claim 14, characterised in that in the deployed and inflated state of the airbag (1) at least one of the separating elements (6) is configured parallel to a side rest of a seat (5) on or in which the airbag is arranged in a folded state.

16. An airbag according to claim 3, characterised in that the support chamber (4) rests at least partially on the clamping chamber (2) in the deployed and inflated state of the airbag (1).

17. An airbag according to claim 3, characterised in that the clamping chamber (2) is arranged at least partially between a seat (5) of the occupant (12) and a centre console (10) of a motor vehicle in the deployed and inflated state of the airbag (1).

18. An airbag according to claim 3, characterised in that the support chamber (4) rests at least partially on a surface (11) of the center console (10) facing the vehicle roof side in the deployed and inflated state of the airbag (1).

19. An airbag according to claim 3, characterised in that the airbag (1) comprises an additional head chamber arranged on the third said chamber (30) on the side facing the roof for supporting the head in the event of a side impact.

20. An airbag according to claim 1, characterised in that the mutually remote ends of the three chambers (2, 30, 4) of the airbag (1) form the corners of a triangle.