JP2002225669A - Double weaving air bag for side collision - Google Patents
Double weaving air bag for side collisionInfo
- Publication number
- JP2002225669A JP2002225669A JP2001020575A JP2001020575A JP2002225669A JP 2002225669 A JP2002225669 A JP 2002225669A JP 2001020575 A JP2001020575 A JP 2001020575A JP 2001020575 A JP2001020575 A JP 2001020575A JP 2002225669 A JP2002225669 A JP 2002225669A
- Authority
- JP
- Japan
- Prior art keywords
- airbag
- base fabric
- bag
- woven
- weaving
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は自動車用安全装置の
一つであるエアバッグに関するものであり、輸送車両に
おける搭乗者を側面保護するために特に有益なエアバッ
グに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an airbag which is one of safety devices for automobiles, and more particularly to an airbag which is particularly useful for protecting a passenger in a transportation vehicle from a side.
【０００２】[0002]
【従来の技術】近年、自動車***品の一つとして、エ
アバッグは乗員の安全意識の向上に伴い、急速に装着率
が向上している。エアバッグは自動車の衝突事故の際、
衝撃をセンサーが感知し、インフレーターから高温、か
つ／または高圧のガスを発生させ、このガスによってエ
アバッグを急激に展開させ、乗員保護に役立つものであ
る。2. Description of the Related Art In recent years, as one of safety components for automobiles, the mounting rate of airbags has been rapidly increasing along with an increase in occupant safety awareness. In the event of a car crash, airbags
The impact is detected by a sensor, and a high-temperature and / or high-pressure gas is generated from the inflator, and the gas rapidly deploys the airbag to help protect the occupant.
【０００３】従来、エアバッグには運転席用、助手席用
の正面からの衝突時に乗員を保護するものが装着されて
きたが、最近では側部からの衝突にも対応できるエアバ
ッグが開発されてきた。Conventionally, airbags for a driver's seat and a passenger's seat that protect an occupant in the event of a frontal collision have been installed. Recently, airbags that can cope with a collision from the side have been developed. Have been.
【０００４】運転席用、助手席用のエアバッグには従来
2枚のエアバッグ基布を縫製することによって、作製さ
れている。しかし、最近エアバッグの性能向上および製
造コストの削減から製織段階でバッグを形成することが
出来る袋織り技術が注目されてきた。[0004] Conventionally, airbags for a driver's seat and a passenger's seat are conventionally used.
It is made by sewing two airbag base fabrics. However, a bag weaving technique capable of forming a bag at the weaving stage has recently attracted attention because of the improvement in performance of an airbag and a reduction in manufacturing cost.
【０００５】また、側面保護用エアバッグは、自動車の
ロールオーバーを想定している場合が多く、運転席用、
助手席用のエアバッグとは異なり、展開後に内圧保持時
間を数秒から10秒程度確保する必要があるとされてい
る。それによって車両がロールオーバー中にも乗員の頭
部が保護できるように設計されている。よって、織物本
体からのガス漏れを防がなければならず、縫製品では縫
い目からの空気漏れがあるため実用的ではない。現状は
袋織りエアバッグ基布に表面コーティングしていること
が通常である。[0005] In addition, side protection airbags are often designed for rollover of automobiles,
Unlike airbags for passenger seats, it is said that it is necessary to secure internal pressure retention time of several seconds to 10 seconds after deployment. It is designed so that the occupant's head can be protected even during a rollover of the vehicle. Therefore, gas leakage from the woven fabric body must be prevented, and it is not practical for sewn products due to air leakage from the seams. At present, it is usual to coat the surface of a woven airbag base fabric.
【０００６】[0006]
【発明が解決しようとする課題】ところで、この側面衝
突用袋織エアバッグは複数枚の布帛が部分的に一体接合
されて袋を形成しているバッグであり、複数枚の布帛で
なるバッグ部分と一体接合されている綴じ部分の厚みや
経糸のテンションが異なってくる。The side-impact woven airbag is a bag in which a plurality of fabrics are partially joined together to form a bag. The thickness of the stitched portion and the tension of the warp that are integrally joined are different.
【０００７】側面衝突用袋織エアバッグを構成する基布
の幅方向において、厚みや、経糸のテンションが異なる
場合、製織後の巻取り時に基布にしわやつりが入り、基
布の品質が落ちる。また、基布は製織後、検反、精練、
乾燥、熱セット、様々な後加工工程を通り最終製品とな
るため、製織後の段階で基布の品質が落ちていると、後
工程での悪さが増加する可能性が大きくなる。If the thickness or the warp tension of the base fabric constituting the side-impact woven airbag is different in the width direction, the base fabric is wrinkled or suspended during winding after weaving, and the quality of the base fabric deteriorates. . In addition, after weaving the base fabric, inspection, scouring,
Since the final product passes through drying, heat setting, and various post-processing steps, if the quality of the base fabric is deteriorated in the stage after weaving, the possibility of increasing the badness in the post-process increases.
【０００８】更に、現段階においては、側面衝突用袋織
エアバッグの場合、自動車の横転を想定していることが
多く、バッグの内圧保持性能を向上させるため、袋織り
エアバッグ基布に表面コーティングしたエアバッグを使
用しており、基布にしわが存在すると均一コーティング
が不可能となり、エアバッグとして機能を果たすことが
出来ない。Further, at the present stage, in the case of a woven airbag for side impact, it is often assumed that the vehicle rolls over. In order to improve the internal pressure holding performance of the bag, the woven airbag base cloth is coated with a surface. If a wrinkle is present in the base fabric, uniform coating becomes impossible, and the airbag cannot function as an airbag.
【０００９】そのため、本発明の側面衝突用袋織エアバ
ッグは、従来の袋織エアバッグの問題点、特にエアバッ
グのフラット性に着目し、エアバッグを構成する基布の
幅方向での厚みむらと経糸テンションむらに関する問題
点を解決する側面衝突用袋織エアバッグを提供すること
を目的とする。Therefore, the side-impact woven airbag of the present invention focuses on the problems of the conventional woven airbag, especially on the flatness of the airbag, and reduces the unevenness of the thickness of the base fabric constituting the airbag in the width direction. It is an object of the present invention to provide a side-impact woven airbag which solves the problem relating to warp tension unevenness.
【００１０】[0010]
【課題を解決するための手段】上記課題を解決するため
の手段、即ち、本発明の第１は、袋織により製織し、袋
を形成したエアバッグであり、該エアバッグを構成する
基布の全経糸のクリンプ率変動が、４０％以下であるこ
とを特徴とする側面衝突用袋織エアバッグであり、Means for Solving the Problems The first means of the present invention is an airbag formed by weaving with a bag weave to form a bag, and a base fabric of the airbag. A side-impact woven airbag, wherein a crimp rate variation of all warps is 40% or less,
【００１１】その第２は、エアバッグを構成する基布の
幅方向での厚み変動が、3％以下である請求項１記載の
側面衝突用袋織エアバッグであり、A second aspect of the present invention is the side-impact woven airbag according to claim 1, wherein a thickness variation in a width direction of a base fabric constituting the airbag is 3% or less.
【００１２】その第３は、エアバッグを構成する基布の
全経糸のクリンプ率の変動が、30％以下である請求項1
記載の側面衝突用袋織エアバッグであり、Third, the variation in the crimp rate of all the warps of the base fabric constituting the airbag is 30% or less.
A woven airbag for side impact according to the description,
【００１３】その第４は、エアバッグを構成する基布の
全経糸のクリンプ率の変動が１５％以下である請求項1
記載の側面衝突用袋織エアバッグであり、Fourth, the variation in the crimp rate of all the warps of the base fabric constituting the airbag is 15% or less.
A woven airbag for side impact according to the description,
【００１４】その第５は、エアバッグを構成する基布の
全経糸のクリンプ率の変動が１０％以下である請求項１
記載の側面衝突用袋織エアバッグである。Fifth, the variation in the crimp rate of all the warps of the base fabric constituting the airbag is 10% or less.
It is a side weave airbag for side collision described.
【００１５】[0015]
【発明の実施の形態】本発明の側面衝突用袋織エアバッ
グを構成する原糸は、特に素材を限定するものではない
が、特にナイロン66、ナイロン6、ナイロン46、ナイロ
ン12などの脂肪族ポリアミド繊維、アラミド繊維のよう
な芳香族ポリアミド繊維、ポリエチレンテレフタレート
やポリブチレンテレフタレートなどのホモポリエステル
繊維が使用される。他には全芳香族ポリエステル、超高
分子量ポリエチレン繊維、PPS繊維、ポリエーテルケト
ン繊維などが挙げられる。ただし、経済性を勘案すると
ポリエステル繊維、ポリアミド繊維（ナイロン66、ナイ
ロン6、ナイロン46）が特に好ましい。また、これらの
合成繊維には原糸製造工程や後加工工程での工程通過性
を向上させるために、各種添加剤を含有しても何ら問題
はない。例えば、酸化防止剤、熱安定剤、平滑剤、帯電
防止剤、増粘剤、難燃剤などである。DETAILED DESCRIPTION OF THE INVENTION The yarn constituting the side-impact woven airbag of the present invention is not particularly limited in material, but is preferably an aliphatic polyamide such as nylon 66, nylon 6, nylon 46 or nylon 12. Fibers, aromatic polyamide fibers such as aramid fibers, and homopolyester fibers such as polyethylene terephthalate and polybutylene terephthalate are used. Other examples include wholly aromatic polyesters, ultrahigh molecular weight polyethylene fibers, PPS fibers, and polyetherketone fibers. However, polyester fibers and polyamide fibers (nylon 66, nylon 6, nylon 46) are particularly preferable in consideration of economic efficiency. In addition, there is no problem even if these synthetic fibers contain various additives in order to improve the processability in the raw yarn manufacturing process and the post-processing process. For example, antioxidants, heat stabilizers, leveling agents, antistatic agents, thickeners, flame retardants and the like.
【００１６】また、通気度低下や目ずれ防止のためのコ
ート剤としては特に限定するものではなく、クロロプレ
ン、クロルスルフォン化オレフィン、シリコーンなどの
合成ゴムを塗付またはゴム状のものを接着剤を介してラ
ミネートしても良いし、接着剤を介さずそのままラミネ
ートすることも可能である。また、エアバッグとして性
能を満たせば、コーティングやラミネートを施さなくて
もノンコートバッグで構わないし、ノンコート基布に後
加工を施しても構わない。The coating agent for preventing a decrease in air permeability and misalignment is not particularly limited, and a synthetic rubber such as chloroprene, chlorosulfonated olefin, silicone or the like is applied or a rubber-like material is used as an adhesive. It is also possible to perform lamination via an adhesive, or to perform lamination without using an adhesive. In addition, as long as the performance of the airbag is satisfied, a non-coated bag may be used without coating or laminating, and a post-processing may be performed on the non-coated base fabric.
【００１７】また、製織の際使用される織機についても
特に限定はなく、例えばウォータージェットルーム、エ
アジェットルーム、レピアルーム、プロジェクタイルル
ームなどが使用される。しかし、製織生産性、経糸への
ダメージ、糸汚れなどを考慮するとウォータージェット
ルーム、エアジェットルームが特に好ましい。The weaving machine used for weaving is not particularly limited. For example, a water jet room, an air jet room, a rapier room, a projector room and the like are used. However, water jet looms and air jet looms are particularly preferred in view of weaving productivity, damage to warp yarns, yarn contamination, and the like.
【００１８】また、袋織の柄を決定する際には、ジャカ
ード装置やドビー装置が用いられる。特に複雑な柄出し
をするためには、ジャカード装置（電子式、機械式）が
必要となり、更に生産性、柄変更の容易さより電子式ジ
ャカード装置が好ましい。A jacquard device or a dobby device is used to determine the pattern of the weave. In particular, a jacquard device (electronic or mechanical) is required to perform complicated patterning, and an electronic jacquard device is preferable because of productivity and ease of pattern change.
【００１９】使用する原糸の沸水収縮率に、特に限定は
ないが、JIS-L-1013（8.18.1A）の熱水収縮率値（SHW
値）が4〜15％程度の原糸が、後工程にて沸水収縮工程
を通過する際、好ましい原糸であり、より好ましくは6
〜10％、更に好ましくは8〜10％である。The boiling water shrinkage of the yarn used is not particularly limited, but the hot water shrinkage (SHW) of JIS-L-1013 (8.18.1A) can be used.
(Value) of about 4 to 15% is a preferable fiber when passing through the boiling water shrinking step in the subsequent step, more preferably 6 to 15%.
-10%, more preferably 8-10%.
【００２０】[0020]
【実施例】以下、本発明を更に詳細に説明する。なお、
実施例、比較例中の物性は下記の方法で測定した。The present invention will be described in more detail below. In addition,
Physical properties in Examples and Comparative Examples were measured by the following methods.
【００２１】実施例、比較例に使用する試料は図1の形
状にて作成し、A部を袋部（多重布部）、B部を綴じ部と
する。また、バッグ形状等の因子を省くためインフレー
タ取付け口やバッグの複雑な形状は取り入れず簡単化し
た図面とした。また、A部、B部に使用した織組織例を図
2〜8に示し、図9に、一般的な側面衝突用袋織エアバッ
グの形状の一例を示す。Samples used in Examples and Comparative Examples were prepared in the shape shown in FIG. 1, and A portion was a bag portion (multiple fabric portions) and B portion was a binding portion. In addition, in order to eliminate factors such as the shape of the bag, the drawings are simplified without taking into account the inflator mounting port and the complicated shape of the bag. In addition, examples of weaving textures used for Part A and Part B
2 to 8 and FIG. 9 shows an example of the shape of a general side-impact woven airbag.
【００２２】クリンプ率の測定方法および変動率の算出
方法：解反原糸のクリンプ率測定にはJIS−L−1096（8.
7.2）を用いた。A部の織組織はどの試料も同じであるこ
とから実施例1試料にてサンプリングを行い測定した。
またクリンプ率の変動率を算出するため、実施例、比較
例の各試料毎に、綴じ部であるB部からは1試料につき10
本の経糸クリンプ率測定し、その平均値を出して、A部
（袋部）の平均値を基本とした時のB部（綴じ部）との
差の割合（｜(A−B)/A｜×100＝％）で、側面衝突用袋
織エアバッグを構成する基布の経糸クリンプ率の変動率
を算出した。Measurement method of crimp rate and calculation method of fluctuation rate: JIS-L-1096 (8.
7.2) was used. Since the woven structure of part A was the same for all samples, sampling was performed using the sample of Example 1 and measured.
In addition, in order to calculate the rate of change in the crimp rate, for each sample of Examples and Comparative Examples, 10 parts per
Measure the warp crimp rate of the book, calculate the average value, and calculate the ratio of the difference between the average value of the A section (bag section) and the B section (binding section) (| (A−B) / A | × 100 =%), the fluctuation rate of the warp crimp rate of the base fabric constituting the side-impact woven airbag was calculated.
【００２３】厚みの測定方法および変動率の算出方法：
JIS−L−1096（240g/cm2加圧下）を用い、A部、B部にお
いて側面衝突用袋織エアバッグ基布の幅方向に各々10ヶ
所測定した。また、厚み変動率は、A部（袋部）を基本
とした時のB部（綴じ部）との差の割合（｜(A−B)/A｜
×100＝％）で示す。A method for measuring the thickness and a method for calculating the variation rate:
Using JIS-L-1096 (under a pressure of 240 g / cm2), measurements were made at 10 locations in the width direction of the side-impact woven airbag base fabric in the A section and the B section, respectively. In addition, the thickness variation rate is the ratio of the difference from the B portion (the binding portion) based on the A portion (the bag portion) (| (A−B) / A |
× 100 =%).
【００２４】しわ、つりの評価方法：しわやつりに対す
る評価は側面衝突用袋織エアバッグを構成する基布の生
産工程中にある生機状態での外観検査と加工後の外観検
査から評価し、また、コート加工性は、加工反にコーテ
ィングをした際のバッグの加工性、製品取れ率にて評価
した。総合評価は製織性を含めた基布品位、最終製品で
あるバッグ品位にて評価した。Evaluation method of wrinkles and fishing: Evaluation of wrinkling and fishing was evaluated by an appearance inspection in a greige state and an appearance inspection after processing during the production process of a base fabric constituting a side-impact woven airbag. The coat processability was evaluated based on the processability of the bag and the product removal rate when coating was performed on the contrary to the process. The overall evaluation was based on the quality of the base fabric including the weaving property and the quality of the bag as the final product.
【００２５】実施例1 経、緯糸に350dtex/108fのナイロン66フィラメント原糸
を用い、電子ジャカード装置を備えたエアジェットルー
ムを用いて平織にて2重袋部で経60本/2.54cm、緯60本/
2.54cmになるように袋織りにて製織後、沸水収縮工程を
通過させ、引き続き乾燥、セット工程を経て加工反を作
成した。この試料を示す図1のA部は2重織袋部分、B部は
袋部組織に1点綴じ部を作成した綴じ部組織となってい
る。Example 1 A warp and weft yarn of 350dtex / 108f nylon 66 filament raw yarn was used, and in an air jet loom equipped with an electronic jacquard device, it was a plain weave with a double bag portion and a warp of 60 yarns / 2.54 cm. Latitude 60 /
After weaving with a bag weave to a size of 2.54 cm, the fabric was passed through a boiling water shrinking step, followed by drying and setting steps to prepare a processed fabric. A part of FIG. 1 showing this sample is a double woven bag part, and part B is a binding part structure in which a one-point binding part is created in the bag part structure.
【００２６】実施例2 経、緯糸に350dtex/108fのナイロン66フィラメント原糸
を用い、エアージェットルームと電子ジャカード装置を
用いて平織にて2重袋部で経60本/2.54cm、緯60本/2.54c
mになるように袋織りにて製織後、沸水収縮工程を通過
させ、引き続き乾燥、セット工程を経て加工反を作成し
た。この試料を示す図1のA部は2重織袋部分、B部は3×3
サテン組織を用いた綴じ部組織となっている。Example 2 A warp and weft yarn of 350dtex / 108f nylon 66 filament raw yarn was used in a double weave in a double weave section using an air jet loom and an electronic jacquard device. Book / 2.54c
After weaving in a bag weave to a thickness of m, the fabric was passed through a boiling water shrinking step, followed by drying and setting steps to prepare a processed fabric. A part of FIG. 1 showing this sample is a double woven bag part, and B part is 3 × 3.
It is a binding organization using a satin organization.
【００２７】実施例3 経、緯糸に350dtex/108fのナイロン66フィラメント原糸
を用い、エアージェットルームと電子ジャカード装置を
用いて平織にて2重袋部で経60本/2.54cm、緯60本/2.54c
mになるように袋織りにて製織後、沸水収縮工程を通過
させ、引き続き乾燥、セット工程を経て加工反を作成し
た。この試料を示す図1のA部は2重織袋部分、B部は7×7
バスケットを用いた綴じ部組織となっている。Example 3 A warp and a weft yarn of 350dtex / 108f nylon 66 filament raw yarn were used in an air jet loom and an electronic jacquard device in a plain weave in a double sack part with a warp of 60 / 2.54 cm and a weft of 60. Book / 2.54c
After weaving in a bag weave to a thickness of m, the fabric was passed through a boiling water shrinking step, followed by drying and setting steps to prepare a processed fabric. A part of FIG. 1 showing this sample is a double woven bag part, and B part is 7 × 7.
It is a binding organization using a basket.
【００２８】実施例4 経、緯糸に350dtex/108fのナイロン66フィラメント原糸
を用い、エアージェットルームと電子ジャカード装置を
用いて平織にて2重袋部で経60本/2.54cm、緯60本/2.54c
mになるように袋織りにて製織後、沸水収縮工程を通過
させ、引き続き乾燥、セット工程を経て加工反を作成し
た。この試料を示す図1のA部は2重織袋部分、B部は5×5
バスケットを用いた綴じ部組織となっている。Example 4 A warp and weft yarn of 350dtex / 108f nylon 66 filament raw yarn was used in an air jet loom and an electronic jacquard device in a plain weave in a double sack part with a warp of 60 / 2.54 cm, a weft of 60. Book / 2.54c
After weaving in a bag weave to a thickness of m, the fabric was passed through a boiling water shrinking step, followed by drying and setting steps to prepare a processed fabric. A part of FIG. 1 showing this sample is a double woven bag part, and B part is 5 × 5.
It is a binding organization using a basket.
【００２９】比較例1 経、緯糸に350dtex/108fのナイロン66フィラメント原糸
を用い、エアージェットルームと電子ジャカード装置を
用いて平織にて2重袋部で経60本/2.54cm、緯60本/2.54c
mになるように袋織りにて製織後、沸水収縮工程を通過
させ、引き続き乾燥、セット工程を経て加工反を作成し
た。この試料を示す図1のA部は2重織袋部分、B部は2×2
バスケットを用いた綴じ部組織となっている。COMPARATIVE EXAMPLE 1 A warp and a weft yarn of 350dtex / 108f nylon 66 filament raw yarn were used in an air jet loom and an electronic jacquard device in a plain weave in a double sack part with a warp of 60 / 2.54 cm and a weft of 60. Book / 2.54c
After weaving in a bag weave to a thickness of m, the fabric was passed through a boiling water shrinking step, followed by drying and setting steps to prepare a processed fabric. A part of FIG. 1 showing this sample is a double woven bag part, and part B is 2 × 2.
It is a binding organization using a basket.
【００３０】比較例2 経、緯糸に350dtex/108fのナイロン66フィラメント原糸
を用い、エアージェットルームと電子ジャカード装置を
用いて平織にて2重袋部で経60本/2.54cm、緯60本/2.54c
mになるように袋織りにて製織後、沸水収縮工程を通過
させ、引き続き乾燥、セット工程を経て加工反を作成し
た。この袋織試料を示す図１のA部は2重織袋部分、B部
は3×3バスケットを用いた綴じ部組織となっている。COMPARATIVE EXAMPLE 2 A warp and weft yarn of 350dtex / 108f nylon 66 filament raw yarn was used in an air jet loom and an electronic jacquard apparatus in a plain weave in a double sack part with a warp of 60 / 2.54 cm, a weft of 60. Book / 2.54c
After weaving in a bag weave to a thickness of m, the fabric was passed through a boiling water shrinking step, followed by drying and setting steps to prepare a processed fabric. In FIG. 1 showing the sachet sample, part A is a double-woven bag part, and part B is a binding part structure using a 3 × 3 basket.
【００３１】[0031]
【表1】 コート加工性、総合評価は、◎：大変良い、○：良い、
△：普通、×：悪い、で印付けしている。【table 1】 The coat processability and overall evaluation were ◎: very good, ○: good,
Δ: Normal, ×: Poor, marked.
【００３２】表1から明らかなように、実施例1の場合
は、側面衝突用袋織エアバッグを構成する基布の厚み変
動率も小さく、また経糸のクリンプ率変動率もほとんど
無いことからエアバッグを構成する基布のフラット性が
得られ、生機の段階の欠点数も減少し、更に後加工性が
良好な為、加工反での欠点の増加が少ない。また、経糸
のクリンプ率が袋部とほぼ同等のため経糸緩みが無く、
製織性が大変良好である。また、コート加工性も良好
で、その結果、得られた側面衝突用袋織エアバッグの品
位も高いものである。As is clear from Table 1, in the case of Example 1, since the rate of change in the thickness of the base fabric constituting the woven airbag for side impact is small, and the rate of change in the crimp rate of the warp is almost nonexistent, Is obtained, the number of defects at the stage of greige is reduced, and the post-processability is good. Also, since the crimp rate of the warp is almost equal to that of the bag, there is no looseness of the warp,
Very good weaving. In addition, the coatability is good, and as a result, the quality of the obtained side-impact woven airbag is high.
【００３３】実施例2の場合、A部、B部の経糸間におけ
るクリンプ率の変動率が実施例1と比較して若干大きい
ため、製織性の点において劣るものの、側面衝突用袋織
エアバッグを構成する基布の幅方向においては厚み変動
率が小さいため、基布のフラット性は良好であり、巻シ
ワ等の欠点も少なく、後加工性も良好である。また、基
布のフラット性があるため、コート加工性は良好で、そ
の結果、得られた側面衝突用袋織エアバッグの品位も高
いものである。In the case of Example 2, since the rate of change of the crimp ratio between the warps in the portions A and B is slightly larger than that in the example 1, the weaving property is inferior. Since the rate of change in thickness is small in the width direction of the base fabric, the flatness of the base fabric is good, there are few defects such as wrinkles, and the post-processability is good. Further, since the base fabric has flatness, the coatability is good, and as a result, the quality of the obtained side-impact woven airbag is high.
【００３４】実施例3、4の場合、経糸間のクリンプ率の
変動率が少々高くなっているため、製織性の点において
実施例1に劣るものの、経糸緩みのレベルは製織性を極
端に悪化させるほどではない。また、側面衝突用袋織エ
アバッグを構成する基布の幅方向での厚みの変動率も実
施例1よりかは大きくなるものの、製織段階の巻シワは
ある程度以内に抑えられる。また、コート加工性は実施
例1、2と比較すると基布に厚み差があるため、多少劣る
が、コート加工性を悪化させるほどではない。In the case of Examples 3 and 4, the fluctuation rate of the crimp ratio between the warp yarns is slightly higher, and although the weaving property is inferior to that of Example 1, the level of the warp slackness extremely deteriorates the weaving property. Not enough. Further, although the rate of change in the thickness of the base fabric constituting the side-impact woven airbag in the width direction is larger than that in Example 1, the wrinkles in the weaving stage can be suppressed to some extent. Further, the coat workability is slightly inferior to Examples 1 and 2 due to the difference in thickness between the base fabrics, but not so much as to deteriorate the coat workability.
【００３５】比較例1、2の場合、表1からも明らかなよ
うに、側面衝突用袋織エアバッグを構成する基布の幅方
向における厚み変動率も大きいため、製織後巻芯に巻い
た段階で巻シワが発生し、品位が落ち、後加工の際も、
基布の耳がたぶり、加工性が悪くなり、更に品位が落ち
る。また、経糸間のクリンプ率の変動率も大きく、経糸
の緩みが起き、製織性が著しく悪くなる。また、仕上が
った加工反の品位が悪いため、コート加工時に悪さをお
こす可能性が高く、その結果、得られる側面衝突用袋織
エアバッグの品位も悪いものとなる。In the case of Comparative Examples 1 and 2, as can be seen from Table 1, since the rate of thickness variation in the width direction of the base fabric constituting the side-impact woven airbag is large, the base fabric is wound around the winding core after weaving. Wrinkles are generated at the time, the quality deteriorates, and during post-processing,
The ears of the base cloth flap, the workability deteriorates, and the quality further deteriorates. In addition, the rate of change in the crimp ratio between the warps is large, and the warps are loosened, and the weaving property is significantly deteriorated. In addition, since the quality of the finished processing is poor, there is a high possibility that the quality will deteriorate during the coating process, and as a result, the quality of the side-impact woven airbag obtained will also be poor.
【００３６】[0036]
【発明の効果】本発明の側面衝突用袋織エアバッグは、
該エアバッグを構成する基布において、織組織の異なる
部分の経糸間におけるクリンプ率の変動率が小さい為、
製織中に経糸緩みの発生を抑制でき、製織性が向上する
のと共に基布の幅方向において厚み変動が小さいため、
基布のフラット性が得られ、巻シワ等による欠点を減少
する。また基布のフラット性が得られることにより後加
工性が良好となり、後加工にてコーティングが必要な場
合においてもそのコート加工性が良好であるため、その
結果、得られた側面衝突用袋織エアバッグの品質を良好
にすることが出来る。According to the present invention, a side-impact woven airbag is provided.
In the base fabric constituting the airbag, the rate of change in the crimp rate between the warps of the different portions of the weave structure is small,
Since the occurrence of warp loosening during weaving can be suppressed, and the weaving property is improved and the thickness fluctuation in the width direction of the base fabric is small,
The flatness of the base fabric is obtained, and defects due to wrinkles and the like are reduced. In addition, since the flatness of the base fabric is obtained, the post-processability is improved, and even when coating is required in the post-process, the coat processability is good. The quality of the bag can be improved.
【図１】実施例、比較例に使用した袋織りエアバッグ基
布試料の１例を示す平面図である。FIG. 1 is a plan view showing one example of a bag-woven airbag base fabric sample used in Examples and Comparative Examples.
【図２】実施例、比較例に使用した2重袋織部の組織
図。FIG. 2 is a structural diagram of a double-pouch weaving part used in Examples and Comparative Examples.
【図３】実施例1に使用した綴じ部の組織図。FIG. 3 is an organization diagram of a binding portion used in Example 1.
【図４】実施例2に使用した綴じ部の組織図。FIG. 4 is an organization diagram of a binding portion used in Example 2.
【図５】実施例3に使用した綴じ部の組織図。FIG. 5 is an organization diagram of a binding portion used in Example 3.
【図６】実施例4に使用した綴じ部の組織図。FIG. 6 is an organization diagram of a binding portion used in Example 4.
【図７】比較例1に使用した綴じ部の組織図。FIG. 7 is an organization diagram of a binding portion used in Comparative Example 1.
【図８】比較例2に使用した綴じ部の組織図。FIG. 8 is an organization diagram of a binding portion used in Comparative Example 2.
【図９】一般的な側面衝突用袋織エアバッグの一例。FIG. 9 shows an example of a general side-impact woven airbag.
Ａ：二重織袋部 Ｂ：綴じ部 A: Double woven bag part B: Binding part
Claims (5)
グであり、該エアバッグを構成する基布の全経糸のクリ
ンプ率の変動が４０％以下であることを特徴とする側面
衝突用袋織エアバッグ。An airbag formed by weaving with a bag weave to form a bag, wherein a variation in the crimp rate of all warps of a base fabric constituting the airbag is 40% or less. Airbag.
変動が３％以下である請求項１記載の側面衝突用袋織エ
アバッグ。2. A woven airbag for side impact according to claim 1, wherein the thickness variation in the width direction of the base fabric constituting the airbag is 3% or less.
ンプ率の変動が３０％以下である請求項１記載の側面衝
突用袋織エアバッグ。3. The side-impact woven airbag according to claim 1, wherein the crimp ratio of all warps of the base fabric constituting the airbag has a variation of 30% or less.
ンプ率の変動が１５％以下である請求項１記載の側面衝
突用袋織エアバッグ。4. The side-impact woven airbag according to claim 1, wherein the crimp ratio of all warps of the base fabric constituting the airbag has a variation of 15% or less.
ンプ率の変動が１０％以下である請求項１記載の側面衝
突用袋織エアバッグ。5. The side-impact woven airbag according to claim 1, wherein the crimp rate of all warps of the base fabric constituting the airbag has a variation of 10% or less.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001020575A JP2002225669A (en) | 2001-01-29 | 2001-01-29 | Double weaving air bag for side collision |
| US10/006,960 US6748980B2 (en) | 2000-12-11 | 2001-12-05 | Base fabric for hollow-woven air bag and air bag |
| CNB011404302A CN1330809C (en) | 2000-12-11 | 2001-12-06 | Base fabric for circular knitted air bag and circular knitted air bag |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001020575A JP2002225669A (en) | 2001-01-29 | 2001-01-29 | Double weaving air bag for side collision |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2002225669A true JP2002225669A (en) | 2002-08-14 |
Family
ID=18886262
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001020575A Pending JP2002225669A (en) | 2000-12-11 | 2001-01-29 | Double weaving air bag for side collision |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2002225669A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022196251A1 (en) * | 2021-03-16 | 2022-09-22 | 東レ株式会社 | Airbag fabric |
-
2001
- 2001-01-29 JP JP2001020575A patent/JP2002225669A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022196251A1 (en) * | 2021-03-16 | 2022-09-22 | 東レ株式会社 | Airbag fabric |
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