WO2010025929A1

WO2010025929A1 - Airbag device

Info

Publication number: WO2010025929A1
Application number: PCT/EP2009/006416
Authority: WO
Inventors: Raimund Nebel
Original assignee: Autoliv Development AB
Current assignee: Autoliv Development AB
Priority date: 2008-09-06
Filing date: 2009-09-04
Publication date: 2010-03-11
Anticipated expiration: 2011-03-06
Also published as: DE102008046195A1; DE102008046195B4

Abstract

An airbag device for a motor vehicle comprising a first component comprising a cover element (16) for an airbag housing, a second component fixed to the vehicle, and positioning means for positioning the first component on the second component is described. The positioning means comprise at least one pin (17, 18, 19) arranged in the assembled state rigidly on one of the two components. The pin has a pin length (d) and a pin width (d). The positioning means further comprise an associated slot (20, 21, 22) arranged on the other component and extending along a longitudinal axis (A1, A2, A3). The slot has a hole width (b_L) and a hole length (I_L) exceeding the hole width (b_L). The pin width (d) substantially corresponds to the hole width (b_L) and the pin length (d) is less than the hole length (I_L), so that on extension or contraction of the positioned component of the airbag module, due to environmental effects, ageing processes or production influences the pin is exclusively displaced along the longitudinal axis (A1, A2, A3) of the slot (20, 21, 22). In order to achieve small and regular gaps, the position of the pin relative to the first component may be altered in a non-assembled state and is locked in the assembled state.

Description

AIRBAG DEVICE

Description

Technical field of the invention

The invention relates to an airbag device according to Claim 1.

Many airbag modules have a cover element, which is visible from the direction of the occupants of the vehicle. This is the case, in particular, with front airbag modules for the driver and the passenger. In the case of a driver airbag module, the aforementioned cover element is generally the hub region of the steering wheel. Frequently, in this connection, there is a peripheral gap or a plurality of gaps separated from one another which divide the cover element of the airbag module from the surrounding surface of the vehicle - in a driver airbag module, in particular the surfaces of the spokes of the steering wheel. The cover element may be fastened to the housing of the airbag module or to a sub- assembly fixed to the vehicle.

In the case of a driver airbag module, it is frequently the case that the cover element may be pressed down in the axial direction - relative to the steering column - against the steering wheel body, in order to be able to close a horn switch. In this connection, it is firstly known to connect the cover element rigidly to the housing of the airbag module and to hold the entire housing axially movably against the force of springs on the steering wheel body (floating module). A further possibility is to connect the housing of the airbag module rigidly to the steering wheel body and to connect the cover element axially movably to the steering wheel body via springs (floating cover).

It is desirable that the extent of the gap between the cover element and the surrounding surface is as small as possible and as uniform as possible. To this end, it is known to provide non-axial positioning elements between a component of the airbag module and a component fixed to the vehicle. These non-axial positioning elements may, in particular, consist of pins and holes corresponding thereto. The axial positioning of the cover element relative to the component fixed to the vehicle may in this case be undertaken by separate sub-assemblies. As a result, a positioning relative to three degrees of freedom, namely two translational degrees of freedom and one rotational degree of freedom, has to be achieved by the pins and corresponding holes. To this end, in principle two pins and two holes are sufficient. In order to be able to compensate for different contractions and/or expansions between the component fixed to the vehicle and the cover element of the airbag module due to the effects of ageing, environment (in particular, temperature) and production (in particular, variations in the contraction of plastics parts of different batches), it is known to configure one of the holes as a slot, as is shown in Figure 13:

Prior art

Figure 13 shows a steering wheel 30 comprising an airbag module in a plan view. The airbag module has a cover element 16 which almost covers the entire hub region and is directly or indirectly connected to a steering wheel body (component fixed to the vehicle). Two pins 17 and 18 rigidly connected to the cover element serve for positioning the cover element 16 relative to the steering wheel body. These pins 17, 18 are designed, for example, as cylinders and have a circular cross section. The first pin 17 is in this case held in a round hole and defines the position of the cover element 16 relative to the steering wheel body in the two translational degrees of freedom, namely in the X- and Y- directions. Thus the second pin 18 only has to define one degree of freedom, namely the rotational degree of freedom, so that it is held in a slot 20. Gaps S1 , S2 and S3 are located between the cover element 16 and the spokes of the steering wheel body.

If, therefore, the cover element 16 (or a further component of the airbag module) expands, for example due to a rise in temperature (shown in dotted lines), the second pin 18 may move in its slot 20 in a translatory manner, namely in the direction of the longitudinal extension of the slot 20 (in this case the Y-direction), so that the expansion of the cover element 16 is not hindered. Such a displaced position 18' of the second pin is illustrated by dotted lines in Figure 13.

As the airbag is positioned under the central region of the cover element 16 (Z- direction), the pins 17, 18 have to be located substantially at the edge of the cover element 16. This has, however, the result that the upper edge 16a of the cover element 16 in practice remains in position whilst the lower edge 16b is considerably displaced, as in this case the entire longitudinal alteration in the Y- direction is added to the movement of the lower edge 16b. It is understood that the position of the second pin 18 in this direction alters substantially twice as much as the position of the central point M. This has the result that the size of the lower gap S3 alters to a greater extent than the size of the lateral gaps S1 , S2. The alterations of the gap sizes ΔS1 , ΔS2, ΔS3 are also illustrated in Figure 13 as is the alteration to the position of the central point of the (M, M¹) of the cover element 16.

It is known from US 6,422,594 B2 to provide three pins and three slots for positioning a cover element and to form the pins conically so that they become wider towards the top, so that said pins do not have a defined width relative to the width of the slots. A specific geometry is provided, namely to the effect that the geometric longitudinal axis of a slot intersects with the connecting lines of the central point of the respective two other slots at right angles. As a result, it is intended to achieve that the cover element which is held by means of springs on the steering wheel body may be tilted along three axes, whereby the ability to actuate the horn switch is intended to be improved. The geometry described here is unsuitable for compensating for an expansion of the cover element (or a further component of the airbag module).

In DE 10 2006 005 642 A1 , an airbag module is disclosed which is positioned on the steering wheel body by means of pins on the base of the airbag module and associated holes in the steering wheel body and after the positioning has been carried out is screwed rigidly thereto. The pins are held displaceably on the housing base in the non-axial direction and are locked in position on the housing base before final assembly on the steering wheel body. A jig is used for the alignment. As the housing in the final assembled state is rigidly connected to the steering wheel body, the pins may not be used for compensating for contraction or expansion processes.

Summary of the invention

Proceeding therefrom, the object of the present invention is to provide an airbag device for a motor vehicle in which, as a whole, a small and uniform gap size is achieved between the cover element of the airbag module and the surface surrounding the cover element.

This object is achieved by an airbag device comprising the features of Claim 1.

In particular, with steering wheels according to the floating module design, by adding up the tolerances of the individual parts involved it may arise that the extent of the gap between the cover element and the component fixed to the vehicle, i.e. the steering wheel body, is relatively non-uniform, even without expansion or contraction processes caused by the environment or ageing, unless extremely low individual tolerances are demanded. Extremely low individual tolerances considerably increase the production complexity and thus the costs.

According to the invention, the positioning means which position the first component relative to the second component, therefore, comprise a pin arranged on a component (for example the airbag module) with a pin length and a pin width and an associated slot arranged on the other component (for example the steering wheel body) and extending along a longitudinal axis, with a hole width and a hole length exceeding the hole width. In this connection, the pin width substantially corresponds to the hole width and the pin length is less than the hole length so that during the expansion or contraction of the positioned component of the airbag module, due to environmental effects, ageing processes or production influences the pin is exclusively displaced along the longitudinal axis of the slot. In order to be able to compensate additionally for production tolerances, the position of the pin relative to the first component may be altered in a non-assembled state and only locked in position in the assembled state by means of a locking means. Thus the positioning means has a dual function: firstly it compensates for production tolerances during final assembly and secondly compensates for contraction and expansion processes which may occur over the entire life of the airbag device.

In a preferred embodiment of Claim 2, three pins and three slots are present into which said pins project. Thus each pin-slot pair defines just one degree of freedom. By this measure it may be achieved that the gap width during expansion/contraction alters very uniformly.

In a further preferred embodiment, the longitudinal axes of the slots meet at a point of intersection which is additionally located preferably in the vicinity of the point which is defined by the projection of the geometric central point of the positioned component into the plane of the longitudinal axes, the direction of projection being perpendicular to the plane of the longitudinal axes. Generally, the component of the airbag module to be positioned consists of a material which, as such, is isotropic, in particular a thermoplastic produced by an injection-moulding method. If the isotropy relative to the component is provided in a precise manner, it is therefore to be assumed that a possible expansion or contraction also takes place in an isotropic manner, i.e. that the alterations to the length relative to the centre of gravity/central point of the component take place in a radial symmetrical manner. If, therefore, the longitudinal axes of the slots meet in a central symmetrical manner relative to the component, the resulting radial displacement of the pins in their slots takes place by the same amount, which further results in that the gap widths between the component to be positioned and the surrounding surface also alter by the same amount. In practice, however, the isotropy of the component is generally not provided in a precise manner, as by the injection-moulding process a certain anisotropy is produced. The manner in which the component expands also depends, therefore, on the choice of injection point. As a result, in practice the longitudinal axes of the slots do not meet precisely in the central point of the component.

In a further preferred embodiment, the airbag device is a front airbag device for the driver of a motor vehicle, with an airbag module being arranged in a steering wheel body. In this connection, it is further preferred that the side walls of the slots and/or the pins are of convex configuration. As a result, it may be achieved that the cover element of the airbag module may be tilted for actuating the horn, without the dimensional accuracy of the positioning having to be impaired thereby.

A preferred option to arrange the pin on the first component, consists in providing a pin screw which is eccentric relative to the pin. This is, on the one hand, mechanically simple and has the further advantage that when aligning the pin only one degree of freedom is available to said pin, which simplifies the final assembly. The pin screw may in this case extend through an eccentric bore of the pin or be arranged completely outside the pin.

The invention is now described in more detail, referring to embodiments with reference to the figures, in which:

Brief description of the drawings

Figure 1 shows a plan view of a steering wheel,

Figure 2 shows a section through the steering wheel of Figure 1 along the axis A1 ,

Figure 3 shows the detail D of Figure 2,

Figure 4 shows a variant of that shown in Figure 3, Figure 5 shows an enlarged view of that shown in Figure 1 , the pins being shown respectively in their aligned position and in a non-aligned position,

Figure 6 shows the geometry shown in Figure 5, the pins being located in their aligned position, at different expansion states of the cover element,

Figure 7 shows an alternative to that shown in Figure 6,

Figure 8 shows a further alternative to that shown in Figure 6,

Figure 9 shows an alternative embodiment,

Figure 10 shows a section along the plane H-Il in Figure 9,

Figure 11 shows a preferred shape of a cross section l-l of Figure 1 through a slot,

Figure 12a shows an alternative pin shape in a view corresponding to

Figure 11 ,

12b shows that shown in Figure 12a with the pin tilted and

Figure 13 shows a view of the prior art.

Detailed description of preferred embodiments

Figures 1 and 2 show a steering wheel unit with an airbag device. In this case it is a driver airbag device according to the so-called "floating module" principle. In this case, the entire airbag module comprising a gas generator 10, an airbag 12, a housing 14 and a cover element 16 covering the housing, is connected to the steering wheel by means of springs 24, so that the entire airbag module may be pressed down in a substantially axial direction against the force of these springs 24 against the steering wheel body 23, in order to actuate the horn of the motor vehicle by closing a horn contact 26. In this connection, it is generally also possible to press down in a tilted manner. As the springs 24, generally spiral springs, are neither able to position the airbag module accurately in the axial direction nor in the non-axial direction relative to the steering wheel body, positioning means have to be present which undertake this task. In this connection, the axial positioning means and the non-axial positioning means are completely separated from one another. In this connection, pins 17, 18, 19 and associated slots 20, 21 , 22 serve as non-axial positioning means.

Figure 1 shows a steering wheel in a plan view, the non-axial positioning elements which respectively consist of a pin 17, 18, 19 and a slot 20, 21 , 22 being shown, although they might not be visible in this view. The remaining non- visible components such as the airbag housing, airbag and gas generator are not shown for the sake of clarity.

The pins 17, 18, 19 are cylindrical with a circular diameter, so that the pins may be characterised by their diameter d. (In other words, the length and the width of the pins are identical). This diameter d of the pins is slightly smaller than the width bι_ of the slots, but only to such an extent that the pins 18 may be moved in the slots 20. The length I_L of the slots is, however, greater than the diameter d of the pins. As a result, a pin 18 in its slot 20 in the plane which is perpendicular to the steering column (X-Y plane), this being the drawing plane in Figure 1 , has just one degree of freedom, namely a translational degree of freedom along the longitudinal axis A1 , A2, A3 of the respective slot 20, 21 , 22. This also does not alter with the axial movement of the cover element 16 or a part thereof in the Z- direction.

In the embodiment shown in Figure 1 , the axes A1 , A3 of the two slots 20, 22 are congruent. As is revealed from Figure 1 , the axes A1 , A2, A3 relative to the drawing plane meet substantially in the central point M of the cover element 16. Figure 2 shows a section through the hub region of the steering wheel shown in Figure 1 , along the axis A1. This steering wheel unit has a steering wheel body 23 which has a recess 28 in the hub region. Spokes 30 extend from the hub region. The steering column 32 extends approximately centrally from the hub region. The direction of extension of the steering column 32 defines the axial direction or Z-direction hereinafter. The plane which is perpendicular to this Z- direction (this plane is therefore also the drawing plane of Figure 1) is the XY- plane.

At the bottom of the recess 28 a fastening plate 34 is screwed to the steering wheel body 23 by means of screws 36, i.e. is rigidly connected to it. It is also possible that the fastening plate is an integral part of the steering wheel body; this option may assist in reducing tolerances and production costs. According to the definitions chosen in this application, the fastening plate 34 and all components which extend therefrom, are considered as being part of the steering wheel body.

An airbag module 5 is received in the recess 28. Said airbag module has a housing 14, an airbag 12 received in the housing 14 and a gas generator 10. Over the outlet opening 14a of the housing 14 extends a cover element 16, also being a part of the airbag module. This cover element 16 is opened by the expanding airbag in the known manner.

The housing base 14b of the housing 14 is connected via springs 24 to the fastening plate 34, so that the airbag module 5, i.e. in particular the housing 14, may be pressed down against the force of these springs 24 in the axial direction against the steering wheel. If the airbag module 5 is pressed down sufficiently far, the horn contacts 26 are closed.

The steering wheel body, airbag module and the springs acting between these components together form the steering wheel unit. The springs 24 are naturally not able to define accurately the position of the airbag module 5 relative to the steering wheel, so that positioning means have to be provided. In total, the airbag module has 6 degrees of freedom relative to the steering wheel (three translational degrees of freedom and three rotational degrees of freedom) so that the positioning means have to be correspondingly designed. If, for each possible direction of movement, just one positioning means is provided, 6 positioning means are required. Each positioning means consists of two parts, namely a part on the steering wheel side and a part on the module side. Figure 2 shows two positioning means, which are respectively used for axial positioning, i.e. the positioning in the Z-direction and two positioning means, which serve for the non-axial positioning of the airbag module.

Each of the axial positioning means has an axial positioning hook 40 as axial positioning means on the steering wheel side and an axial positioning projection 42 as axial positioning means on the module side. Only two axial positioning means are shown by the sectional views. In practice, however, generally three thereof are present. The springs 24 press the housing 14 upwards and thus the axial positioning projections 42 extending from the housing from below against the axial positioning hooks 40 so that the axial position (Z-position) of the module is entirely determined thereby. The airbag module 5 may be pressed down in a precisely axial manner for actuating the horn or it may also be pressed down in a tilted manner.

The object of the axial positioning means is exclusively in the axial positioning, and said means do not have to withstand very large forces. As a result, amongst other things, the relevant components may be produced from plastics material, and, in particular, the axial positioning means on the module side may be made integrally with the housing.

When actuating the gas generator, however, considerable forces occur, also in the axial direction. Therefore, additional retaining means are present which hold the airbag module on the steering wheel even when the axial positioning means fail, for example break, due to the high forces occurring. The retaining means contain retaining means on the steering wheel side, in this case namely retaining hooks 44, and retaining means on the module side, in this case namely retaining projections 46. As is revealed from Figure 2, the retaining means are non-operational in the normal operating state, i.e. when no external force acts on the airbag module or when the airbag module is pressed down for actuating the horn. That means that the retaining means on the steering wheel side (retaining hooks 44) and the retaining means on the module side (retaining projections 46) do not come into contact with one another. This means, in turn, that the retaining means are not in competition with the axial positioning means, and fewer requirements for their dimensional accuracy have to be set. In particular it is possible to make the retaining means entirely or partially of metal.

Three pairs of pins 17, 18, 19 and slots 20, 21 , 22 serve for the non-axial positioning of the cover element 16 relative to the steering wheel body 23. The pins extend from the airbag module, in the embodiment shown from the housing into the slots 20, 21 , 22 which are allocated to the steering wheel body 23. It might, however, also be possible, in particular, for the pins to extend from the cover element.

The pins, as is revealed in particular from Figure 3 which shows the detail D of Figure 2, i.e. the pin 17, are not integrally configured with the housing 14 but connected thereto by means of a pin screw 50, for which purpose the housing has a nut 52 and the pin 17 has a through-bore 54. The pin 17 is a rotational body, in the embodiment of Figure 3 a cylinder with chamfered lower edge. The through-bore 54 extends parallel to the axis R of the rotational body, but offset thereof, and is therefore arranged eccentrically. If the pin screw 50 is loosened, the pin 17 may be rotated about this pin screw 50 and, due to the eccentricity of the screw relative to the rotational axis of the pin, the position of the peripheral surface of the pin alters relative to the housing during rotation and thus also relative to the cover element of the airbag module. The pin 17 has in this state, therefore, exactly one degree of freedom relative to the housing 14. By tightening the pin screw 50, the position of the pin relative to the housing is secured and the pin 17 is then rigidly arranged relative to the housing 14. The pin screw thus serves as a rotary axis and as locking means.

Figure 4 shows an alternative embodiment to that shown in Figure 3. In this case, the housing has a cone which projects into the through-bore, which to this end has a conical portion. As a result, when the screw is tightened an improved clamping force may be achieved. Besides from that, the above said in relation to Figure 3 applies.

The two other pins 18 and 19 are of identical construction to the pin 17 and fastened to the housing 14.

The position of the pins relative to the housing is fixed in a final assembly step when producing the airbag module. In this case, the airbag module is inserted into a jig, which has slots which exactly correspond to the position of the slots of the steering wheel type, into which the airbag module is intended to be fitted, and a template which establishes the ideal position of the cover element. The geometry between the template and the slots is accurately defined. By using this template, the pins are respectively rotated into a position which compensates for possible production tolerances. In this position, the pin screws 50 are tightened, so that a rigid connection is established between the pins and the housing. The fact that only one respective degree of freedom, namely a rotational degree of freedom, is available to the pin when aligned in the jig, facilitates the alignment. In other words, the position of the pins is fixed after completing the final assembly of the first component - in this case the airbag module. The assembly with the steering wheel body is carried out in this state.

Figure 5 is substantially a slightly enlarged view of Figure 1. The pins are illustrated in their ideal position in continuous lines, which they have obtained by using the above described jig. The positions which they could have if their position were not adjustable are shown (in an exaggerated manner) in dotted lines. The pin screws 50 are also shown. It is obvious that in the event of non- alignment, a non-uniform gap size SP would be produced. A very uniform gap size results at the time of assembly from the adjustability of the pins.

The geometry of the slots ensures, in cooperation with the pins rigidly connected to the housing from the time of final assembly, that this uniform gap size is also maintained over the life of the airbag device, even when due to environmental influences or ageing processes, expansions or contractions occur:

Figure 6 shows the geometry of Figure 2, the pins 17, 18, 19 being shown respectively in an aligned initial position and in an extended position 17', 18', 19'. The point of intersection S of the longitudinal axes of the slots is seen to be slightly outside the exact central point M of the cover element 16, but not far removed therefrom. It is recognised that on expansion the cover element 16 the pins are displaced in the respective axial directions of their slots, said displacements being substantially of the same amount for all pins. If the point of intersection S does not exactly coincide with the central point M, the central point M of the cover element 16 is slightly displaced.

Figure 7 shows an alternative to that shown in Figure 6. In this case, all longitudinal axes A1 , A2, A3 of the slots 20, 21 , 22 are different from one another and, also in this case, intersect at a point of intersection S which is located directly adjacent to the central point M of the cover element 16. The central points of the slots 20, 21 , 22 form an equilateral triangle. By this arrangement, it may be achieved that the central point M of the cover element 16 is not displaced at all during the expansion or contraction of said cover element. The offset between the point of intersection S and the central point M is due to the incomplete isotropy of the component. If such a geometry were selected with a completely isotropic component, during expansion or contraction of the component the point of intersection would not be displaced, but the central point would be slightly displaced. As is revealed from Figure 8, the third slot 20" may also be arranged asymmetrically.

Figures 9 and 10 show a second embodiment, Figure 10 being a view corresponding to Figure 1 , but in a very schematised manner. Figure 10 shows a section along the line M-Il of Figure 9, but in greater detail. In contrast to the first embodiment, the pin screw 50 does not extend through an asymmetrical bore of the pin 17, 18, 19 but is entirely located outside the pin 17, 18, 19, which is also in this case rotationally symmetrical, namely in the form of a cylinder with a chamfered lower edge. The pin screw 50 located outside the pin is also in this case parallel to the rotational axis R of the pin, and is therefore also arranged eccentrically. A projection 60 widening to form a screw connection 60 serves for the connection between the pin and housing 14. A conical portion 64 of the housing 14 which bears a nut 52 projects into the screw connection 60. Also in this case, each pin 17, 18, 19 has just one degree of freedom; it may be expedient to limit the pivoting angle of the pins.

The embodiments disclosed show so-called "floating module" designs. In other words, the housing is supported by means of springs on the steering wheel body, so that the cover element may be pressed down by the driver against the force of these springs in order to actuate a horn. In this connection, the cover element is frequently not pressed down exactly in the axial direction but slightly obliquely. In order to permit this, without having to provide greater tolerances therefor, either, as shown in Figure 11 , the side walls of the slots are of convex configuration, or, as shown in Figures 12a, and 12b, the side walls of the slots and the pins are of convex configuration. The term "of convex configuration" means that the pins have a barrel-shaped form. It is revealed from Figures 12a, and 12b that the position of the pins relative to the slots also remains accurately defined, even when pressed down. If such a geometry of the slots and/or of the pins is chosen, the relevant diameter of the pin is its maximum diameter and the relevant width of the slot is its minimum width. In the embodiments shown, one respective screw and one respective nut serve as locking means. This embodiment of the locking means is preferred. It might, however, for example also be possible to provide a bolt instead of a screw, and to achieve the locking by bonding, welding, riveting or the like.

In the embodiments shown, the pins may respectively be pivoted about an axis before the final assembly of the first component - in the embodiments shown of the airbag module. In this case, it is generally necessary or at least advantageous if the pins are rotationally symmetrical. If the capacity for altering the position of the pins, however, is achieved in a different manner, it might also be possible to provide pins which are not rotationally symmetrical, for example with an oval cross section. Due to the generally very small pivoting angles which occur in the second embodiment, in some applications it may also be possible to use pins which are not rotationally symmetrical.

Reference may be made at this point expressly to the fact that the positioning of a component of an airbag module by means of pins and slots to a component fixed to the vehicle - in this case the steering wheel body, or a horn plate - is not restricted to such floating module systems, but in particular may be used also for so-called floating cover designs, in which solely the cover may be axially pressed down against the steering wheel body. Applications are also conceivable in which the component to be positioned may not be pressed down axially.

List of reference numerals

5 Airbag module

10 Gas generator

12 Airbag

14 Housing

14a Outlet opening

14b Housing base

16 Cover element

17, 18, 19 Pin

20, 21 , 22 Slot

23 Steering wheel body

24 Spring

26 Horn contact

28 Recess

30 Spokes

32 Steering column

34 Fastening plate

36 Screws

40 Axial positioning hook

42 Axial positioning projection

44 Retaining hook

46 Retaining projection

50 pin screw

52 Nut

54 Through-bore

60 Screw connection

62 Projection

64 Conical portion

Ai, A₂, A₃ Axis

IL Length of the slot b_L Width of the slot d Diameter of the pin S1. S2, S3 Gap

M Central point

R Axis of the rotational body

S Point of intersection

SP Gap

Claims

Patent Claims

1. Airbag device for a motor vehicle comprising a first component comprising a cover element (16) for an airbag housing, a second component fixed to the vehicle, and positioning means for positioning the first component on the second component, the positioning means comprising at least one pin (17, 18, 19) arranged in the assembled state rigidly on one of the two components, with a pin length (d) and a pin width (d) and an associated slot (20, 21 , 22) arranged on the other component and extending along a longitudinal axis (A1 , A2, A3), with a hole width (b_L) and a hole length (I_L) exceeding the hole width (bι_), whereas the pin width (d) substantially corresponds to the hole width (bι_) and the pin length (d) is less than the hole length (I_L), so that on extension or contraction of the positioned component of the airbag module, due to environmental effects, ageing processes or production influences the pin is exclusively displaced along the longitudinal axis (A1 , A2, A3) of the slot (20, 21 , 22), characterised in that the position of the pin relative to the first component may be altered in a non-assembled state and is locked in the assembled state.

2. Airbag device according to Claim 1 , characterised in that three pins and three slots are present.

3. Airbag device according to Claim 1 , characterised in that the longitudinal axes of the slots meet at a point of intersection (S).

4. Airbag device according to Claim 3, characterised in that the point of intersection (S) is in the vicinity of the point (M), which is defined by the projection of the centre of gravity of the positioned component into the plane of the longitudinal axes, the direction of projection being perpendicular to the plane of the longitudinal axes.

5. Airbag device according to one of the preceding claims, characterised in that the pin (17, 18, 19) is of cylindrical configuration.

6. Airbag device according to one of Claims 1 to 4, characterised in that the pin (17, 18, 19) is configured to be rotationally symmetrical and barrel- shaped.

7. Airbag device according to one of Claims 1 to 4, characterised in that the side walls of the slot extending in the direction of the longitudinal axis are of convex configuration.

8. Airbag device according to one of the preceding claims, characterised in that the position of the pin may solely be altered relative to one degree of freedom.

9. Airbag device according to Claim 8, characterised in that the pin is rotationally symmetrical and is fastened to the first component by means of a bolt or a pin screw arranged eccentrically relative to the pin and is rotatable or pivotable around this screw or this bolt in the non-assembled state.

10. Airbag device according to Claim 9, characterised in that the bolt or the screw extends through a through-bore in the pin.

11. Airbag device according to Claim 9, characterised in that the pin is connected via a connecting element (projection 62) to the screw or to the bolt.