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WO2011071288A2 - Coussin de sécurité gonflable en forme de champignon - Google Patents

Coussin de sécurité gonflable en forme de champignon Download PDF

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Publication number
WO2011071288A2
WO2011071288A2 PCT/KR2010/008686 KR2010008686W WO2011071288A2 WO 2011071288 A2 WO2011071288 A2 WO 2011071288A2 KR 2010008686 W KR2010008686 W KR 2010008686W WO 2011071288 A2 WO2011071288 A2 WO 2011071288A2
Authority
WO
WIPO (PCT)
Prior art keywords
airbag
chamber
passenger
airbag chamber
instrument panel
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.)
Ceased
Application number
PCT/KR2010/008686
Other languages
English (en)
Other versions
WO2011071288A3 (fr
Inventor
Seung-Jae Song
Jong-Seop Nam
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CIS Tech LLC
Original Assignee
CIS Tech LLC
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by CIS Tech LLC filed Critical CIS Tech LLC
Publication of WO2011071288A2 publication Critical patent/WO2011071288A2/fr
Publication of WO2011071288A3 publication Critical patent/WO2011071288A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/2334—Expansion control features
    • B60R21/2338—Tethers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/205—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in dashboards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/233—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/233—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other
    • B60R2021/23308—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other the individual compartments defining the external shape of the bag
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/2334—Expansion control features
    • B60R21/2338—Tethers
    • B60R2021/23382—Internal tether means

Definitions

  • This invention relates to a passenger side airbag system for use with a motor vehicle, wherein the airbag cushion has a mushroom shape in such a way to effectively reduce airbag volume, inflator output, cost, and weight while improving the occupant protection.
  • the present invention provides several designs for improved passenger side airbag systems.
  • Some embodiments of the present invention provide a passenger airbag system designed for an automotive vehicle having a passenger compartment, a windshield, and an instrument panel disposed between the passenger compartment and the windshield.
  • the instrument panel has a top portion adjacent the windshield with a surface generally facing the windshield and a mid portion further away from the windshield with a surface generally facing a passenger.
  • the airbag system includes an airbag housing having a folded airbag cushion disposed therein when the airbag cushion is in a non-deployed configuration.
  • the airbag cushion is deployable from the airbag housing through the instrument panel.
  • the airbag cushion has an upper airbag chamber and a lower airbag chamber.
  • the upper airbag chamber is a main airbag chamber and has a substantially larger volume that the lower airbag chamber.
  • the lower airbag chamber is a supporting airbag chamber.
  • the upper airbag chamber has a front face facing the passenger and a lower face directed downwardly.
  • the lower airbag chamber has a front face facing the passenger, a lower face directed downwardly, and a rear face directed toward the mid portion of the instrument panel.
  • the front face of the lower airbag chamber has an upper edge joined to the lower face of the upper airbag chamber at a connection region such that the front face of the lower airbag chamber extends downwardly from the lower face of the upper airbag chamber.
  • An upper airbag chamber length is defined as a horizontal distance between the portion of the front face of the upper airbag chamber closest to the passenger and the portion of the mid portion of the instrument panel closest to the passenger.
  • a lower airbag chamber front offset is defined as a horizontal distance between the portion of the front face of the upper airbag chamber closest to the passenger and the connection region where the front face of the lower airbag chamber joins the lower face of the upper airbag chamber.
  • the lower airbag chamber front offset is at least 25% of the upper airbag chamber length.
  • the airbag system further includes a tether having a rear end attached at or near the airbag housing and a front end attached at the connection region.
  • a tension in the tether restraining the connection region resists the lower airbag chamber being bulged toward the passenger at the connection region and the rear face of the lower airbag chamber pushes against the mid portion of the instrument panel. This causes the lower airbag chamber to generate a torque and a lifting force to the upper airbag chamber.
  • the airbag housing has an upper part and a lower part and the rear end of the tether is attached to the upper part of the airbag housing. This causes gas from the airbag housing to be encouraged to flow first into the lower airbag chamber and then into the upper airbag chamber.
  • the system further includes a tether having a rear end attached at the airbag housing and a front end attached at the front face of the upper chamber.
  • the airbag housing has an upper part and a lower part and the rear end of the tether may be attached to the upper part of the airbag housing. This causes gas from the airbag housing to be encouraged to flow first into the lower airbag chamber and then into the upper airbag chamber.
  • the airbag cushion has a design configuration defined as the shape of the airbag cushion if inflated while not in contact with the mid portion of the instrument panel.
  • the airbag further has an actual inflated configuration defined as the shape of the airbag when inflated and in contact with the mid portion of the instrument panel.
  • a lower airbag chamber rear offset is defined as a horizontal distance between the rear face of the lower airbag chamber with the airbag cushion in the design configuration and the mid portion of the instrument panel closest to the passenger.
  • the lower airbag chamber rear offset is greater than 25 millimeters such that the mid portion of the instrument panel causes the rear face of the lower airbag chamber to be distorted to a position closer to the passenger when the airbag is in the actual inflated configuration than if the airbag cushion were in the design configuration.
  • the front face of the lower airbag chamber extends generally vertically downwardly from the connection region when the airbag is in the design configuration.
  • the lower airbag chamber front offset is at least 33% of the upper airbag chamber length. In further versions, the lower airbag chamber front offset is at least 50% of the upper airbag chamber length.
  • the front face of the lower airbag chamber with the airbag cushion in the design configuration is offset rearwardly from the front face of the upper airbag chamber by a distance equal to at least 25% of the upper airbag chamber length. In some versions, the rearward offset is at least 50% of the upper airbag chamber length.
  • the lower airbag chamber has a geometric center.
  • a lower airbag chamber geometric offset is defined as the horizontal distance between the position of the geometric center if the airbag cushion is in the design configuration and the portion of the mid portion of the instrument panel closest to the passenger. In some embodiments, the geometric offset is in the range of 0 to 33 % of the upper airbag chamber length.
  • the upper airbag chamber has a volume at least twice as large as the lower airbag chamber and in some other versions it has a volume at least three times as large.
  • the lower airbag chamber has a front face slanted toward the mid portion of the instrument panel, a lower face directed downwardly, and a rear face directed toward the mid portion of the instrument panel.
  • the front face of the lower airbag chamber has an upper edge joined to the upper airbag chamber at a connection region such that the front face of the lower airbag chamber extends downwardly and rearwardly from the upper airbag chamber.
  • An upper airbag chamber length is defined as a horizontal distance between the portion of the front face of the upper airbag cushion closest to the passenger and the portion of the mid portion of the instrument panel closest to the passenger.
  • the airbag cushion has a design configuration defined as the shape of the airbag cushion if inflated while not in contact with the mid portion of the instrument panel and an actual inflated configuration defined as the shape of the airbag when inflated and in contact with the mid portion of the instrument panel.
  • a lower airbag chamber rear offset is defined as a horizontal distance between the rear face of the lower airbag chamber with the airbag cushion in the design configuration and the mid portion of the instrument panel closest to the passenger.
  • the lower airbag chamber rear offset is greater than 25 millimeters such that when the mid portion of the instrument panel causes the rear face of the lower airbag chamber to be distorted to a position closer to the passenger when the airbag is in the actual inflated configuration than if the airbag cushion were in the design configuration.
  • the lower airbag chamber has a geometric center.
  • a lower airbag chamber geometric offset is defined as the horizontal distance between the position of the geometric center if the airbag cushion is in the design configuration and the portion of the mid portion of the instrument panel closest to the passenger, the geometric offset being in the range of 0 to 33 % of the upper airbag chamber length.
  • the system further comprises a tether having a rear end attached at or near the airbag housing and a front end attached at the connection region.
  • a tension in the tether restraining the connection region resists the lower airbag chamber being bulged toward the passenger at the connection region and the rear face of the lower airbag chamber pushes against the mid portion of the instrument panel, thereby causing the lower airbag chamber to generate a torque and a lifting force to the upper airbag chamber.
  • the airbag housing has an upper part and a lower part and the rear end of the tether may be attached to the upper part of the airbag housing such that gas from the airbag housing is encouraged to flow first into the lower airbag chamber and then into the upper airbag chamber.
  • the system includes a tether with a rear end attached at the airbag housing and a front end attached at the front face of the upper chamber.
  • the rear end of the tether is attached to the upper part of the airbag housing such that gas from the airbag housing is encouraged to flow first into the lower airbag chamber and then into the upper airbag chamber.
  • the present invention further includes combinations of the above embodiments.
  • Fig. 1 shows a traditional passenger airbag system commonly used in today’s vehicles
  • Fig. 2 shows an embodiment of the present invention in which the airbag cushion has a mushroom shape
  • Fig. 3 illustrates how the embodiment of the present invention works
  • Fig. 4 shows another embodiment of the present invention in which the lower chamber of the airbag cushion is gradually recessed
  • Fig. 5 shows additional embodiments of the present invention in which a tether is attached to the upper part of the airbag housing.
  • the present invention provides a variety of embodiments of improved airbag system designs.
  • the front of an airbag is directed toward a passenger and the rear is directed away from the passenger. Therefore, the front of an airbag faces the rear of the vehicle.
  • Figure 1 shows a traditional passenger airbag system comprised of an airbag cushion 1, an airbag housing 3, and a gas generating inflator 2.
  • the instrument panel 5 has a top portion 5T with a surface generally facing a windshield 4 and a mid portion 5M with a surface generally facing an occupant.
  • the airbag cushion 1 typically has a tether 6, and may have an additional tether located above it.
  • the tether is attached on one end to the airbag housing 3, runs substantially horizontally, and is attached on the other end to the front face of the airbag cushion 1F.
  • the airbag may be said to have an upper airbag chamber 1A above the tether and a lower airbag chamber 1B below the tether.
  • the airbag cushion hits the windshield 4 and gets reflected downward by a force P1 generated by a pressure on the windshield.
  • the force P1 along with a gravity force, causes the airbag cushion to drop downward.
  • a force P2 is generated by a pressure on the occupant’s femurs and a force P3 is generated by a pressure on the mid portion of the instrument panel.
  • the forces P2 and P3 counteract the downward force P1 and eventually stabilize the airbag cushion.
  • the distance G measured from the geometric center C of the lower airbag chamber 1B to the mid portion of the instrument panel 5M is about one half (50%) of the length L, the distance being measured between the front face 1F of the airbag cushion and the mid portion of the instrument panel 5M.
  • FIG. 2 shows an embodiment of the present invention.
  • An airbag cushion 7 is comprised of an upper or main airbag chamber 7A located above a short lower tether 12 and a supporting lower airbag chamber 7B located below the short tether.
  • An airbag housing 9 having a front part 9F facing a passenger and a rear part 9R facing the windshield is mounted in a top portion 10T of an instrument panel 10 with a gas generating inflator 8.
  • the airbag housing contains the airbag cushion in a folded and un-inflated configuration.
  • the front part 9F of the airbag housing is lower than the rear part 9R.
  • the front part 9F may also be considered a lower part and the rear part 9R may be also considered an upper part.
  • the upper airbag chamber 7A is similar in shape and volume to that of the traditional airbag shown in Figure 1.
  • the lower airbag chamber 7B is much smaller than that of the traditional airbag.
  • the front face 7BF of the lower airbag chamber 7B has an upper edge that is connected to the lower face 7AL of the upper airbag chamber 7A at a connection region 7C.
  • the front face 7BF is substantially recessed or offset from the front face 7AF of the upper airbag chamber, by an amount R.
  • the recess or offset R may be referred to as the lower airbag front offset, and is defined as the horizontal distance between the portion of the front face 7AF of the upper airbag chamber 7A closest to a passenger and the connection region 7C.
  • This recessed design in the present embodiment can reduce the total airbag volume by about 20%, which can reduce the inflator output by about 30%.
  • the reduced inflator output and airbag volume can save significant cost and weight of the airbag module while reducing the risk of injuries to out-of-position occupants during airbag inflation.
  • This offset or recess can also reduce the neck injury of an in-position occupant by reducing the chance of neck interaction with the airbag cushion.
  • the upper airbag chamber 7A may be said to have an upper airbag chamber length L equal to the horizontal distance between the portion of the front face 7AF of the upper airbag chamber 7A closest to the passenger and the portion of the mid portion of the instrument panel 10M closest to the passenger.
  • the lower airbag chamber front offset or recess R should be at least one quarter (25%) of the length L. In some embodiments, the offset or recess R is preferably about one half (50%).
  • the short lower tether 12 has a rear end that may be attached to or near the front or lower part 9F of the airbag housing 9 and a front end that may be attached to the connection region 7C where the lower face 7AL of the upper airbag chamber 7A joins the front face 7BF of the lower airbag chamber 7B, and where the recess R starts.
  • the short tether 12 may alternatively be attached to the rear or upper part 9R of the airbag housing.
  • a long upper tether 13 may have one end attached to a rear part 9R of the airbag housing 9 and opposite end attached to a front face 7AF of the upper airbag chamber 7A.
  • the illustrated embodiment of the airbag cushion 7 may be said to have a design configuration corresponding to the shape of the airbag cushion if it is inflated and not in contact with the mid portion of the instrument panel and an actual inflated configuration corresponding to the shape of the airbag cushion when it is inflated and in contact with the mid portion.
  • the airbag cushion 7 is shown in the design configuration in Figure 2.
  • the airbag cushion 7 is illustrated in the actual inflated configuration in solid lines.
  • the design configuration for the lower airbag chamber is shown in dashed lines.
  • the design configuration is the shape of the airbag cushion if it were inflated and the mid portion of the instrument panel were not in the way. Because the mid portion is in the way in the illustrated embodiments, the airbag cushion is forced into the actual inflated configuration.
  • the design and actual inflated configurations are generally the same, unlike in some embodiments of the present invention.
  • the lower airbag chamber has a negative offset O.
  • This offset O may be referred to as the lower airbag chamber rear offset, and defined as the horizontal distance between the rear face 7BR of the lower airbag chamber 7B in the design configuration and the portion of the mid portion 10M of the instrument panel closest to the passenger.
  • the offset O is 25 mm or more. It is notable that the geometric center C of the lower airbag chamber, when it is in the design configuration, is much closer to the mid portion of the instrument panel than for the traditional airbag shown in Fig 1.
  • This distance G may be referred to as a lower airbag chamber geometric offset, and be defined as the horizontal distance between the position of the geometric center C if the airbag cushion is in the design configuration and the portion of the mid portion 5M of the instrument panel closest to the passenger.
  • the front face 7AF of the upper airbag chamber is preferably slanted, as shown, in order to improve the neck injury in NCAP (a test protocol by U.S. government agency) tests.
  • the angle T is preferred to range from 10 to 30 degrees.
  • FIG. 3 shows how some embodiments of the present invention work during airbag inflation.
  • the lower airbag chamber shown in a dotted line 18 indicates the design configuration.
  • the lower airbag chamber shown in a solid line 19 indicates the airbag shape after inflation, in the actual inflated configuration.
  • the gas generated from the inflator travels upward toward the windshield.
  • With a help of the upper tether 13 obstructing gas flow, a significant amount of gas is reflected downward and travels into the lower airbag chamber as indicated by an arrow 15.
  • the mid portion of the instrument panel pushes the lower airbag chamber away from it and creates a pressure P5 with a help of the negative offset.
  • the short tether 12 helps increase the pressure P5 by maintaining the distance between the two attachment points with a tension 16. This pressure P5 in turn creates a torque 17 which generates a lifting force toward the upper airbag chamber to prevent or reduce the airbag drop, which could have been significant otherwise due to the downward pressure P4 acting on the windshield.
  • Figure 4 shows another embodiment of the present invention in which the front face 22 of the lower airbag chamber 20B of an airbag 20 is gradually recessed from the upper airbag chamber 20A.
  • a lower tether 23 has a front end 21 that is attached to a part of the upper airbag chamber and a rear end that is attached to or near the airbag housing.
  • An upper tether 24 is attached in a similar manner as the one shown in Figure 2.
  • the lower airbag chamber 20B has a negative offset O.
  • the offset amount O is preferred to be as large as possible while design allows, and should be at least 25mm. For example, the offset O may be 50mm or more in some embodiments.
  • the lower airbag chamber geometric offset G is much smaller compared to that of the traditional airbag shown in Fig 1.
  • the geometric offset G should be at most one third (33%) of the upper airbag length L.
  • the slanted front face 22 has an average recess amount R which is similar to that of the lower airbag chamber shown in Fig 2. This embodiment has similar features and benefits to the previous one shown in Figure 2 and Figure 3.
  • Figure 5 shows additional embodiments of the present invention in which only one tether 25 or 26 has a rear end that is attached at the rear or upper part of the airbag housing and a front end that is attached at the connection region between the two chambers.
  • the single tether may be attached to the front face of the upper airbag chamber instead of the connection region as another embodiment.
  • the illustrated exemplary tether configuration encourages the gas to flow into the lower chamber first and then into the upper chamber so that the rear face of the lower chamber pushes the mid portion of the instrument panel harder than otherwise configured.
  • the tether may or may not have holes to control the gas flow in such a way as to prevent the airbag cushion from dropping during inflation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un système de coussin de sécurité gonflable passager comprenant un coussin pourvu d'une chambre supérieure de coussin de sécurité gonflable et d'une chambre inférieure de coussin de sécurité gonflable. La face avant de la chambre inférieure de coussin de sécurité gonflable présente un bord supérieur relié à la face inférieure de la chambre supérieure de coussin de sécurité gonflable en une région de liaison. Une longueur de chambre supérieure de coussin de sécurité gonflable est définie comme une distance horizontale entre la partie de la face avant de la chambre supérieure de coussin de sécurité gonflable la plus proche du passager et la partie de la partie centrale du tableau de bord la plus proche du passager. Un décalage avant de la chambre inférieure de coussin de sécurité gonflable est défini comme une distance horizontale entre la partie de la face avant de la chambre supérieure de coussin de sécurité gonflable la plus proche du passager et la région de liaison. Le décalage avant de la chambre inférieure de coussin de sécurité gonflable correspond à au moins 25 % de la longueur de la chambre supérieure de coussin de sécurité gonflable.
PCT/KR2010/008686 2009-12-10 2010-12-07 Coussin de sécurité gonflable en forme de champignon Ceased WO2011071288A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US28537609P 2009-12-10 2009-12-10
US61/285,376 2009-12-10
US31662510P 2010-03-23 2010-03-23
US61/316,625 2010-03-23

Publications (2)

Publication Number Publication Date
WO2011071288A2 true WO2011071288A2 (fr) 2011-06-16
WO2011071288A3 WO2011071288A3 (fr) 2011-11-17

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PCT/KR2010/008686 Ceased WO2011071288A2 (fr) 2009-12-10 2010-12-07 Coussin de sécurité gonflable en forme de champignon

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US (1) US8414022B2 (fr)
WO (1) WO2011071288A2 (fr)

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