CN105984397B - 用于应力和负荷管理的主动垫及配置该主动垫的方法 - Google Patents
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Abstract
主动垫安装于机动车辆中乘客舱的内饰表面。塑料成型前壁在朝向乘客舱内的乘客的展开方向上展开。塑料成型气囊元件沿外周边通过热焊缝与前壁接合以形成充气腔。气囊元件包括至少一个大体上周向的褶皱挡板。充气机响应于车辆的碰撞事件而将气体连接到充气腔内。褶皱挡板形成至少五个的多个排气口,该排气口包括与热焊缝的峰值应力区域并列的至少一个应力缓解排气孔以及集中在充气腔的最低约束力区域的多个调整排气孔。
Description
技术领域
本发明总体涉及用于机动车辆内乘员碰撞保护的主动垫,并且更具体地涉及一种具有充气腔的主动垫及配置该主动垫的方法。充气腔由塑料壁板形成,充气腔排气以控制充气气体的释放,从而降低面板之间的焊缝上的峰值应力并且调整提供在垫的不同位置的约束力。
背景技术
主动垫是具有充气腔的车辆乘员保护装置,充气腔用于在碰撞期间吸收碰撞且降低对乘员的伤害。与充气时从各种开口后方出现的由各种织物制成的可展开安全气囊缓冲垫相反,主动垫在碰撞事件开始时使用内饰表面自身扩展以通过充气气体动作吸收碰撞作用且分散能量。这里通过引用而引入的公告日为2012年6月26日的美国专利8,205,909公开了一种集成在杂物箱盖内的主动式膝垫,该主动式膝垫质量轻且视觉上吸引人。这里同样通过引用而引入的公告日为2013年7月2日的美国专利8,474,868公开了一种典型结构,其中主动垫包括朝向车辆乘员的前壁或饰板,该前壁或饰板沿密封周边附接到后壁或气囊元件。为了提供可扩展充气腔,一个或两个壁是可变形的。例如,气囊元件可以具有在充气期间拉直的褶皱(即手风琴状)区域。当处于它们的预展开、未充气状况时,壁最初间隔开一小量。这容许充气气体以能够在整个面板实现均匀充气的方式进入。
用于主动垫的典型气囊的前壁和后壁由成型的热塑性塑料组成,例如聚乙烯、聚烯烃或聚氯乙烯(PVC)。它们通常是注塑成型,但也可以吹塑成型。当单独成型时,前壁和后壁必须围绕它们的周边密封地接合,从而形成充气腔。接合处必须牢固以抵抗在充气期间可能由高充气压产生并且在乘客碰撞垫时导致的分离。外围密封部例如通过热焊形成。
众所周知,为了优化乘员接触安全气囊或主动垫时的能量耗散,应该排出充气气体以容许安全气囊的可控收缩,使碰撞的乘员安全减速。这里通过引用所引入的公告日为2014年5月13日的美国专利8,720,943公开了用于提供可变排气气流率的主动排气结构。形成于褶皱的挡板区域内的排气窗口包括响应于气体压力而偏转以提供可变窗口开口的摆动片。
已经公开了在充气期间以及在碰撞乘客施加负荷期间使充气气体排出的多种类型的结构和位置。已经公开的排气位置例如位于朝向前壁的气囊壁中心平坦区域上、位于气囊壁的褶皱挡板区域内以及位于将气囊壁附接到作用表面的焊接塔内。有人提出,主动排气孔可以设置为紧邻充气力的应力最可能产生焊接失效的局部区域。但与现有技术中已经实现的相比,排气孔的设置和相关容量可以在应力管理和约束力调整中提供另外的改进。
发明内容
在本发明的一方面中,主动垫安装于机动车辆中乘客舱的内饰表面处。塑料成型前壁在朝向乘客舱内的乘客的展开方向上展开。塑料成型气囊元件沿外周边通过热焊缝与前壁接合以形成充气腔。气囊元件包括至少一个大体上周向的褶皱挡板。充气机响应于车辆的碰撞事件而将充气气体传送到充气腔。褶皱挡板形成至少五个的多个排气口,该排气口包括与热焊缝的峰值应力区域并列的至少一个应力缓解排气孔以及集中在充气腔的最低约束力区域处的多个调整排气孔。
附图说明
图1是一种类型的主动膝垫杂物箱盖系统向外看的分解立体图,本发明可以应用于这种类型的系统;
图2是主动垫的充气腔总成的后视立体图;
图3示出了现有技术主动垫总成的侧面剖视图;
图4是没有排气口的气囊元件的后视平面图;
图5是根据本发明的一个实施例的具有初始设置的应力缓解排气孔的气囊元件的后视平面图;
图6是根据本发明的一个实施例的具有初始设置的调整排气孔的气囊元件的后视平面图;
图7是示出用于限定排气口之间最小间隔的弧形部分的示意图;
图8是示出用于排气口微调的主动垫的展开测试的示意图;
图9是示出来自主动垫的实际和所需约束力的曲线图;
图10是气囊元件的后视平面图,该气囊元件具有在样机测试之后排气孔尺寸被调节的调整排气孔;
图11是示出本发明的一个优选实施例的流程图。
具体实施方式
现在参照图1,现有技术的主动式膝垫系统10具有基板部件11,基板部件11形成垫的基础。基部11可以通过铰接从存储腔或杂物箱12附接到车辆,如图1所示,或例如安装到如位于转向柱下方的仪表板支撑件的另外的结构。乘坐于车辆内相应就座位置的单独乘客的膝部可接近这样的位置。
在这个实施例中,基部11是作为支撑充气腔的作用面的盖内壁或衬里,充气腔通过围绕它们周边15接合的后(气囊)壁13和前(装饰)壁14形成。壁13和14优选地由成型塑料(例如热塑性聚烯烃(TPO))组成并且通过塑料热焊接合,例如热板或振动焊接,以形成围绕中心区域17的外围密封部,从而形成充气腔。在碰撞期间为了激活而电力地控制充气气体源16以释放气体使垫充气。前壁14可以包括例如杂物箱盖的外侧的A类内饰面或可以将另外的外壳或罩(未示出)应用于它的外表面。
图2是主动垫的充气腔20的后视图。塑料成型前壁21叠置于塑料成型、可扩展后壁或气囊元件22。壁21和气囊元件22围绕闭合的周边区域23接合以形成具有开放中心容积的充气腔,开放中心容积位于壁21和气囊元件22之间以在碰撞事件期间接收来自于安装于气囊元件22的凹处25内的充气机24的充气气体。气囊元件22包括多个褶皱部,例如26和27,从而适于在充气期间气囊元件22的扩展。多个附接塔(即凸台)28从气囊元件22的中心区域突出,中心区域设置在挡板褶皱部26和27内。塔28用于将气囊元件22安装到作用面(未示出)。排气孔30由星形类型切口组成,其穿过气囊元件22以使气囊腔排气。
图3示出了组装到作用壁34的气囊20的剖视图。挡板褶皱部27被窗口33穿透以提供排气孔。在由于充气气体被供应至气囊腔36所产生的展开期间,前装饰壁21在朝向车辆乘客舱内的乘客的展开方向35上展开。
图4示出了具有外围焊接凸缘41的气囊元件40,焊接凸缘41沿着气囊元件40的周向边缘。褶皱挡板包括周向地设置于焊接凸缘41内的褶皱部42,褶皱部42在垫展开期间打开。在优选实施例中,由于紧邻热焊缝提供降低焊接部上应力的更好的能力,因此所有的排气口都形成在褶皱部42中。
排气口的尺寸和外围位置由两个单独的因素决定,即i)在热焊缝的峰值应力区域处形成应力缓解以及ii)横跨气囊调整约束力以为碰撞的乘客提供所需约束作用。关于应力缓解,确定热焊缝的峰值应力区域,在没有任何明显排气作用时会出现该区域。典型的主动垫具有在车辆内水平延伸的纵长形状,如图4所示。使用计算机辅助工程(CAE)设备模拟随气囊充气和之后接收碰撞时沿焊缝发生的应力,这被工程师用作传统设计程序的一部分。最典型地,沿焊缝的最长直边形成峰值应力,如图4中焊缝区域A和B所示。
鉴于诸多因素可以由特定车辆的整体约束策略产生跨越主动垫所形成的约束力的预期振动,这些因素是例如相关乘客的定位以及其它约束装置的影响。在主动垫不同区域提供的偏转力的目标值将总体由从事车辆设计的安全/约束规范的设计团队所确定。例如,通常期望的是,主动垫的左侧或右侧提供比另一侧更大的约束力。在主动垫并入杂物箱盖的情况下,仪表板/杂物箱组合的倾斜(即成角度)表面可以定位在主动垫的一个特定侧,该侧与另一侧相比距离乘客更近。在碰撞期间,为了获得对乘客的左膝和右膝相等的负荷,主动垫最近的一侧应该对相应的膝部提供更低的约束力。在图4的示例中,由于区域C与乘客左膝相互作用,因此区域C对应于最低约束力区域。如下所述,由于对应局部排气作用的增加,对应于最低约束力区域的排气口的集中实现膝部约束力负荷的所需降低。
如图5所示,本发明首先设置与热焊缝的峰值应力区域A并列的应力缓解排气孔43。在存在具有另外的高应力区域的特定设计的情况下,那么可以使用多于一个缓解排气孔。例如,第二应力缓解排气孔44与峰值应力区域B并列。如果使用CAE分析识别到另外的高应力区域,那么可以使用多于两个排气孔。优选地,为了对焊缝提供足够的应力缓解,应力缓解排气孔具有相对大(与接下来描述的调整排气孔相比)的固定第一孔面积。此外,由应力缓解排气孔提供的总面积(即横截面流量)被选定为略小于总排气量,该总排气量对应于为主动垫指定的所需水平的碰撞能的吸收。这样保留了通过调整排气孔提供的另外的流量。应力缓解排气孔43和44可以具有如所示的开槽状或可以是圆形。第一孔面积通常对应于例如直径10mm的孔的面积。
如图6所示,本发明沿褶皱部42设置多个调整排气孔,使得调整排气孔集中在最低约束力区域C。如此,调整排气孔45-49沿图6的右侧边缘设置在褶皱部42中,当气囊元件40组装到杂物箱盖(未示出)内时,调整排气孔45-49对应于乘客的左膝。为了围绕整个热焊缝保持足够的碰撞能吸收/偏转,沿图6左侧设置另外的调整排气孔50和51。优选地,排气口(包括应力缓解排气孔和调整排气孔两者)沿气囊元件40的外周边分布,以使沿外围焊接凸缘41的每个可能的90°转动位置包括至少一个排气口。在一个优选实施例中,每个调整排气孔45-51的初始尺寸具有固定孔面积,根据用于制造气囊元件40的注塑成型工艺能够可靠地形成的最小孔(例如约3mm)来确定该面积。基于调整排气孔的尺寸和数量,根据图6所示的应力缓解和调整排气孔的初始配置的总排气量可以小于总所需排气量,以通过改变(即增加)各排气口的孔面积来调整整个气囊元件40提供的相关约束力的改进,如下所述。
为了避免应力不平衡以及主动垫不同部分之间的约束力偏转的过大的差异,本发明可以采用排气孔间隔要求,该要求避免了没有任何排气口的任何焊缝长段。如图7所示,热焊缝55的闭路路径围绕中心57延伸且沿气囊元件的周边延伸。多个排气口位置56围绕该路径分布。当预定角度大小的弧绕中心57旋转时,一直存在排气口。例如,位于径向线59和径向线60之间跨度90°的弧58包括一个排气口。由于调整排气孔的集中性,将该弧转动到位于径向线62和63之间的位置61会产生三个被包括的排气口。通过确保相邻排气口被不大于预定大小的弧分开,可以对气囊任何部分的约束力的后续调整进行微调,如下所述。
为了使主动垫的充气和碰撞性能符合设计规范所确定的所需性能,使用具有初始排气口尺寸和位置的气囊元件的物理样机进行碰撞测试,如图8所示。如此,在测试设置中设置具有主动杂物箱垫65的仪表板64,测试设置可以包括样机或具有乘客座椅66的模拟乘客舱。在模拟碰撞的测试期间,主动垫展开至位置68以接收与碰撞假人67的碰撞,碰撞假人67包括连接到数据收集/处理装置70的传感器。传感器测量在排气口的初始位置和尺寸下所获得的实际约束曲线(即在碰撞事件期间主动垫上不同位置的约束力的产生)。实际约束曲线可以与所需约束曲线比较以识别在垫提供高于所需量的约束力的位置处的错配。最接近错配区域的选定排气口响应于任何错配而增加它们的初始孔面积,由此,降低在相应区域提供的约束力并且降低错配。
图9描述了所需约束曲线75,其中根据跨越主动垫的左/右水平位置而改变约束/偏转力的所需大小。线76表示样机测试中所测得的实际约束曲线。线76高于线75处的主动垫的位置被用于识别沿焊缝的增加所包括的排气口的位置。由于可以调整孔的尺寸并且不需要改变排气口的位置,所以针对气囊元件所开发的样机设备可以容易地调整并且用于最终生产。使用CAE分析以及样机测试的迭代过程确定调整排气孔45-51的最终孔尺寸,如图10所示。
在图11中更详细地示出用于配置主动垫中排气口的方法。在步骤80的初始车辆开发期间,如本领域已知的,车辆设计团队设计出乘客舱、内饰面、乘客就座区和约束目标规范。在步骤81中,根据车辆规范设计主动垫,包括气囊元件和前装饰壁形状、将要使用的材料、充气机设计以及用于生产主动垫的基本制造工艺的确定。例如,基于扩展距离和与乘客座椅相关的仪表板或杂物箱盖的角度倾斜(将主动垫的一侧设置为比另一侧距离乘客的膝部更近),在褶皱挡板内的褶皱部的尺寸和数量对应于气囊元件的所需扩展形状。
在步骤82中,为了模拟垫、焊接应力以及约束力的发展而开发主动垫的CAE模型。在步骤83中,识别沿热焊缝的高应力区域(其中基于小于完全排气进行模拟)。使用小于完全排气有助于识别高应力区。至少开始时,CAE模拟可以假定完全没有排气。可选地,在没有CAE模拟的情况下可以识别高应力区,例如通过将最长直边与高应力区进行关联。
在步骤84中,响应于所需约束曲线而识别沿垫的低约束力区域,所需约束力曲线由负责模拟在各种车辆碰撞期间的碰撞力的安全/约束设计团队来指定(例如使用相应的CAE或本领域已知的其它设备)。
基于高应力区域和低约束力区域的位置,在步骤85中该方法继续以在邻近高应力区域处设置应力缓解排气孔。在步骤86中,设置调整排气孔以使它们集中在低约束力区域。优选地,应力缓解排气孔具有第一孔面积,该面积具有大于所用注塑成型工艺和设备可获得的最小制造尺寸的初始值。每个调整排气孔具有小于第一孔面积的初始孔面积且优选地等于最小制造尺寸。此外,将排气孔间隔保持为使相邻排气口之间的弧距离小于90°(意思是排气口的总数大于或等于5)。
在步骤87中,构造出样品主动垫并对其进行测试(具有初始和/或中等、改进的排气口的孔面积)。在碰撞测试期间,收集实际约束力/偏转的曲线。在步骤88中,将实际约束曲线与所需约束曲线(即目标)进行比较。在步骤89中基于实际和所需约束曲线之间的差扩大选定的调整排气孔,以获得目标约束特性。
Claims (10)
1.一种安装在机动车辆中乘客舱的内饰表面处的主动垫,包含:
塑料成型前壁,所述塑料成型前壁在朝向所述乘客舱内的乘客的展开方向上展开;
塑料成型气囊元件,所述塑料成型气囊元件沿外周边通过热焊缝与所述塑料成型前壁接合以形成充气腔,其中所述塑料成型气囊元件包括至少一个大体上周向的褶皱挡板;以及
充气机,所述充气机响应于所述机动车辆的碰撞事件而将充气气体传送到所述充气腔;
其中所述褶皱挡板形成至少五个的多个排气口,所述排气口包括与所述热焊缝的峰值应力区域并列的至少一个应力缓解排气孔以及集中在所述充气腔的最低约束力区域处的多个调整排气孔。
2.根据权利要求1所述的主动垫,其中所述应力缓解排气孔具有固定的第一孔面积,并且其中所述调整排气孔各具有小于所述第一孔面积的各自固定的孔面积。
3.根据权利要求1所述的主动垫,其中所述调整排气孔具有在与乘客碰撞期间被调整以产生所需力偏转的各个孔面积。
4.根据权利要求1所述的主动垫,其中所述热焊缝遵循总体纵长形,并且其中所述排气口包括与所述纵长形的两个最长边并列的两个应力缓解排气孔。
5.根据权利要求1所述的主动垫,其中所述主动垫包含膝垫,其中所述热焊缝遵循总体纵长形,并且其中最低约束力区域位于与乘客膝部相对应的所述纵长形的横向侧。
6.根据权利要求1所述的主动垫,其中所述排气口沿所述塑料成型气囊元件的外周边分布,以使所述外周边的每个90°的弧包括至少一个所述排气口。
7.一种配置主动垫充气的方法,所述主动垫安装于机动车辆中乘客舱的内饰表面处,其中所述主动垫包含在朝向所述乘客舱内的乘客的展开方向上展开的塑料成型前装饰壁、沿外周边通过热焊缝与所述塑料成型前装饰壁接合以形成充气腔的塑料成型气囊元件,其中所述塑料成型气囊元件包括至少一个大体上周向的褶皱挡板以及响应于所述机动车辆的碰撞事件而使充气气体传送到所述充气腔的充气机,所述方法包含下列步骤:
配置所述塑料成型前装饰壁和所述塑料成型气囊元件的形状以满足所述机动车辆的规范;
在未完全排气的情况下识别位于所述热焊缝上的最高应力的至少一个第一区域,所述至少一个第一区域与所述充气腔的充气相关;
根据所述塑料成型前装饰壁的展开轨迹和对应乘客的所需约束曲线之间的相互作用来识别最低所需约束力的至少一个第二区域;
在所述塑料成型气囊元件上设置应力缓解排气孔,所述应力缓解排气孔与所述第一区域并列并且具有第一孔面积;以及
沿所述热焊缝分布多个调整排气孔,其中所述调整排气孔集中在所述第二区域处,其中所述调整排气孔各具有小于所述第一孔面积的各初始孔面积。
8.根据权利要求7所述的方法,其中包含所述缓解排气孔和所述调整排气孔的排气口沿所述塑料成型气囊元件的所述外周边分布以使所述外周边的每个90°的弧包括至少一个所述排气口。
9.根据权利要求7所述的方法,进一步包含下列步骤:
使用所述各初始孔面积测试实际约束曲线;
将所述实际约束曲线与所述所需约束曲线进行比较以确定错配;以及
增加所述各初始孔面积中选定的那些的面积以降低所述错配。
10.一种用于主动垫的气囊,包含:
装饰壁;以及
气囊元件,所述气囊元件通过热焊缝沿外围褶皱部密封到所述装饰壁;
所述褶皱部带有至少五个的多个排气口,所述排气口包括与所述热焊缝的峰值应力区域并列的至少一个应力缓解排气孔以及集中在所述气囊的最低约束力区域的多个调整排气孔。
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US9824178B2 (en) | 2017-11-21 |
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