CN1390168A - 包含充气时变为剪切接缝的剥离接缝的可充气织物 - Google Patents
包含充气时变为剪切接缝的剥离接缝的可充气织物 Download PDFInfo
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Abstract
本发明涉及可充气织物,它包括位于该织物不连续区域中的两个分开而且可以区别的织物层以及接缝形成材料,这些织物层同时连接在该材料上。因此所得可充气织物复合材料包括了由缝合阻挡区至少部分隔开的可充气区。当充气时,这种构造会在目标织物中形成“枕状”结构。这样的接缝形成材料被包含在双层结构中,成为单个织物层的剥离接缝。当充气时,该缝接着起剪切缝作用,大大增加了双层可充气织物的整体强度。因此,在整个织物中这些剪切缝提供减少空气渗透的较有效方式。这种织物可用于需要或必需给织物充气的多种多样的应用中。尤其是,本发明的织物可结合到安全气囊衬垫中。
Description
技术领域
本发明涉及可充气织物,该织物在其不连续区域中包含两个分开并且不同的织物层以及接缝形成材料(例如C形、Y形、X形、H形、U形、Z形和W形织物材料,这仅仅是例子),该织物层连接在其上。因此所得可充气织物复合材料包括了由接缝阻挡区至少部分地被隔开的可充气区。当充气时,这种构造在目标织物中形成“枕状”结构。这样的接缝形成材料被合并到双层结构中,成为单个织物层的剥离接缝。当充气时,该缝起剪切缝的作用,其大大增加了双层可充气织物的整体强度。因此,在整个织物中这些剪切缝提供减少空气渗透的较有效方式。这种织物可用于需要或必需给织物充气的多种多样的应用中。尤其是,本发明的织物可结合到安全气囊垫中。
背景技术
载客机动车辆用的充气防护垫是较复杂的被动保护系统的一个组成部分。这些系统的主要元件是:碰撞传感系统、点火系统、推进剂、固定装置、系统罩壳和充气保护垫。当检测到碰撞时,推进剂被点燃引起爆炸性气体释放填充防护垫以呈展开状态,该状态可吸收身体向前运动的冲击并通过快速排泄气体而耗散其能量。事件的全部过程发生在约30毫秒内。在未展开状态下,该防护垫存放在转向柱管、仪表板中或其附近,门中,或在前排座位的后背中,在其要保护的人员或目标附近安放该衬垫。
充气垫系统通常是指,过去已经使用的保护机动车驾驶者和乘客的气袋系统。保护机动车驾驶者的系统一般安装在车辆的转向柱管中,并已经采用可向驾驶者直接展开的衬垫结构。这些司机侧衬垫一般构造比较简单,因为它们在司机和转向柱管之间相当小的良好定位的区域发挥作用。1996年7月9日发布的Nelsen等人的美国专利5533755中公开了一种这样的结构,其公开在此经引用而接合。
用于保护乘客抗御前方或侧面冲击的可充气衬垫通常必须有更复杂的构造,因为机动车乘客可能未良好定位,且在乘客与撞事故中乘客可能被抛向的机动车表面之间可能存在更大距离。用于这种情形的现有技术衬垫公开在以下专利中:Bishop的US 5520416、Krickl的US 5454594、Hawthorn等人的US 5423273、Yamaji等人的US 5316337、Wehner等人的US 5310216、Watanabe的US 5090729、Wallner等人的US 5087071、Backhaus的US 4944529和Buchner的US 3792873。
主要的商业用约束保护衬垫以机织物材料制成,该材料采用例如聚酯、尼龙6或尼龙6,6聚合物等材料的复丝合成纱。这种用途的代表性织物公开在以下专利中:Bloch的US 4921735、Krummheuer等人的US 5093163、Menzel等人的US 5110666、Swoboda等人的US 5236775、Sollars,Jr.的US 5277230、Krummheuer等人的US 5356680、Krummheuer等人的US 5477890、Krummheuer等人的US 5508073、Bower等人的US 5503197和Bowen等人的US 5704402。在Granam等人的美国专利US 5651395中列举了双织(two-weave)结构的安全气囊衬垫,但它没有论及窄方平组织单一织物层的重要性。
正如将会意识到的,在确定碰撞事件后充气和随后快速放气的速率时,安全气囊衬垫结构的透气性是一个重要因素。不同的安全气囊衬垫用于不同的目的。例如,一些气囊衬垫被安装在位于汽车转向柱管内的用于保护驾驶者的充气模块中。其它气囊用做前座乘客的保护物并安装在杂物箱内及四周和/或安装在这种乘客座位前面的仪表板上。在致力于长持续时间撞车事故(例如翻滚碰撞)中保护全体乘客的努力中,开发出另一些安全气囊。在这类碰撞中,目标气囊垫必须在高压下(例如在约10-40psi之间)快速膨胀,并保持较高压力下的膨胀以便为这些乘客提供最大限度的保护。另外,这些长持续时间安全气囊衬垫优选包括“枕状”结构,其通过将至少两种不同织物或织物端头连接在一起而产生,并用密封、缝纫等方法连在一起。充气时,连接点之间的自由空间也膨胀,因此,产生了需要的衬垫“枕状”结构。这些长持续时间的、“枕状”的结构已经在现有技术中公开,在Halano的美国专利5788270中其作为气囊衬垫公开。然而,为了提供合适、有效的气囊织物以及织物或织物端头之间包含两个或更多个连接点的衬垫,需要改进这些连接点处的接缝的结构整体性,防止不利的和潜在危害性的目标气囊衬垫内的气体泄露。为了密封这些连接点的潜在不牢固部分,和/或为了气囊织物的单根纱线在连接点保持静止从而防止纱线滑移及可能由此给空气或气体带来泄露开口,现有技术已经讨论了在这些连接点处设置在缝纫接缝上的涂层的形成。然而,这类涂层实际是对接缝结构的补充,在于为空气或气体提供必要的阻挡物。生产结实、起作用、高效的织物构造是最初生产结合到安全气囊衬垫中的有效的安全气囊织物主要方法。
然而,只在两织物层之间连接点处仅通过特定织物组织制造这些已有的“枕状”气囊衬垫。充气中针迹相对这类气囊衬垫移动的可能性极大。结果,如上述,需要非常厚的涂层来维持整个织物在充气过程中和充气后的低空气渗透性。另外,出于同样的原因,不使用大量较贵的涂层组合物,单独缝纫接缝就不能始终如一地提供低空气渗透性。在没有某些类型的防止空气在对织物加高压期间泄露的涂层时,这类接缝,特别是存在于两织物层表面处的这类接缝,其强度和完整性将不存在。总之,高度涂敷的充气织物结构可具有必要的空气渗透性特征,该特征是在侧帘安全气囊衬垫中适当发挥作用所要求的;然而,所需涂料量使其成本极高,而且这类涂层对空气泄露的阻挡作用仍值得怀疑(在充气过程中极有可能发生纱线滑移,这会造成涂层的整体性变得不连续,结果损害了某些安全气囊应用中要求的长期空气渗透性)。与市场上可买到的价格昂贵的产品相比,更加期待另一替代产品,它允许单独地(或实质性减少所必需的涂料量)使用可充气双层织物,它在充气时提供非常坚固的接缝以在这种织物内形成“枕状”结构,而且在两织物层之间不包含过多的连接点(它将使可观数量的针迹错位,从而使目标织物的空气渗透性率确定无疑地增加)。迄今,在这一领域,现有技术还未取得这样的符合安全气囊市场需求的进展。
发明内容
鉴于前述,本发明的一般目的是,提供一种可充气织物,其包括至少一种连接材料,该连接材料与单个可充气织物组件形成剥离接缝,充气时该接缝会变成剪切缝。本发明更具体的目的是,提供一种具有至少两个织物层的可充气织物,它不采用或不需要缝纫接缝或特定的织物结构,充气时形成枕状结构。另外,本发明的一个目的是,在机动车约束安全系统中用这种可充气织物作为安全气囊衬垫。术语“机动车辆约束安全系统”意指代表可充气的乘客约束保护衬垫及机械和化学组件(例如充气装置、点火装置和推进剂等)。
为了实现这些目的和其它目的,并根据发明的目的,如本说明书具体实施和概括描述的,本发明提供一种充气织物,其包括在该织物的某些不连续区域的至少两个织物层,以及至少一种连接材料,优选具有第一和第二端以及前面和背面,插入所述的两织物层之间,并同时连接于所述两织物层,其中所述第一端连接于一层,而第二端连接于另一层。优选,这种可充气织物及连接材料都是织造结构的。
术语“可充气织物”意指包括由至少两层织物构成,可密封形成袋状物的任何织物。因此,本发明的可充气织物必须包括允许这种膨胀的双层织物,以及在这种织物嵌条(panel)端头起密封作用,或充气时在目标织物内形成“枕状”腔室的单层织物层。在涉及本发明织物时,术语“全织造”因而要求具有双层和单层织物层的可充气织物只在织机上制造。可将任何类型的织机用于本目的,例如,喷水织机、喷气织机、剑杆织机和多臂织机等等。
在与可充气结构的两织物组件同时连接的情况下,这种形成剥离接缝的连接材料在充气时形成剪切缝,这种连接材料的应用在可充气织物结构内提供了许多未公开的好处。例如,这样一种连接材料(优选为C形材料),当与每个织物层连接和附着时,形成一剥离接缝。然而,当充气时,这些剥离接缝实际上转变成剪切缝。在织物领域中,剥离接缝作为织物两个分离层之间或织物部分之间的连接是人们所熟知的,它们通过在两层之间的剥离动作(即,在垂直于两层的两个相反方向上剥离)被拉开。另一方面,剪切缝需要剪切力以从一层上撕下另一层(即,在平行于两层的两个相反方向上剪切开)。剪切缝的强度高于剥离接缝,因为拆开、分开或以其它方式破坏剪切缝所需的力必须抵偿该缝的与剪切力180°相反方向上的力。因此,剪切缝的出现为双层物品提供了比仅具有剥离接缝时大得多的强度。另外,通过将这种连接材料放置在两个分开的织物层之间并同时连接各个组件,这种形成剪切缝的连接材料能够简化制造工序。这种连接可通过任何公知方法进行,例如缝纫、胶合、织造等等。但是,为了避免与针迹相关的纱线错位的潜在问题,并为了避免对不希望的昂贵涂料大量的需求,最优选通过射频(RF)焊接技术,例如在Kesh等人的美国专利申请US09/326368和Kesh的US 09/406000中公开的那些技术形成这些接缝。这些技术涉及将织物粘合到一起而且还不许空气穿过焊缝本身的聚合物焊珠的制造。因此,这样一种高效的方法转而为用户节省了成本。此外,这种优选的C形材料,提供如此牢固的接缝,能够省略旨在密封可充气织物而降低渗透性的大量涂层。连接C形材料的其他方法包括,粘合剂薄膜、凝胶、各种液体或固体形式。
虽然特别优选C形连接材料(由于其在充气时的展开能力,以及在出现需要的剪切缝构造之前允许可充气结构膨胀到某种程度),但也可能是其它形状。最值得一提但并非限定的是,这些连接材料还可以是X形(从而在每个织物层上提供两个连接位置)、H形(在每个织物层上也提供两个连接位置)、U形(也是两个连接位置)、Y形(同样)、Z形(可能相同)和W形(或者在一个织物上有3个连接而在另一个织物上有两个,或者这种连接的交变形式)。充气时,X形材料提供类似的膨胀益处,并且与C形材料的一样,在膨胀期间平衡该连接材料各部分的充气压力(即,X形材料的各段将受到相同的压力)。可以利用其它的形状,唯一的限制是,在连接两织物层的情况下,在该可充气织物结构充气中和充气后,任何这类材料必须产生剪切缝。
虽然在某些场合也可以使用天然纤维,但可充气织物自身优选由全合成纤维制造,例如聚酯和聚酰胺。优选,织物由尼龙6,6制造。在织物基底中使用的单根纱线一般必须具有约40到约840旦尼尔范围内的纤度;优选约100到约630。优选的连接材料(再次例如,但并非限定,为C形材料)优选是织物结构的。更优选,它们是机织的,最优选它们和用于两织物层本身的结构相同。
作为对本发明织物空气渗透性的必要补充,表面可施加涂层。由于本发明织物的一个优选的最终用途是作为侧帘安全气囊,该气囊必须在整个撞车事件中(例如翻转,此时该侧帘必须保护乘客一段可观的时间)保持非常低度的空气渗透性,所以强烈期待降低容许的空气通透性。为此目的,可采用任何标准的涂层,例如硅树脂、聚氨酯、聚酰胺、聚酯、橡胶(作为例子,如氯丁橡胶),等等,而且可以任何标准的方法及任何标准的量施加在织物表面。
在说明书以下部分,将部分地阐述本发明的其它目的和优点,而且部分地将由该描述显而易见地得出,或者可通过对本发明的实践而领会。应当理解,以上的一般性描述和以下优选实施方案的详细描述仅仅是示例和解释性的,不应看作对权利要求书所提出的本发明范围的任何方式的限定。
附图说明
包含在本发明中并构成本说明书一部分的附图举例示出了本发明若干个可能的优选实施方案,它与说明书正文一起解释本发明的原理,其中:
图1是一个优选的未充气安全气囊的侧视图,包括本发明优选的C形枕状形成材料的。
图2是图1未充气安全气囊(具有C形枕状形成垫材料)沿线4的截面视图。
图3是图2安全气囊充气时的截面视图。
图4是另一个优选的未充气安全气囊的侧视图,包括本发明优选C形枕状形成材料,该材料倾斜取向。
图5是例如图1的具有Y形枕状形成材料的安全气囊截面视图。
图6是例如图1的具有X形枕状形成材料的安全气囊截面视图。
图7是例如图1的具有H形枕状形成材料的安全气囊截面视图。
图8是例如图1的具有U形枕状形成材料的安全气囊截面视图。
图9是例如图1的具有另一种C形枕状形成材料的安全气囊的截面视图。
图10是例如图1的具有Z形枕状形成材料的安全气囊截面视图。
图11是例如图1的具有W形枕状形成材料的安全气囊截面视图。
具体实施方式
现在参看附图,图1中表示了一个展开的、未充气的安全气囊10,它可用辅助的束缚系统(未示出)方式在特定的螺栓连接端(boltingpoint)12和可能的位置固定在机动车辆(未示出)的内部。此安全气囊10包括织物的第一面11和第二面(图2和3中的21),这些面例如通过如图2和3所示的C形材料,沿两织物的周边13、15、17、18、19以及两织物的整个中间部分20、22连接在一起。围绕这些周边材料13、15、17、18、19,也采用缝纫接缝16,以便将这些织物连接在一起,并增强这些周边材料13、15、17、18、19所形成的密封。可采用任何标准装置将这些周边材料13、15、17、18、19及中间部分材料20、22连接于两织物的面11(和图2和3中的21),这些装置非限定地包括:射频焊接所形成的聚合物焊珠、缝纫线、粘合剂等。优选的是聚合物焊珠,原因是这种方法为C形材料接缝13、15、17、18、19、20、22所提供的强度,以及略去了这些织物层界面处可能会出现问题的针迹。引入针迹会增加泄露区域,这些区域使气体流出该气囊。充气时,这种针迹将根据作用到整个气囊结构的高压而移动,并使过多的气体漏掉以致于在滚动翻转情况下不能正确地起到侧衬垫的作用。因此,在两织物层11(和图2和3中的21)之间,这些中间部分的C形材料20、22起到固定点的作用,以致经充气开口14向安全气囊导入气体时,安全气囊10的未被这些C形中间部分材料20、22连接的那些双层区域会充气并形成“枕状”或断续的衬垫(未标数字),这些垫为乘客免受突然运动以及可能的碎窗户伤害提供一定程度的保护。
图2举例示出了安全气囊10(同图1未充气安全气囊)的截面视图。两织物层11、21被同时连接到C形材料17、20、22上。接缝16起到气囊10图示部分的唯一固定点作用,在该处,两织物11、21不用任何断续材料而连接在一起。相对于单独的织物层11、21,在未充气状态下,C形材料17、20、22以剥离接缝取向存在。充气时,如图3所示,C形材料17、20、22拉紧,而且由于它们同时连接到两织物层11、21上,所以它们更主要的作用是剪切缝。另外,作用在C形材料17、20、22每一个上的压力得到良好平衡,因为作用在一个方向上的压力与同时作用在反方向上均匀压力相抵。
C形材料17、20、22,特别是用高频焊接技术在这些材料17、20、22与织物11、21之间形成连接,能可观地降低所需劳动力的成本。可以这样形成这种安全气囊10,将一织物层21放置在包括有焊接头(未示出)的装置上,在该第一织物层21(具有加到其上的适当聚合物焊珠形成材料)的周围及内部区域放置断续的C形材料17、20、22,并接着放置第二织物层11覆盖整个复合材料。当暴露于电场时,该焊接头(未示出)在最终安全气囊结构10中的所需位置上产生聚合物焊珠连接接缝(未示出)。还有,为了增强等目的,可增加接缝16;但是,整个气囊可按一种无需密集劳动及昂贵缝纫工序的简单而直截了当的方式形成。还应将所得的气囊10涂敷到一定程度当充气时提供必要的长期低渗透性。但是,由于减少了可能泄露的区域,相应地减少了大量昂贵涂层的需求。
虽然图1示出了本发明的一个优选实施方案,但本领域的普通技术人员将会容易地理解到,安全气囊织物需要随碰撞事件而在整个结构的各处均匀充气。由于在侧帘式气囊中通常仅存在一个导入充气气体的单一的点,所以要对与充气口相对的气囊部分按和邻近该充气口气囊区域相同的速率充气是极为困难的。为了解决这个潜在问题,已经构造出图4的优选气囊40,通过引入阻挡部分39,其作用是像一种“防波堤”那样阻碍经入口34导入气囊40中的全部气体的前进。在移动到气囊40的不连续区域内以前,气体必须首先绕过这些障碍物39。按照这种方式,整个气囊40将基本上均匀地充气(以大致相同的速率充气至各处压力相等)。用螺栓连接端36和选择性的束缚装置(未示出)将本发明的气囊40连接到机动车辆内部(未示出)。此气囊40形成与上述图1-3中所描绘气囊类似的“枕状”结构。然而,此气囊的C形材料30、31、32、33相对织物层37倾斜,这种倾斜取向在充气期间降低了C形材料30、31、32、33所形成的接缝从织物层37剥离的可能性。虽然在充气期间这些形成的接缝确实主要起到剪切缝的作用并在充气时同时连接于两织物层37上,但是,仍然有可能从每个单独织物层37上剥离。因此,这种倾斜取向有助于降低这种可能性,而且还有助于上面提到的整个气囊40的均匀充气膨胀。在目标机动车前座和后座之间的区域中,安排中间C形材料接缝31、33,以便在气囊中形成非膨胀区域35。由于此区域35无需和机动车车窗处同样多的保护,所以希望防止该区域的膨胀,以便增加气囊40其余区域的膨胀速率。
如上所述,可以采用其它不同形状的枕状形成材料,以便在本发明的气囊中形成需要的剪切缝。其余附图描述了这类替代的定向。图5举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层111、121被同时连接于Y形材料117、120、122上。接缝116起到气囊10图示部分的唯一固定点作用,在该处,两织物111、121不靠任何断续材料而连接在一起。相对于单独的织物层111、121,在未充气状态下Y形材料117、120、122以剥离接缝取向存在。
图6举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层211、221被同时连接于X形材料217、220、222上。接缝216起到气囊10图示部分的唯一固定点作用,在该处,两织物211、221不靠任何断续材料而连接在一起。相对于单独的织物层211、221,在未充气状态下X形材料217、220、222以剥离接缝取向存在。
图7举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层311、321被同时连接到H形材料317、320、322上。接缝316起到气囊10图示部分的唯一固定点作用,在该处,两织物311、321不靠任何断续材料而连接在一起。相对于单独的织物层311、321,在未充气状态下H形材料317、320、322以剥离接缝取向存在。
图8举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层411、421被同时连接到U形材料417、420、422上。接缝416起到气囊10图示部分的唯一固定点作用,在该处,两织物411、421不靠任何断续材料而连接在一起。相对于单独的织物层411、421,在未充气状态下U形材料417、420、422以剥离接缝取向存在。
图9举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层511、521被同时连接到C形材料517、520、522(它们与图2中的那些形状不同)上。接缝516起到气囊10图示部分的唯一固定点作用,在该处,两织物511、521不靠任何断续材料而连接在一起。相对于单独的织物层511、521,在未充气状态下C形材料517、520、522以剥离接缝取向存在。
图10举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层611、621被同时连接到Z形材料617、620、622上。接缝616起到气囊10图不部分的唯一固定点作用,在该处,两织物611、621不靠任何断续材料而连接在一起。相对于单独的织物层611、621,在未充气状态下Z形材料617、620、622以剥离接缝取向存在。
图11举例示出了气囊10(同图1未充气气囊)的截面视图。其中两织物层711、721被同时连接到W形材料717、720、722上。接缝716起到气囊10图示部分的唯一固定点作用,在该处,两织物711、721不靠任何断续材料而连接在一起。相对于单独的织物层711、721,在未充气状态下W形材料717、720、722以剥离接缝取向存在。
通常,上述用于每个气囊的枕状形成材料优选(折叠前)为矩形,并且在固定到目标织物层上之前,对称折叠。这类矩形材料的长度可为约1英寸至约15英寸(2.54cm至约38.1cm),而且这类材料(折叠前)的宽度可为约英寸至约6英寸(1.27cm至约15.24cm)。优选,约6英寸至约12英寸(15.24cm至约30.5cm)长;更优选约6至约10英寸(25.4cm)长。优选折叠前宽度为约英寸至约4英寸(10.16cm)(留下各约英寸至约2英寸(约0.635至约5.08cm)的折叠部分)宽。材料越窄,充气时所提供的剪切缝越强。
尽管举例并描述了本发明的特定实施方案,但应当理解,本发明不限于此,因为对本领域的技术人员而言,肯定可以做出改进,而且毫无疑问会产生本发明主要原理的其他实施方案。因此期待所附权利要求应当覆盖任何这类包含本发明特征的改进和其他实施方案,这些特征属于这些权利要求的真实精神和范围。
Claims (8)
1.一种可充气织物,包括在该织物的某些不连续区域的至少两织物层,以及与所述至少两织物层均连接的至少一种连接材料,其中当所述连接材料连接于所述至少两织物层其中之一时,所述连接材料呈剥离接缝,而当与所述至少两织物层均连接时,所述连接材料呈剪切缝。
2.权利要求1的织物,其中所述连接材料用聚合物焊珠连接于所述两织物层。
3.权利要求1的织物,其中至少存在分开的连接材料,插入所述两织物层之间,并且同时连接于所述两织物层。
4.权利要求1的织物,其中所述至少两织物层和所述至少一种连接材料由相同类型的织物构成。
5.权利要求2的织物,其中所述至少两织物层和所述至少一种连接材料由相同类型的织物构成。
6.权利要求3的织物,其中所述至少两织物层和所述至少一种连接材料由相同类型的织物构成。
7.权利要求4的织物,其中所述至少两织物层和所述至少两种连接材料由相同类型的织物构成。
8.权利要求1的织物,其中所述连接材料是Y形、X形、H形、U形、C形、Z形或W形的。
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Application Number | Priority Date | Filing Date | Title |
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US09/442,253 | 1999-11-17 | ||
US09/442,253 US6299965B1 (en) | 1999-11-17 | 1999-11-17 | Inflatable fabrics comprising peel seams which become shear seams upon inflation |
US09/643,489 | 2000-08-22 | ||
US09/643,489 US6489006B1 (en) | 1999-11-17 | 2000-08-22 | Inflatable fabrics comprising peel seams which become shear seams upon inflation |
Publications (2)
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CN1390168A true CN1390168A (zh) | 2003-01-08 |
CN1138628C CN1138628C (zh) | 2004-02-18 |
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CNB008157022A Expired - Fee Related CN1138628C (zh) | 1999-11-17 | 2000-11-15 | 包含充气时变为剪切接缝的剥离接缝的可充气织物 |
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EP (1) | EP1237712B1 (zh) |
JP (1) | JP2003514144A (zh) |
CN (1) | CN1138628C (zh) |
AU (1) | AU1767601A (zh) |
BR (1) | BR0015615A (zh) |
CA (1) | CA2389242A1 (zh) |
MX (1) | MXPA02004377A (zh) |
WO (1) | WO2001036184A1 (zh) |
Cited By (4)
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CN1822946B (zh) * | 2003-06-13 | 2010-12-15 | 佩内尔和弗利波公司 | 连续制造涂层组织体套的方法以及用此方法制造的涂层组织体套 |
CN101952113A (zh) * | 2007-11-28 | 2011-01-19 | 戈尔企业控股股份有限公司 | 加强的连接结构 |
TWI393545B (zh) * | 2009-04-16 | 2013-04-21 | Ever Quick Co Ltd | 充氣拉力單元 |
CN101861417B (zh) * | 2007-12-28 | 2013-04-24 | 可隆株式会社 | 可充气的织物和气囊 |
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GB2383305B (en) * | 2001-12-21 | 2004-09-29 | Autoliv Dev | Improvements in or relating to an air-bag |
US7413214B2 (en) * | 2002-01-08 | 2008-08-19 | Milliken & Company | Airbag made from low tenacity yarns |
US6793240B2 (en) * | 2002-07-25 | 2004-09-21 | Autoliv Asp, Inc. | Expandable section for inflatable curtains |
DE10340656A1 (de) * | 2003-09-04 | 2005-04-07 | Autoliv Development Ab | Airbagsystem für Kraftfahrzeuge |
US7077429B2 (en) | 2003-12-10 | 2006-07-18 | Autoliv Asp, Inc. | Inflatable cushion with shielded seams |
JP5755893B2 (ja) * | 2011-01-28 | 2015-07-29 | 日本プラスト株式会社 | 自動車のカーテンエアバッグ装置 |
DE102017101085A1 (de) * | 2017-01-20 | 2018-07-26 | Trw Automotive Gmbh | Gassack für ein Fahrzeuginsassen-Rückhaltesystem |
WO2024117134A1 (ja) * | 2022-11-29 | 2024-06-06 | 旭化成株式会社 | 内圧保持性能を高めたエアバッグ |
WO2024117135A1 (ja) * | 2022-11-29 | 2024-06-06 | 旭化成株式会社 | 内圧保持性能を高めたエアバッグ及びその製法 |
WO2024117138A1 (ja) * | 2022-11-29 | 2024-06-06 | 旭化成株式会社 | 内圧保持性能を高めたエアバッグの製法 |
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US3575776A (en) * | 1968-11-19 | 1971-04-20 | U S Plush Mills Inc | Inflatable fabric |
US3726375A (en) * | 1971-03-08 | 1973-04-10 | Goodyear Aerospace Corp | Inflated escape ramps |
US3757776A (en) | 1971-06-01 | 1973-09-11 | J Baumann | Ventilator for an anesthesia gas machine |
US5685347A (en) * | 1989-02-16 | 1997-11-11 | Airbags International Limited | Circular air bag made of two simultaneously woven fabrics |
NZ248872A (en) * | 1990-09-06 | 1994-10-26 | Hunter Douglas International | Forming honeycomb type window shades: side by side strips adhered between two webs |
GB2324068B (en) * | 1997-04-11 | 2001-01-10 | Autoliv Dev | Improvements in or relating to an air-bag arrangement |
-
2000
- 2000-11-15 WO PCT/US2000/031441 patent/WO2001036184A1/en active Application Filing
- 2000-11-15 CA CA002389242A patent/CA2389242A1/en not_active Abandoned
- 2000-11-15 AU AU17676/01A patent/AU1767601A/en not_active Abandoned
- 2000-11-15 CN CNB008157022A patent/CN1138628C/zh not_active Expired - Fee Related
- 2000-11-15 BR BR0015615-9A patent/BR0015615A/pt not_active Application Discontinuation
- 2000-11-15 JP JP2001538159A patent/JP2003514144A/ja active Pending
- 2000-11-15 MX MXPA02004377A patent/MXPA02004377A/es unknown
- 2000-11-15 EP EP00980411A patent/EP1237712B1/en not_active Expired - Lifetime
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN1822946B (zh) * | 2003-06-13 | 2010-12-15 | 佩内尔和弗利波公司 | 连续制造涂层组织体套的方法以及用此方法制造的涂层组织体套 |
CN101952113A (zh) * | 2007-11-28 | 2011-01-19 | 戈尔企业控股股份有限公司 | 加强的连接结构 |
CN101861417B (zh) * | 2007-12-28 | 2013-04-24 | 可隆株式会社 | 可充气的织物和气囊 |
TWI393545B (zh) * | 2009-04-16 | 2013-04-21 | Ever Quick Co Ltd | 充氣拉力單元 |
Also Published As
Publication number | Publication date |
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CN1138628C (zh) | 2004-02-18 |
JP2003514144A (ja) | 2003-04-15 |
WO2001036184A1 (en) | 2001-05-25 |
EP1237712A4 (en) | 2004-06-09 |
CA2389242A1 (en) | 2001-05-25 |
EP1237712A1 (en) | 2002-09-11 |
EP1237712B1 (en) | 2011-03-23 |
AU1767601A (en) | 2001-05-30 |
MXPA02004377A (es) | 2002-08-20 |
BR0015615A (pt) | 2002-07-16 |
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