DE102017008671A1 - Occupant protection device - Google Patents

Abstract

The invention relates to an occupant protection device for a vehicle with at least one airbag (1), which can be positioned from an initial position into an operative position. According to the invention, at least one rib structure (R), which is formed from an airbag fabric and connected to an inner side of the airbag (1), is integrated in the airbag (1).

Description

The invention relates to an occupant protection device for a vehicle with at least one airbag, which can be positioned from an initial position into an operative position.

In general, it is known that in a vehicle a vehicle user assigned frontal airbag with extended gas generator stage or Ventilierungsstufe is used as occupant protection device to reduce the risk of injury of the vehicle user even with different collision severity and / or different sized vehicle users by means of the frontal airbag in its operative position. An adaptation of a position of the frontal airbag in a non-rectilinear frontal collision takes place exclusively by a possibly existing asymmetry of the frontal airbag, such an asymmetry being disadvantageous in the case of a straightforward frontal collision of the vehicle.

In addition, a knee airbag having a simple inflator stage is generally known as an occupant protection device for a vehicle user or a passenger of a vehicle. Different occupant sizes and / or possibly unusual knee and / or leg positions are not taken into account with respect to the active position of the knee airbag, as is assumed for an operation of a pedals of the vehicle from a comparable starting position. A single pressure adaptation of the knee airbag occurs through a permeability of a knee airbag fabric or through a deliberately deployed opening in the knee airbag, thereby increasing compliance of the knee airbag, with no adjustment for non-rectilinear frontal collision.

The invention has for its object to provide a comparison with the prior art improved occupant protection device for a vehicle.

The object is achieved by the features specified in claim 1.

Advantageous embodiments of the invention are the subject of the dependent claims.

An occupant protection device for a vehicle has at least one airbag, which can be positioned from an initial position into an operative position. According to the invention, at least one rib structure, which is formed from an airbag fabric and connected to an inner side of the airbag, is integrated into the airbag.

The integration of the rib structure into the airbag results in a shape adaptation, so that an occupant is actively stabilized by means of the airbag in the event of a non-rectilinear frontal collision of the vehicle and thus remains protected in the course of the frontal collision.

Loads on the occupants are reduced because the risk of lateral slippage of the occupant from the airbag through the rib structure is substantially reduced.

In addition, the airbag may be formed symmetrically, whereby v. a. In a straight-line frontal collision no other disadvantages arise.

Embodiments of the invention are explained in more detail below with reference to one of drawings.

• 1 schematisch einen als Beifahrerairbag ausgeführten Airbag nach dem Stand der Technik,
• 2 schematisch eine perspektivische teiltransparente Ansicht eines Beifahrerairbags mit einer integrierten Rippenstruktur,
• 3 schematisch eine Draufsicht des teiltransparent dargestellten Beifahrerairbags mit integrierter Rippenstruktur,
• 4 schematisch eine Draufsicht des Beifahrerairbags gemäß 3 zeitlich vor einem Auftreffen eines Kopfes eines Beifahrers,
• 5 schematisch eine perspektivische teiltransparente Ansicht eines als Fahrerairbag ausgeführten Airbags mit integrierter Rippenstruktur,
• 6 schematisch eine perspektivische teiltransparente Ansicht des Fahrerairbags in einer weiteren Ausführungsform,
• 7 schematisch eine perspektivische teiltransparente Ansicht des Fahrerairbags in der weiteren Ausführungsform und den Kopf des Fahrers,
• 8 schematisch eine Draufsicht des teiltransparent dargestellten Fahrerairbags in der weiteren Ausführungsform und den Kopf des Fahrers,
• 9 schematisch eine Draufsicht eines als Knieairbag ausgeführten Airbags und Beine eines Insassen,
• 10 schematisch eine Schnittdarstellung des Knieairbags mit der Rippenstruktur vor einem Kontakt mit einem Kniebereich des Insassen und
• 11 schematisch eine Schnittdarstellung des Knieairbags mit der Rippenstruktur bei einem Kontakt mit dem Kniebereich des Insassen.

Showing:

• 1 schematically a prior art airbag designed as a passenger airbag,
• 2 FIG. 2 is a schematic perspective view, partially transparent, of a passenger airbag with an integrated rib structure. FIG.
• 3 FIG. 2 is a schematic plan view of the partially transparent passenger airbag with integrated rib structure, FIG.
• 4 schematically a plan view of the passenger airbag according to 3 time before a collision of a passenger's head,
• 5 FIG. 2 schematically, a perspective, partially transparent view of an airbag designed as a driver airbag with integrated rib structure, FIG.
• 6 FIG. 2 is a schematic perspective view of a partially transparent view of the driver airbag in a further embodiment. FIG.
• 7 FIG. 2 schematically shows a perspective, partially transparent view of the driver airbag in the further embodiment and the driver's head, FIG.
• 8th schematically a plan view of the partially transparent driver airbag shown in the further embodiment and the driver's head,
• 9 2 is a schematic plan view of an airbag and legs of an occupant designed as a knee airbag;
• 10 schematically a sectional view of the knee airbag with the rib structure in front of a Contact with a knee area of the inmate and
• 11 schematically a sectional view of the knee airbag with the rib structure in contact with the knee region of the occupant.

Corresponding parts are provided in all figures with the same reference numerals.

1 shows you as a passenger airbag B running airbag 1 with an airbag housing 2 on which a gas generator bearing is formed.

The airbag 1 is arranged in a vehicle, not shown, and part of an occupant protection device, wherein the airbag 1 to the protective effect of a starting position is positioned in an operative position. This is the airbag 1 coupled fluidly with a gas generator, which is triggered in a detected, the vehicle imminent collision or in a detected collision of the vehicle.

By triggering the gas generator, a gas is releasable, which expands and the airbag 1 filled, whereby this unfolds and can be positioned in its operative position.

In such an airbag 1 , which in particular represents a so-called frontal airbag, become different collision severities and positioning of the airbag 1 addressed in relation to different occupant sizes by means of extended gas generator stages or ventilation stages.

An adaptation of the airbag 1 with respect to a non-rectilinear frontal collision takes place exclusively by a possibly asymmetric shape of the airbag 1 , wherein such an asymmetrical shape of the airbag 1 can adversely affect rectilinear frontal collision.

Such as a passenger airbag B trained airbag 1 So has a limited retention effect in a non-rectilinear frontal collision of the vehicle.

In order to increase the retention effect even in a non-rectilinear frontal collision of the vehicle, it is provided a rib structure R in the airbag 1 to integrate, as in relation to the passenger airbag B in the 2 to 4 is shown in more detail.

It shows 2 a perspective partially transparent view of the airbag 1 with the rib structure R , where in 3 a plan view of a partially transparent view of the passenger airbag 1 trained airbags 1 with the rib structure R and in 4 a plan view of the airbag 1 with the rib structure R and a head K a passenger of the vehicle before hitting the airbag 1 is shown.

The rib structure R is in the airbag 1 integrated and made of an airbag fabric, wherein alternatively or additionally, another suitable material can be used.

In particular, the rib structure R a double wedge shape and is with a the passenger, especially on one's head K of the passenger, facing inside of the airbag 1 connected.

Between a front position L1 and a rear position L2 is a number of ribs or lamellae L arranged the front position L1 with the rear layer L2 connects, with the slats L are arranged partly obliquely. Due to the oblique arrangement of the slats L can be largely ensured that a curvature of the rib structure R in the direction of the head K takes place, causing a slipping of the head K from the airbag 1 can be excluded as far as possible.

With respect to the longitudinal extent of the rib structure R is a distance between the front layer L1 and the rear layer L2 largest, being the rib structure R extends substantially horizontally in the operative position.

Through the rib structure R becomes the head K of the passenger in the passenger airbag B running airbag 1 laterally entwined, as an independent adaptation of the form of the airbag 1 during a contact and immersion process in the airbag 1 due to the rib structure R he follows. The shape adaptation turns the head K laterally entwined without time delay and thereby stabilized in its position.

Is through the head K the passenger's pressure on the airbag 1 and a comparatively wide area of the rib structure R exerted, this triggers a counter-movement in adjacent narrower areas of the rib structure R from which the shape adaptation of the airbag 1 results.

From the special shape of the rib structure R and by means of a moment of collision in the airbag 1 prevailing pressure, it is possible that the rib structure R implements a principle described above.

The 5 shows you as a driver's airbag F running airbag 1 , where in 5 a perspective partially transparent view of the airbag 1 and in 6 a partially transparent top view of the airbag 1 and a head K a driver of the vehicle an impact on the driver's airbag F are shown.

In a conventional driver's bag F running airbag 1 Can the above in relation to the passenger airbag B occurring problems also occur.

Here, too, the airbag is formed 1 when the head hits K a driver of the vehicle by means of the rib structure R such that the head K from the airbag 1 enclosed laterally and stabilized in position.

Another embodiment of the driver airbag F executed airbags 1 is in the 6 to 8th shown.

In the further embodiment, a plurality of rib structures R in the airbag 1 in the form of the driver's airbag F integrated. According to the in the 6 and 7 illustrated embodiment are three rib structures R or six half rib structures R in the airbag 1 integrated.

6 shows a perspective partially transparent view of the driver's airbag F executed airbags 1 in the further embodiment, wherein in 7 a perspective partially transparent view of the airbag 1 in the further embodiment with a head K of the driver and in 8th a partially transparent top view of the airbag 1 and the head K the driver before hitting the airbag 1 is shown, in 8th only a rib structure R is shown.

Since it is necessary that as a driver's airbag F trained airbag 1 by the arrangement in one in the 7 and 8th illustrated steering wheel 3 , especially in the steering wheel pot 3.1 , is formed rotationally symmetrical, are the rib structures R or half the rib structures R extending in several directions into the driver's airbag F integrated.

In the 9 to 11 is as a knee airbag A trained airbag 1 shown.

It shows the 9 Legs, especially a knee area KB an occupant, such as a driver of the vehicle, wherein the airbag 1 is in its operative position.

The 10 and 11 each show the knee area KB of the occupant, with the knee areas KB in 10 temporally shortly before a hitting and in 11 when hitting the airbag 1 are shown.

In a conventional knee airbag A its retention is reduced when the vehicle collision, especially the frontal collision does not occur in a straight line.

At a comparatively oblique impact angle of the knee areas KB on the as a knee airbag A running airbag 1 become an effective transverse component at a collision-induced vehicle deceleration knee areas KB the occupant shifted laterally, leaving the knee area KB or the knee areas KB from the airbag 1 can slip or can.

Especially when positioning the knee areas KB in relation to the airbag 1 comparatively far outside, there is a risk of slipping.

Here too an independent form adaptation of the knee airbag A executed airbags 1 when hitting the knee areas KB To ensure as much as possible, is a rib structure R in the airbag 1 integrated.

The rib structure R extends substantially in the horizontal direction largely over an entire longitudinal extent of the airbag 1 ,

Because of the airbag 1 integrated rib structure R results in the form adaptation of the knee airbag A executed airbags 1 This will make the knee areas KB the occupant in a frontal collision, whether rectilinear or not, actively stabilized in relation to their position. This causes the knee areas KB protected during the collision, resulting in one on the occupants, ie his knee areas KB can reduce acting load, and also slipping or slipping of the knee areas KB from the airbag 1 can be excluded as far as possible.

LIST OF REFERENCE NUMBERS

1

air bag

2

airbag housing

3

steering wheel

3.1

steering wheel hollow

A

knee airbag

B

passenger airbag

F

Driver

K

head

KB

knee area

R

rib structure

L

slats

L1

front position

L2

rear position

Claims (3)

Occupant protection device for a vehicle with at least one airbag (1), which can be positioned from a starting position into an operative position, characterized in that in the airbag (1) at least one rib structure (R) is integrated, which is formed from an airbag fabric and having an inside of the airbag (1) is connected. Occupant protection device after Claim 1 , characterized in that the rib structure (R) lamellae (L) and extends over an entire width of the positioned in its operative position airbag (1). Occupant protection device after Claim 1 or 2 , characterized in that the rib structure (R) is double-wedge-shaped.

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