JP2009167551A - Woven fabric for airbag - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a woven fabric for producing an airbag that is composed of a thin and high-strength yarn, is lightweight and has high impact resistance. <P>SOLUTION: The woven fabric is useful for an airbag obtained by bonding at least one woven fabric. The woven fabric is composed of a fiber yarn having a total fineness of 250-350 dtex and a strength of 9 cN/dtex or more and has a weight of 190 g/m<SP>2</SP>or less and tensile strength of 700 N/cm or more. In a development test of an airbag for driver seat having an inner diameter of 600 mm obtained from the woven fabric at 25°C, the woven fabric for airbag has the maximum internal pressure in the airbag of 25 kPa or more. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a fabric used in an airbag that is practically used as an occupant protection device in the event of an automobile collision. More specifically, the present invention provides a lightweight, high impact-resistant airbag made of thin, high-strength yarn. It relates to a fabric that can be made.

  In recent years, airbags have rapidly been installed as occupant safety protection devices for automobiles, and the chest and large size built into the seats for driver protection, passenger seat protection, and side collisions at the time of a frontal collision of a car The number of attachments is increasing, such as for protecting the thigh or for protecting the head mounted in the ceiling above the window so as to expand along the side window.

  These safety devices (hereinafter referred to as modules) include a gas generator (hereinafter referred to as an inflator) that deploys and inflates an airbag, and a bag airbag that absorbs and relaxes the collision energy of the occupant by contacting the occupant. It consists of many components such as metal parts that connect them, wiring for electric signal transmission, and resin molded products that cover the upper part of the device so that it can be easily installed in the car, and that also takes design into account. The total weight of each installed module is not small.

  Therefore, efforts are being made to make the components constituting the module lighter and more compact. Among these, in order to reduce the weight of the airbag, it has been studied to reduce the fabric weight by using a thin thread for the fabric constituting the airbag body.

  On the other hand, as the number of accidents involving airbags increased, small women and infants were often seated close to the handlebars and front panel, and there were more cases of injuries caused by the deployment of airbags. . Therefore, in North America, even when the occupant is seated in a position close to the airbag, the airbag module can reduce the collision energy of the occupant without causing injury to the occupant when the airbag is deployed. Is required.

  In such an air bag module, the air bag is quickly deployed in the gap between the occupant seated in close proximity and the steering wheel or the entire panel so as to reduce the harm to the occupant and prevent impact. At the same time, it is required to secure a bag capacity and an internal pressure as an impact absorber.

  Therefore, in addition to the light weight conventionally required for airbags, the airbag itself is also required to have a performance that is small, can withstand high internal pressure, and is resistant to impact.

  Many studies have been made on these complex requirements. For example, airbags made from woven fabrics using 470 dtex, 350 dtex, and 235 dtex, which are thinner than 940 dtex and 700 dtex, which have been conventionally used, have been put into practical use. However, although fabrics using thin threads are lighter in weight, they tend to lack physical properties such as tensile strength and tear strength required for airbag fabrics.

  For example, Patent Document 1 proposes an Oxford woven airbag fabric using a high-strength yarn having a fineness of 210 d (235 dtex) or less and a yarn strength of 10 g / d (8.85 cN / dtex) or more. . According to the examples, a lightweight and high-strength fabric is obtained. Oxford weaving, in which two or more yarns are laid side by side, tends to have higher tensile strength and tearing strength than plain weaving, but is flexible with fewer yarn intersections, fabric misalignment of the fabric itself, and seam opening of the sewn part It becomes difficult to satisfy the impact resistance of the airbag. Further, it is presumed that the Oxford weave cannot be used as a base fabric for an uncoated airbag because the base fabric has a high air permeability.

Further, Patent Documents 2 and 3 disclose airbag fabrics having high tensile strength. However, when estimated from the examples, the basis weight of the fabric is 215 g / m ² or more, and is lightweight. I can't say that.

Several methods have also been proposed for suppressing the slipping of the yarn and improving the pressure resistance of the airbag.
For example, Patent Document 4 discloses that a reinforcing cloth is sewn, but again, weight reduction cannot be satisfied at the same time. Patent Documents 5, 6 and 7 disclose a method for improving pressure resistance by specifying a sewing method, a thread to be used, and a position to be specified. However, since the sewing thread is actually exposed to a high-temperature gas from the inflator, it is necessary to consider breakage caused by melting of the thread, and the physical properties of the base fabric itself are not mentioned.

Further, Patent Document 8 discloses that local rupture during expansion and deployment is avoided by setting the slipping resistance of the base fabric to 3 to 8 mm. However, in the case of a coated base fabric, even if the sliding resistance of the sewing portion, that is, the seam misalignment is about 3 to 8 mm, it can endure the development test, but in the case of a non-coated base fabric, this level of seam misalignment is possible. If there is, it is considered that breakage at the sewing portion and insufficient bag internal pressure are likely to occur.

JP-A-6-33336 JP-A-6-306728 JP 2005-281933 A Japanese Unexamined Patent Publication No. 07-186855 Japanese Patent Laid-Open No. 11-245750 JP 2001-301557 A JP 2006-232177 A JP 2006-063491 A

    An object of the present invention is to provide a woven fabric that is made of a thin and high-strength yarn and that can obtain an air bag that is lightweight and has high impact resistance.

That is, the present invention is a woven fabric used for an airbag formed by joining at least one woven fabric, the woven fabric comprising fiber yarns having a total fineness of 250 to 350 dtex and a strength of 9 cN / dtex or more. 190 g / ^{m 2} or less, a tensile strength 700 N / cm or more fabrics, in development test at 25 ° C. of the driver-seat airbag having an inner diameter of 600mm which is obtained from said textile, air maximum internal pressure in the airbag is greater than or equal to 25kPa The present invention relates to a bag fabric.

  The maximum internal pressure is preferably 30 kPa or more.

  It is preferable that the woven fabric has an air-impermeable material on at least one side.

  The present invention also relates to an airbag comprising the airbag fabric.

  ADVANTAGE OF THE INVENTION According to this invention, the textile fabric which can obtain the airbag which is very lightweight and excellent in impact resistance can be provided.

The airbag fabric of the present invention is composed of fiber yarn having a total fineness of 250 to 350 dtex and a strength of 9 cN / dtex or more, and has a basis weight of 190 g / m ² or less and a tensile strength of 700 N / cm or more. In a deployment test at normal temperature of a driver's seat airbag of 600 mm, the maximum internal pressure in the airbag is 25 kPa or more.

  About the fiber yarn which comprises the textile fabric of this invention, the total fineness is 250-350 dtex. If the total fineness of the yarn is less than 250 dtex, even if the yarn strength is increased, the absolute value of the yarn strength is hardly increased, and the pressure resistance of the airbag is not improved. Further, if it exceeds 350 dtex, the yarn strength increases, but the fabric weight increases, so that a light airbag cannot be obtained. The total fineness is preferably 265 to 335 dtex.

  Moreover, the intensity | strength is 9.0 cN / dtex or more. If the yarn strength is less than 9.0 cN / dtex, high yarn strength cannot be obtained. Preferably, it is 9.5 cN / dtex or more. The yarn strength is preferably higher, but is preferably 13 cN / dtex or less. When it exceeds 13 cN / dtex, fluff is remarkably easily generated in the spinning drawing process, which is likely to cause troubles in the drawing process, the thread winding process, and the weaving process, and it tends to be difficult to obtain a good quality fabric.

  The single yarn fineness of the fiber yarn is preferably 0.5 to 6 dtex, and more preferably 0.5 to 4 dtex. By setting the single yarn fineness within this range, the air permeability of the fabric is reduced, the flexibility is improved, and the folding property of the airbag is improved.

  The cross-sectional shape of the single yarn may be appropriately selected within a range that does not hinder the production of the woven fabric and the physical properties of the obtained woven fabric, such as a circle, an ellipse, a flat shape, a polygon, a hollow shape, and other irregular shapes.

  Here, the strength of general-purpose synthetic fibers used for airbag fabrics, particularly nylon fibers, is usually at a level of 8.0 to 8.5 cN / dtex. On the other hand, it is said to be an ultra-high strength yarn having a yarn strength of 8.8 to 9.7 cN / dtex for yarns for tire cords that serve as a reinforcing material for tires, especially for special applications that require particularly high strength. Fiber is used.

  This ultra-high strength yarn is different from a yarn having a normal strength (hereinafter sometimes referred to as a normal yarn), by using a polymer having a high degree of polymerization, and in a drawing process in which the strength of the yarn is expressed, It is stretched at a stretch rate as high as 15%. Therefore, the single fiber constituting the yarn is not easily stretched uniformly, and is easily broken at a portion where the high-strength stretching is applied nonuniformly. As a result, a yarn with many single yarn breaks is produced. This single yarn breakage is also called fluff and is currently 10 to 100 times as many as normal yarn.

  As a result, when trying to manufacture airbag fabrics with the same specifications as normal yarns using ultra-high-strength yarns, adjacent warps come into contact with each other due to warp warping processes and warp opening movements during weaving. However, the fluffs are entangled with each other and the fluffs are further increased, which can easily lead to breakage of the warp yarns and may cause the loom to stop. In addition, a fabric manufactured under such trouble-free conditions is difficult to obtain stable quality and may affect the impact resistance of the airbag.

  The fiber yarn used in the present invention also has a strength corresponding to this ultra high strength yarn. Therefore, as a means for suppressing warp damage at the time of weaving as described above, it is preferable to apply physical or chemical coating to suppress the protrusion and increase of fluff. Examples of the coating process include physical methods such as twisting of about 50 to 150 times / m called sweet twisting, winding process of winding a thin thread around the fiber yarn, and covering process, acrylic, cellulose A chemical method called a gluing process with a processing agent such as a vinyl alcohol resin, a wax, or a combination of both methods.

  Moreover, the said fiber yarn is not specifically limited, such as a natural fiber, a chemical fiber, and an inorganic fiber. Of these, synthetic fiber filaments are preferred because of their versatility and the production process of fabrics, physical properties of fabrics, and the like. Synthetic fibers include, for example, nylon 6, nylon 66, nylon 46, nylon 610, nylon 612 and the like, or aliphatic polyamide fibers obtained by copolymerization and mixing thereof, nylon 6T, nylon 6I, and nylon 9T. Aliphatic amine and aromatic carboxylic acid copolymerized polyamide fiber, polyethylene terephthalate, polytrimethylene terephthalate, polybutylene terephthalate, polyethylene naphthalate, or the like, polyester fiber obtained by mixing or mixing, ultrahigh molecular weight polyolefin Fibers, vinylidene, chlorine-containing fibers such as polyvinyl chloride, fluorine-containing fibers containing polytetrafluoroethylene, polyacetal fibers, polysulfone fibers, polyphenylene sulfide fibers (PP ), Polyether ether ketone fiber (PEEK), wholly aromatic polyamide fiber, wholly aromatic polyester fiber, polyimide fiber, polyetherimide fiber, polyparaphenylene benzbisoxazole fiber (PBO), vinylon Fibers, acrylic fibers, cellulose fibers such as cotton, hemp, kenaf fibers, biodegradable fibers represented by polylactic acid and oxalic acid, silicon carbide fibers, alumina fibers, glass fibers, carbon fibers, steel System fibers and the like. What is necessary is just to select 1 type, or 2 or more types from these suitably. Among these, nylon 66 fibers are preferable from the viewpoint of physical properties, durability, heat resistance, and the like, and polyester fibers and nylon 6 fibers are preferable from the viewpoint of recycling.

  These fiber yarns are provided with various commonly used additives such as a heat stabilizer, an antioxidant, a light stabilizer, and an anti-aging agent in order to improve spinnability, processability, durability, and the like. In addition, one or more of a lubricant, a smoothing agent, a pigment, a water repellent, an oil repellent, a concealing agent such as titanium oxide, a gloss imparting agent, a flame retardant, and a plasticizer may be used.

The woven fabric of the present invention is obtained from the fiber yarn and has a basis weight of 190 g / m ² or less. If the basis weight exceeds 190 g / m ² , the object of the present invention, that is, weight reduction, cannot be achieved. Preferably, it is 185 g / m ² or less.

  Moreover, the tensile strength is 700 N / cm or more. If the tensile strength is less than 700 N / cm, depending on the type and deployment conditions of the airbag, it will not be able to withstand the impact during deployment and the bag internal pressure, and will be damaged. Preferably, it is 715 N / cm or more.

  The woven fabric preferably has a cover factor, which is an index indicating the density of the woven structure, of 750 or more, and more preferably 800 or more. When yarns having different finenesses are used for the warp and the weft, the cover factor for each fineness of the warp and the weft is calculated and summed to obtain the cover factor of the entire woven fabric.

The cover factor (CF) here is determined by the product of the woven density N (w / cm) and the thickness D (dtex) of the warp and weft of the woven fabric, and is represented by the following equation.
CF = Nw × √Dw + Nf × √Df
Here, Nw and Nf are the weave density of warps and wefts (lines / cm)
Dw and Df are warp and weft thickness (dtex)

  The woven fabric of the present invention may be any of plain weave, oblique weave (basket weave), lattice weave (ripstop weave), twill weave, knot weave, tangle weave, imitation weave, or a composite structure thereof. In some cases, in addition to the two axes of warp and weft, a multi-axis design including 60 degrees oblique may be used, and the arrangement of the threads in this case may be the same as the arrangement of warps or wefts. Of these, plain weaving is preferred in that the denseness of the woven structure, the uniformity of physical properties and performance can be ensured.

  The woven fabric of the present invention can be produced using various looms used for weaving ordinary industrial woven fabrics. Examples of the loom include a shuttle loom, a water jet loom, an air jet loom, a rapier loom, and a projectile loom.

  Moreover, it is preferable that the textile fabric of the present invention has an air-impermeable material from the viewpoint that airtightness when used as an airbag can be secured. The air-impermeable material is a material that substantially prevents air from passing through, for example, as described below, and the air-impermeable material is the 8.27.1 A method in JIS L1096 “General Textile Test Method”. In (Fragile method), it means a measured value of 0.0. This material is applied from one side or both sides of the fabric by the method described later. This air-impermeable material may intervene on the surface of the woven fabric, the intersection of the yarn bundles constituting the base fabric, or the gap portion of the single fiber yarn.

  The material may be any material that is usually used for an airbag base fabric, and may satisfy heat resistance, wear resistance, adhesion to the base fabric, flame retardancy, non-adhesiveness, and the like. It ’s fine. For example, silicone resin or rubber, polyurethane resin or rubber (including silicone-modified and fluorine-modified), fluorine-based resin or rubber, chlorine-based resin or rubber, polyester-based resin or rubber, polyamide-based resin, epoxy-based resin, vinyl One kind or two or more kinds of resin, urea resin, phenol resin, etc. may be used. Of these, silicone resins are preferred in terms of heat resistance and flame retardancy.

  The application methods are 1) coating method (knife, kiss, reverse, comma, slot die, lip, etc.), 2) dipping method, 3) printing method (screen, roll, rotary, gravure, etc.), 4) transfer method ( Transfer), and 5) a laminating method. Among these, the coating method is preferable because the range of the application amount that can be set is large.

The amount applied is preferably 10 g / m ² or more on one side. Moreover, when it becomes layered, it is preferable that the thickness is 10 micrometers or more. The applied amount is less than one-sided 10 g / m ^2, or, when the thickness of the layer is thinner than 10 [mu] m, in it is difficult to obtain the required airtightness trend. Further, the upper limit is preferably a small amount within a range in which airtightness can be ensured, for example, 80 g / m ² or a thickness of 80 μm.

  In addition to the main material, the material includes various additives usually used for improving processability, adhesiveness, surface characteristics or durability, such as a crosslinking agent, an adhesion-imparting agent, and a reaction accelerator. , Reaction retarders, heat stabilizers, antioxidants, light stabilizers, anti-aging agents, lubricants, smoothing agents, anti-adhesive agents, pigments, water repellents, oil repellents, concealing agents such as titanium oxide, gloss imparting agents One or more flame retardants and plasticizers may be selected and mixed.

  The property of the material as a liquid is a solvent-free type, a solvent type, a water dispersion type, a water emulsification type, a water-soluble type, depending on the application amount, application method, workability and stability of the material, and required properties. What is necessary is just to select suitably from etc.

  In addition, various pretreatment agents for improving adhesion to the base fabric, adhesion improvers and the like may be added to the material, or pretreatment such as primer treatment may be applied to the surface of the base fabric in advance. . Furthermore, in order to improve the physical properties of the material, or to impart heat resistance, anti-aging properties, oxidation resistance, etc., after applying the material to the fabric, drying, crosslinking, vulcanization, etc. are treated with hot air and pressurized You may carry out by heat processing, high energy processing (a high frequency, an electron beam, ultraviolet rays, etc.).

  Moreover, the fabric of this invention produces the driver's seat airbag which is 600 mm in internal diameter, and the maximum internal pressure in an airbag at the time of a deployment test at normal temperature (25 degreeC) is 25 kPa or more.

  The fact that the maximum internal pressure during the deployment test is smaller than 25 kPa means that there are many gas leaks from the outer peripheral sewing portion and the airbag body base fabric during deployment, and the ability as a shock absorber is inferior. The maximum internal pressure is preferably 30 kPa or more. Further, the upper limit of the maximum internal pressure may be 50 kPa. In order to set the maximum internal pressure to 50 kPa or more, it is necessary to increase the strength of the fabric used for the airbag more than necessary, and it is difficult to reduce the fabric weight.

  As described above, the decrease in the internal pressure of the airbag is due to a gas leak, and this gas leak occurs when the non-coated base fabric is used, but also occurs due to gas escaping from the main body panel, particularly when the coated base fabric is used. In this case, the influence of what is generated from the opening portion of the sewing due to the impact of the unfolding and the misalignment portion of the base fabric near the sewing is large. When the airbag is deployed, this stitch opening (sliding of the sewing thread) first occurs, and then the base fabric is misaligned. Therefore, in order to maintain a high internal pressure, it is important to reduce the misalignment of the base fabric that occurs following the opening of the sewing portion. The misalignment of the base fabric is affected by the strength of the yarn and the tensile strength of the fabric in addition to the configuration of the fabric. Generally, when these are increased, the weight of the base fabric also increases. Therefore, in order to realize both light weight and high impact resistance, it is necessary to comprehensively consider these.

  The present invention is a light and high-strength woven fabric obtained from a high-strength fiber yarn that is a thin thread, and the maximum when an airbag obtained therefrom is subjected to a deployment test under predetermined conditions. By having an internal pressure of 25 kPa or more, the light weight and the ability to withstand initial rapid expansion in the deployment test affected by the hot gas from the inflator and deploy without damage, that is, high impact resistance, conflicting performance. The present invention provides a combined airbag.

  In addition, the expansion | deployment test in normal temperature (25 degreeC) is performed as follows.

First, a driver's seat airbag for testing is prepared.
Two circular main body panels having an outer diameter of φ640 mm are cut from the fabric prepared as the airbag base fabric. An inflator attachment port of φ67 mm is provided at the center of one main body panel, and two exhaust holes φ30 mm (a pair of left and right) are provided at a position 120 mm on a line 45 degrees obliquely above the center of the attachment port.

Further, as a reinforcing fabric, 35 g / m ² of silicone resin was applied to a non-coated base fabric having a weaving density of 21 / cm and a base fabric having a weaving density of 18 / cm and made using 470 dtex of nylon 66 fiber. The resulting coated base fabric is prepared. As the reinforcing cloth for the inflator attachment port, three pieces of the annular cloth A having an outer diameter of 210 mm and an inner diameter of 67 mm are cut from the non-coated base cloth and one from the coated base cloth. Further, as the exhaust hole reinforcing cloth, two annular cloths B having an outer diameter of 90 mm and an inner diameter of 30 mm are cut from the coated base cloth. Three non-coated annular fabrics A are overlapped on the inflator attachment port, sewn in a circle at positions of φ126 mm and φ188 mm from the inside, and one coated annular fabric A of the same shape is superimposed thereon, and four sheets at the position of φ75 mm The circular reinforcing fabric is sewn into a circular shape on the base fabric (or coated surface in the case of a coated fabric). Further, one annular cloth B is superimposed on each exhaust hole and sewn to the main body panel. The reinforcing cloths of the annular cloth A and the annular cloth B are overlapped so as to be shifted by 45 degrees from the thread axis of the main body panel to be sewn together.

  Around the inflator attachment port, bolt holes of φ5.5 mm are provided at four locations at a distance of 68 mm between the holes in a position parallel to the thread axis of the main body panel. To sew the annular reinforcing fabrics A and B on the main body panel, the upper thread is the 5th thread (equivalent to 1400 dtex) and the lower thread is the 8th thread (equivalent to 940 dtex) with the number of stitches of 3.5 stitches / cm To do. In addition, the two main panels are overlapped with the surface to which the annular cloth replenishment cloth is sewed being shifted by shifting the thread axis of the panel by 45 degrees, and the outer periphery of the two main panels is 2.4 mm between the stitch lines and the seam allowance is 20 mm. A circular air bag having an inner diameter of φ600 mm is created by sewing in two rows of double-ring stitches. Note that the sewing thread used for the outer periphery sewing uses the same combination of sewing threads as the above-described main sewing.

  Next, a module is assembled using the obtained airbag, Daicel inflator (model ZA, two-stage type, output 160 kpa / 220 kpa), fixing bracket and resin case. The module is subjected to a deployment test at 25 ° C., and the maximum bag internal pressure during deployment is measured.

  Note that the specification of the airbag used for the deployment test may be changed within a range that does not affect the internal pressure of the airbag.

  The specification, shape, and capacity of the airbag of the present invention may be selected according to the site to be placed, application, storage space, occupant impact absorption performance, inflator output, and the like.

  Further, in order to absorb energy when the occupant abuts, the airbag of the present invention has one or a plurality of exhaust holes, for example, a hole having a diameter of 10 mm to 80 mm or a hole having an equivalent area, or the exhaust performance thereof. Slits, membranes or valves corresponding to the above may be provided. Further, a reinforcing cloth may be joined and laminated around the exhaust hole.

  In order to suppress the protrusion of the airbag to the occupant and to control the thickness during inflation, a strap or gas flow adjustment cloth is provided on the inside of the airbag, and a belt-like cloth or restraining cloth called a flap is provided on the outside of the airbag. Also good.

  The airbag of the present invention is obtained by joining at least one base fabric (hereinafter simply referred to as a base fabric) obtained by cutting the fabric of the present invention into a desired shape. The number of base fabrics constituting the airbag is one or more. It is preferable that all of the base fabrics constituting the airbag are made of the woven fabric.

  The bonding between the base fabrics (in the case of a single sheet, the bonding of the outer peripheral portion) is performed only by stitching when performing the development test in the present invention, but actually, as described later, adhesion and welding are performed. Etc. may be used in combination.

  In addition, other joints such as a reinforcing cloth and a hanging strap may be fixed by any method such as sewing, adhesion, welding, weaving, knitting, or a combination thereof, and robustness and deployment as an airbag. What is necessary is just to satisfy the impact resistance at the time and the impact resistance performance of the passenger.

  The stitching may be performed by stitches that are applied to ordinary airbags such as main stitching, double ring stitching, one-sided stitching, over stitching, safety stitching, staggered stitching, and flat stitching. The thickness of the sewing thread may be 700 dtex (equivalent to 20th) to 2800 dtex (equivalent to 0th), and the number of stitches may be 2 to 10 stitches / cm. When multiple rows of stitch lines are required, the distance between the stitch lines should be about 2.2 mm to 8 mm, and a multi-needle type sewing machine should be used. If the sewing part distance is not long, a single needle sewing machine should be used. Multiple stitches may be sutured. In the case where a plurality of base fabrics are used as the airbag body, the plurality of base fabrics may be stacked and stitched one by one, or may be stitched one by one.

  Furthermore, if necessary, a sealant, adhesive or adhesive material is applied to the upper and / or lower part of the seam, between the seams, and the seam allowance part, etc., in order to prevent gas from leaking from the seams such as the peripheral stitching part. It may be spread or laminated.

  What is necessary is just to select suitably the sewing thread | yarn used for a sewing from what is generally called as a synthetic fiber sewing thread | yarn, and what is used as an industrial sewing thread | yarn. For example, nylon 6, nylon 66, nylon 46, polyester, polymer polyolefin, fluorine-containing, vinylon, aramid, carbon, glass, steel and the like may be used, and any of spun yarn, filament twisted yarn or filament resin processed yarn may be used.

  Further, depending on the characteristics of the inflator to be used, a heat-resistant protective cloth or a mechanical reinforcing cloth for protecting from the hot gas may be provided around the inflator outlet. These protective cloths and reinforcing cloths are made of heat-resistant materials such as heat-resistant fiber materials such as wholly aromatic polyamide fibers, wholly aromatic polyester fibers, PBO fibers, polyimide fibers, and fluorine-containing fibers. Alternatively, it is also possible to use a woven fabric that is separately prepared using a thread that is the same as the airbag body or thicker than the base fabric for the body. Moreover, you may use what gave the heat resistant coating | covering material to the textile fabric.

  The folding method for storing airbags is also the same as the driver's seat bag, left and right from the center, vertically folding folding from the center, folding folded from multiple directions toward the center, roll folding like a passenger seat bag, bellows Folding may be performed by folding, folding screen-like zigzag folding, a combination thereof, or alligator folding such as a side bag with a built-in seat.

  The airbag of the present invention includes various occupant protection bags, for example, front and rear collision protection for driver and passenger seats, side collision protection side bags, rear seat protection, rear-end collision protection headrest bags, Knee bags and foot bags for foot protection, mini bags for child protection (child seats), bags for air belts, passenger cars for pedestrian protection, commercial vehicles, buses, motorcycles, etc. If satisfied, it can be applied to various uses such as ships, trains / trains, airplanes, and amusement park facilities.

  Hereinafter, based on an Example, this invention is demonstrated further more concretely. In addition, the method of performance evaluation of the textile fabric for airbags and airbag characteristics performed in the Example is shown below.

(1) Fabric weight
The mass per unit area of the base fabric was determined by the method specified in 8.4.2 of JIS L-1096.

(2) Tensile strength
The tensile strength in the warp direction and the weft direction of the woven fabric was determined by the method defined in JIS L-1096 8.12.1A method (strip method), and the average value of warp and weft was calculated.

(3) Weight of airbag The obtained airbag was folded and the weight was measured.

(4) Bag deployment test In the airbag deployment test, a module was assembled using a Daicel inflator (model ZA, 2-stage type, output 160 kpa / 220 kpa), a fixture, and a resin case. The module was subjected to a deployment test at 25 ° C., the maximum bag internal pressure during deployment was measured, and the inflated state and the state of the airbag outer periphery sewn portion after deployment were observed.

The method for creating the driver airbag used for the evaluation is shown below.
(5) Method of creating airbag for driver's seat Two circular body panels having an outer diameter of φ640 mm were cut from a fabric prepared as a base fabric for airbag. An inflator attachment port of φ67 mm was provided at the center of one body panel, and two exhaust holes φ30 mm (a pair of left and right) were provided at a position 120 mm on a line 45 degrees obliquely from the center of the attachment port.

Further, as a reinforcing fabric, 35 g / m ² of silicone resin was applied to a non-coated base fabric having a weaving density of 21 / cm and a base fabric having a weaving density of 18 / cm and made using 470 dtex of nylon 66 fiber. The obtained coated base fabric was prepared. As the reinforcing cloth for the inflator attachment port, three pieces of the annular cloth A having an outer diameter of 210 mm and an inner diameter of 67 mm were cut from the non-coated base cloth and one from the coated base cloth. Further, as the exhaust hole reinforcing cloth, two annular cloths B having an outer diameter of 90 mm and an inner diameter of 30 mm were cut from the coated base cloth. Three non-coated annular fabrics A are overlapped on the inflator attachment port, sewn in a circular shape at positions of φ126 mm and φ188 mm from the inside, and one coated annular fabric A of the same shape is superimposed thereon, and four sheets at the position of φ75 mm The annular reinforcing fabric was sewn in a circular pattern to the main body base fabric (in the case of a coated base fabric, the coated surface side). In addition, one annular cloth B was superimposed on each exhaust hole and sewn to the main body panel. The reinforcing cloths of the annular cloth A and the annular cloth B were overlapped so as to be shifted by 45 degrees from the thread axis of the main body panel to be sewn together.

  Around the inflator attachment port, bolt holes of φ5.5 mm were provided in four places at a distance of 68 mm between the holes at positions parallel to the thread axis of the main body panel. To sew the annular reinforcing fabrics A and B onto the main body panel, the upper thread is the 5th thread (equivalent to 1400 dtex) and the lower thread is the 8th thread (equivalent to 940 dtex). Performed by sewing. In addition, the two main panels are overlapped with the surface to which the annular cloth replenishment cloth is sewed being shifted by shifting the thread axis of the panel by 45 degrees, and the outer periphery of the two main panels is 2.4 mm between the stitch lines and the seam allowance is 20 mm. A circular airbag with an inner diameter of φ600 mm was created by sewing with two rows of double-ring stitches. The same sewing thread combination as the above-described main sewing was used as the sewing thread for the outer periphery sewing.

Example 1
A plain woven fabric is prepared using 330 dtex / 96f (yarn strength 9.3 cN / dtex, single yarn fineness 3.4 dtex) of nylon 66 fiber for both warp and weft yarns, scoured and set, and the fabric of the present invention (non-coated) ) The weave density at this time was 25.2 pieces / cm in both warp and weft. The warp was glued with a polyvinyl alcohol resin (4% aqueous solution of GL-05 manufactured by Nippon Synthetic Chemical Industry) in a warper process. The obtained fabric characteristics were evaluated, and the airbag deployment test was performed by the method described above, and the airbag inflated state during deployment and the condition of the outer peripheral portion after deployment were observed.

  As shown in Table 1, the airbag using the obtained woven fabric was lightweight, and the maximum internal pressure of the airbag was as high as 31 kPa. Moreover, the behavior at the time of deployment was smooth, and the airbag after deployment was not damaged at the outer peripheral portion or the seam, or noticeably expanded (seam misalignment) at the seam.

Example 2
A plain woven fabric is prepared using 280 dtex / 72f (yarn strength 9.8 cN / dtex, single yarn fineness 3.9 dtex) of nylon 66 fiber for both the warp and the weft, and the fabric of the present invention (non-coated) is scoured and set. ) The warp yarn was glued according to Example 1. The woven density of the obtained woven fabric was 28.7 pieces / cm in both warp and weft. As shown in Table 1, the airbag using the obtained woven fabric was lightweight, and the maximum internal pressure of the airbag was as high as 33 kPa. Moreover, the behavior at the time of deployment was also smooth, and the airbag after deployment was not damaged at the outer peripheral portion or the seam or noticeably expanded (seam misalignment) at the seam.

Example 3
An airbag was prepared according to Example 2 except that a solvent-free silicone resin was applied to one side of the obtained plain woven fabric at 12 g / m ² to obtain a coated base fabric. The airbag using the obtained woven fabric was lightweight and the maximum internal pressure of the airbag was as high as 49 kpa. Moreover, the behavior at the time of deployment was smooth, and the airbag after deployment was not damaged at the outer peripheral portion or the seam, or noticeably expanded (seam misalignment) at the seam.

Comparative Example 1
A plain woven fabric is prepared using 470 dtex / 144f (yarn strength 8.5 cN / dtex, single yarn fineness 3.3 dtex) of nylon 66 fiber for both warp and weft, and a woven fabric (non-coated) is obtained by scouring and setting. It was. The woven density of the obtained woven fabric was 20.9 pieces / cm in both warp and weft. As shown in Table 1, although the airbag using the obtained woven fabric had a high maximum internal pressure and excellent impact resistance, the bag weight was very heavy and the object of the present invention could not be achieved.

Comparative Example 2
A plain woven fabric is prepared using 235 dtex / 72f (yarn strength 9.6 cN / dtex, single yarn fineness 3.3 dtex) of nylon 66 fiber for both warp and weft, and a woven fabric (non-coated) is obtained by scouring and setting. It was. The woven density of the obtained woven fabric was 28.7 pieces / cm in both warp and weft. Although the airbag using this woven fabric is lightweight, the maximum internal pressure is very low because it is broken from the outer peripheral sewn portion when deployed, and the impact resistance required for the airbag is insufficient.

Comparative Example 3
A plain woven fabric was prepared in accordance with Example 1 except that a yarn having a strength of 8.5 cN / dtex was used to obtain a woven fabric (non-coated). As shown in Table 1, the weight of the airbag using the obtained woven fabric was the same as that of Example 1, but the tensile strength was very low, and a part of the outer periphery sewn portion was broken during deployment. Therefore, the maximum internal pressure is very low, and the impact resistance required for the airbag is insufficient.

Claims (4)

A woven fabric used for an airbag formed by joining at least one woven fabric, the woven fabric comprising fiber yarns having a total fineness of 250 to 350 dtex and a strength of 9 cN / dtex or more, and a basis weight of 190 g / m ² or less. A fabric for an airbag, which has a tensile strength of 700 N / cm or more and has a maximum internal pressure of 25 kPa or more in a deployment test at 25 ° C. of a driver seat airbag having an inner diameter of 600 mm obtained from the fabric. The airbag fabric according to claim 1, wherein the maximum internal pressure is 30 kPa or more. The airbag fabric according to claim 1 or 2, wherein the fabric has an air-impermeable material on at least one side. The airbag which consists of the textile fabric for airbags of the said Claim 1, 2, or 3.