JP2015151051A - Air bag production method and air bag - Google Patents
Air bag production method and air bag Download PDFInfo
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- JP2015151051A JP2015151051A JP2014027730A JP2014027730A JP2015151051A JP 2015151051 A JP2015151051 A JP 2015151051A JP 2014027730 A JP2014027730 A JP 2014027730A JP 2014027730 A JP2014027730 A JP 2014027730A JP 2015151051 A JP2015151051 A JP 2015151051A
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Landscapes
- Air Bags (AREA)
Abstract
Description
本発明は、車両などに装備され、衝突や追突、横転などの衝撃から乗員の頭部などの身体を保護するためのエアバッグの製造方法およびエアバッグに関する。さらに詳しくは、膨出するエアバッグの厚さや形状を規制するためのテザーベルトを備えたエアバッグの製造方法およびエアバッグに関する。 The present invention relates to a method of manufacturing an airbag and an airbag for protecting a body such as an occupant's head from impacts such as a collision, a rear-end collision, and a rollover, which are mounted on a vehicle or the like. More specifically, the present invention relates to an airbag manufacturing method and an airbag including a tether belt for regulating the thickness and shape of an airbag that bulges.
車両が衝突した時の衝撃から乗員を保護する乗員保護用の安全装置として、車両へのエアバッグ装置搭載が普及している。とくに近年では、従来の運転席や助手席用のエアバッグ装置に加えて、側面衝突(側突)用エアバッグ装置や後部座席用エアバッグ装置も車両に搭載されるようになってきた。その中で側面衝突(側突)用エアバッグは、ドアと乗員の間に展開されて、頭部や体側部を乗員の着座位置や乗員のサイズによることなく適切に保護することが求められている。 As a safety device for protecting an occupant from an impact when a vehicle collides, an airbag device mounted on the vehicle is widely used. In particular, in recent years, in addition to the conventional airbag apparatus for the driver's seat and passenger's seat, a side collision (side collision) airbag apparatus and a rear seat airbag apparatus have been mounted on vehicles. Among them, the side collision (side collision) airbag is deployed between the door and the occupant, and the head and body side parts are required to be appropriately protected without depending on the seating position of the occupant or the size of the occupant. Yes.
乗員を保護するためには、展開時のエアバッグの厚みが重要となる。厚みが薄すぎる場合、乗員がエアバッグに接触した際の衝撃が吸収しきれないため、保護性能が低下する。逆に厚すぎる場合は、衝撃吸収性は十分であるが、容積が増加するため展開速度が低下する。乗員の着座位置や乗員のサイズによることなく適切に保護し、かつ迅速にエアバッグを展開させるためには、広い範囲にわたって適切な厚みとなるよう規制する必要がある。特に、側面衝突用エアバッグは面積が大きいものが多く、広範囲にわたって厚みを規制する方法が求められている。 In order to protect the occupant, the thickness of the airbag during deployment is important. When the thickness is too thin, the impact when the occupant comes into contact with the airbag cannot be absorbed, and the protection performance is reduced. On the other hand, if it is too thick, the shock absorption is sufficient, but the volume increases and the deployment speed decreases. In order to appropriately protect the passenger without depending on the seating position of the passenger and the size of the passenger, and to quickly deploy the airbag, it is necessary to regulate the thickness to be appropriate over a wide range. In particular, side impact airbags often have a large area, and a method for regulating the thickness over a wide range is required.
厚みを規制する方法として、例えば特許文献1には、車室外側部及び車室内側部のパネルを、上ストラップと下ストラップによって連結する手段や、1枚の規制布をコの字に折り連結する手段が記載されている。この文献に示される規制方法は、1点のストラップもしくは規制布を車室外側部パネルと車室内側部パネルの双方に連結する必要があるため、作業がし難い。 As a method for regulating the thickness, for example, Patent Document 1 discloses a means for connecting a panel on the vehicle exterior side and vehicle interior side with an upper strap and a lower strap, and folding and connecting one regulation cloth into a U-shape. Means for doing this are described. The regulation method shown in this document is difficult to work because it is necessary to connect one strap or regulation cloth to both the vehicle interior side panel and the vehicle interior side panel.
上記課題を解決する手段として、特許文献2には、2枚のエアバッグ本体布と2枚のテザーベルトを備え、一方のテザーベルトは一方の本体布に、他方のテザーベルトは他方の本体布に接着結合され、かつ一方のテザーベルトと他方のテザーベルトが複数箇所で交叉されている規制手段が記載されている。この規制手段は、テザーベルトが各々1枚の本体布とのみ結合される点において作業性は良いが、接着剤を塗布する設備を使用することが前提となっており、また接着の際の本体布やテザーベルトの重ね順が複雑である。また、テザーベルトが非常に大きく更には特異な形状であるため裁断ロスが多く材料効率が悪い。 As means for solving the above problems, Patent Document 2 includes two airbag main body cloths and two tether belts, one tether belt is bonded to one main body cloth, and the other tether belt is adhesively bonded to the other main body cloth. And a restricting means in which one tether belt and the other tether belt are crossed at a plurality of locations. This restricting means is good in workability in that each tether belt is coupled to only one main body cloth, but it is premised on the use of equipment for applying an adhesive, and the main body cloth is used for bonding. And the tether belt stacking order is complicated. Further, since the tether belt is very large and has a unique shape, the cutting efficiency is large and the material efficiency is poor.
本発明は、展開時のエアバッグの厚さを広範囲にわたって規制することができ、作業効率および材料効率がともに良好であるエアバッグの製造方法およびエアバッグを提供することを目的とする。 An object of the present invention is to provide an airbag manufacturing method and an airbag in which the thickness of the airbag at the time of deployment can be regulated over a wide range, and both work efficiency and material efficiency are good.
すなわち本発明は、1以上のテザーベルトAを接合した第1のパネルと、1以上のテザーベルトBを接合した第2のパネルとからなるエアバッグの製造方法であって、2か所以上接合されたテザーベルトAとテザーベルトBとを交差させた後、テザーベルトBの少なくとも一端をパネル外周部と共に縫合するエアバッグの製造方法に関する。 That is, the present invention is a method of manufacturing an airbag comprising a first panel in which one or more tether belts A are joined and a second panel in which one or more tether belts B are joined, and two or more places are joined. The present invention relates to an airbag manufacturing method in which at least one end of a tether belt B is sewn together with an outer peripheral portion of a panel after the tether belt A and the tether belt B are crossed.
本製造方法によれば、広範囲にわたってエアバッグの厚さを規制でき、パネルにテザーベルトを接合する作業と、テザーベルトを交差する作業は独立しており、さらにテザーベルトを接合した後にテザーベルトを交差させるため、テザーベルトを接合する際に他のパネルが障害になることが無く作業効率が良い。
また、単純な形状のテザーベルトを使用して構成できるため材料効率が良く、作業効率も良い。
According to this manufacturing method, the thickness of the airbag can be regulated over a wide range, the work of joining the tether belt to the panel and the work of crossing the tether belt are independent, and the tether belt is crossed after joining the tether belt, When joining the tether belt, other panels do not become an obstacle and work efficiency is good.
Further, since it can be configured using a tether belt having a simple shape, the material efficiency is good and the working efficiency is also good.
また、2か所以上を接合された1以上のテザーベルトAを有する第1のパネルと、少なくとも一端がフリーな状態である1以上のテザーベルトBを有する第2のパネルとが用いられ、テザーベルトBのフリーな端部が、第1のパネルとテザーベルトAとで形成されたループ内を通っており、且つ、第1のパネルと第2のパネルを接合するパネル外周部と共に縫合されているエアバッグに関する。
これによれば、広範囲にわたってエアバッグの厚さを規制でき、作業効率および材料効率がともに良い。
In addition, a first panel having one or more tether belts A joined at two or more locations and a second panel having one or more tether belts B having at least one end free are used. The airbag has a free end that passes through a loop formed by a first panel and a tether belt A, and is stitched together with a panel outer periphery that joins the first panel and the second panel. .
According to this, the thickness of the airbag can be regulated over a wide range, and both working efficiency and material efficiency are good.
本発明によれば、厚さを広範囲にわたって規制することができ、作業効率および材料効率がともに良好であるエアバッグの製造方法およびエアバッグを提供することが出来る。 ADVANTAGE OF THE INVENTION According to this invention, thickness can be regulated over a wide range, and the manufacturing method and airbag of an airbag with which both work efficiency and material efficiency are favorable can be provided.
以下、本発明の実施形態の一例について、図面を用いて説明する。なお、以下の説明は本発明の特定の実施形態を詳細に説明するものであり、本発明は係る実施形態のみに限定されるものではなく、本発明の範囲内にて他の種々の実施形態が可能である。 Hereinafter, an example of an embodiment of the present invention will be described with reference to the drawings. It should be noted that the following description is intended to describe specific embodiments of the present invention in detail, and the present invention is not limited to only such embodiments, and various other embodiments within the scope of the present invention. Is possible.
図1および図2はエアバッグの製造に用いるパネルの概略図であり、図3〜5は製造方法の説明をするための概略図、図6、7は得られたエアバッグの透視図、図8〜11はエアバッグの断面図である。 1 and 2 are schematic views of a panel used for manufacturing an airbag. FIGS. 3 to 5 are schematic diagrams for explaining a manufacturing method. FIGS. 6 and 7 are perspective views of the obtained airbag. 8 to 11 are sectional views of the airbag.
本発明では、1以上のテザーベルトAを接合した第1のパネルと、1以上のテザーベルトBを接合した第2のパネルとを用いる。具体的には、乗員側パネルと車壁側パネルの2枚のパネルを用いる。図1に示すように、テザーベルト3および4を、間隔をあけて並列に、縫製部a1〜a4にて乗員側パネル1に縫合する。一方、図2に示すように、車壁側パネル2の中央周辺部の縫製部bにて、テザーベルト5〜7を縫合する。この段階において、テザーベルト5〜7は中央周辺部のみが縫製部bにて固定されており、ベルトの両端は自由に動かせるフリーな状態である。
なお、テザーベルトの縫製部a1〜a4およびbに用いられる縫製糸は展開時に破断しないよう、繊度が940dtex以上であることが好ましい。
In the present invention, a first panel in which one or more tether belts A are joined and a second panel in which one or more tether belts B are joined are used. Specifically, two panels, an occupant side panel and a vehicle wall side panel, are used. As shown in FIG. 1, the tether belts 3 and 4 are sewn to the occupant side panel 1 at the sewing parts a1 to a4 in parallel at intervals. On the other hand, as shown in FIG. 2, the tether belts 5 to 7 are stitched at the sewing portion b at the center peripheral portion of the vehicle wall side panel 2. At this stage, only the center peripheral part of the tether belts 5 to 7 is fixed by the sewing part b, and both ends of the belt are in a free state in which they can be freely moved.
In addition, it is preferable that the fineness is 940 dtex or more so that the sewing thread used for the sewn portions a1 to a4 and b of the tether belt does not break when deployed.
図3に示すように、乗員側パネル1および車壁側パネル2をテザーベルト接合面が向かい合うように配置し、テザーベルト5〜7の両端をそれぞれ、テザーベルト3および4と乗員側パネル2の隙間にテザーベルト3および4の間から通して、テザーベルト同士を交差させ図4の状態にする。このとき、テザーベルト3、4とテザーベルト5〜7とが直角に交差している。 As shown in FIG. 3, the occupant side panel 1 and the vehicle wall side panel 2 are arranged so that the tether belt joining surfaces face each other, and both ends of the tether belts 5 to 7 are respectively inserted in the gaps between the tether belts 3 and 4 and the occupant side panel 2. Passing through between 3 and 4, the tether belts are crossed into the state of FIG. At this time, the tether belts 3 and 4 and the tether belts 5 to 7 intersect at right angles.
テザーベルトを交差させた後、図5のように、乗員側パネル1および車壁側パネル2の外周を外周縫製部zにて縫合し、袋体となす。この時、テザーベルト5〜7の両端部も同時に縫い込むことで、工数の削減が可能となり作業効率が良い。また、テザーベルト同士の交点を結合する必要がないため、さらに工数の削減が可能となる。
また、テザーベルトを直方形等の複雑でない形状で構成できるため、材料効率も良好である。
After crossing the tether belts, as shown in FIG. 5, the outer peripheries of the occupant side panel 1 and the vehicle wall side panel 2 are stitched together at the outer periphery sewing portion z to form a bag. At this time, since both ends of the tether belts 5 to 7 are also sewn simultaneously, the number of man-hours can be reduced and the working efficiency is good. Further, since it is not necessary to connect the intersections of the tether belts, the number of man-hours can be further reduced.
Further, since the tether belt can be formed in a non-complex shape such as a rectangular shape, the material efficiency is also good.
上記の製造方法により、図6のようなエアバッグが得られる。なお、図6は、エアバッグを乗員側から見たときの透視図である。図7は得られたエアバッグを車壁側から見たときの透視図である。縫製部は外部から確認できるもののみを図示し、テザーベルトの位置と交差の様子を透視によって示している。図示するように、乗員側パネルに接合されたテザーベルトと車壁側パネルに接合されたテザーベルトは互いに交差している。 The airbag as shown in FIG. 6 is obtained by the above manufacturing method. FIG. 6 is a perspective view of the airbag as viewed from the passenger side. FIG. 7 is a perspective view of the obtained airbag as viewed from the vehicle wall side. Only the sewing parts that can be confirmed from the outside are shown, and the position of the tether belt and the state of crossing are shown through. As shown in the drawing, the tether belt joined to the passenger side panel and the tether belt joined to the vehicle wall side panel intersect each other.
上述の例では、テザーベルト5〜7の中央周辺部を縫合しておき、両端部を外周縫製時に縫い込んでいるが、テザーベルトの一方の端部周辺を縫合しておき、他の一方の端部をテザーベルト3や4と乗車側パネル1との間に形成されたループ内に通すようにしても構わない。
また、上述の例では、テザーベルト3、4の両端部を予め縫製し、テザーベルト5〜7を外周縫製部に達する長さにして両端部を外周縫製時に縫い込んでいるが、タテ、ヨコの関係を逆にしてテザーベルト3および4の中央周辺部を縫合し両端部を外周縫製時に縫い込むようにしても構わない。
また、テザーベルトの接合手段は特に限定されず、縫製以外の接着、溶着であっても構わない。なかでも作業性の面で縫製が好ましい。
In the above example, the center peripheral part of the tether belts 5 to 7 is sewn and both ends are sewn at the time of the outer periphery sewing, but one end part of the tether belt is sewn and the other one end part is sewn. May be passed through a loop formed between the tether belts 3 and 4 and the boarding side panel 1.
Moreover, in the above-mentioned example, both ends of the tether belts 3 and 4 are sewn in advance, and the tether belts 5 to 7 are set to reach the outer periphery sewing portion, and both ends are sewn at the time of outer periphery sewing. On the other hand, the center peripheral part of the tether belts 3 and 4 may be sewn and both end parts may be sewn at the time of outer circumference sewing.
Moreover, the joining means of the tether belt is not particularly limited, and may be bonding or welding other than sewing. Of these, sewing is preferable in terms of workability.
乗員側パネル1に接合するテザーベルトの幅は、外周縫製に接しない範囲であれば特に限定されることはないが、展開時の衝撃で破断しないよう50mm以上であることが好ましい。また、乗員側パネル1に接合する複数のテザーベルトの間隔はそれぞれ、10mmから60mmであることが好ましい。10mmより狭い場合作業性が悪くなるおそれがあり、60mmより広いと形状が十分に制御できないおそれがある。 The width of the tether belt to be joined to the occupant side panel 1 is not particularly limited as long as it does not come into contact with the outer periphery sewing, but it is preferably 50 mm or more so as not to be broken by an impact during deployment. Moreover, it is preferable that the space | interval of the several tether belt joined to the passenger | crew side panel 1 is 10 mm to 60 mm, respectively. When it is narrower than 10 mm, workability may be deteriorated, and when it is larger than 60 mm, the shape may not be sufficiently controlled.
車壁側パネル2に接合するテザーベルトの幅は、外周縫製や隣のテザーベルトに接しない範囲であれば特に限定されることはないが、展開時の衝撃で破断しないよう50mm以上であることが好ましい。 The width of the tether belt to be joined to the vehicle wall side panel 2 is not particularly limited as long as it does not contact the outer periphery sewing or the adjacent tether belt, but is preferably 50 mm or more so as not to be broken by an impact at the time of deployment. .
乗員側パネル1にテザーベルトを接合する際の接合箇所の数は、車壁側パネル2に接合するテザーベルトの本数に対して1多いことが好ましく、接合と接合の間に全てテザーベルトが交差されている事が好ましい。また、接合の間隔は50mmから150mmであることが好ましい。50mmより狭い場合は、交差させるテザーベルトの幅を50mmより細くする必要があるため強度が低下する恐れがあり、150mmを超えると形状が十分に制御されない。 The number of joining portions when joining the tether belt to the occupant side panel 1 is preferably one more than the number of tether belts joined to the vehicle wall side panel 2, and all the tether belts intersect between the joining and joining. Things are preferable. Further, the bonding interval is preferably 50 mm to 150 mm. If it is narrower than 50 mm, the width of the intersecting tether belt needs to be made thinner than 50 mm, so that the strength may be lowered. If it exceeds 150 mm, the shape is not sufficiently controlled.
また、テザーベルトの数やテザーベルトの接合位置等の条件を本発明の思想を妨げない範囲で適宜変更することができる。エアバッグの形状や所望の厚さに合わせて、テザーベルトの数や接合位置、交差位置を設計できる。テザーベルトの形状についても帯状だけでなく紐状も使用できる。 In addition, conditions such as the number of tether belts and the joining positions of the tether belts can be changed as appropriate without departing from the spirit of the present invention. The number of tether belts, the joining position, and the intersection position can be designed according to the shape and desired thickness of the airbag. As for the shape of the tether belt, not only a belt shape but also a string shape can be used.
図8および図9は、図6におけるX−X線での断面の展開前後の図、また、図10及び図11はY−Y線での断面の展開前後の図である。図9および図11に示すように、エアバッグの展開によって、テザーベルトは交差部位で干渉しあい、バッグが必要以上に厚くならないようその形状を規制する。 8 and 9 are views before and after the development of the cross section taken along the line XX in FIG. 6, and FIGS. 10 and 11 are views before and after the development of the cross section taken along the line YY. As shown in FIGS. 9 and 11, the airbag is deployed so that the tether belts interfere with each other at the crossing points and restrict the shape of the bag so that it does not become thicker than necessary.
本発明のエアバッグに用いられる基布としては繊維布帛が用いられる。ここで繊維布帛とは、繊維糸条を用いて製織される織物、繊維糸条を用いて製編される編物および不織布を意味する。 A fiber fabric is used as the base fabric used in the airbag of the present invention. Here, the fiber fabric means a woven fabric woven using fiber yarns, a knitted fabric and a non-woven fabric knitted using fiber yarns.
繊維布帛を構成する繊維は、天然繊維、化学繊維、無機繊維など、とくに限定するものではない。たとえば、ナイロン6、ナイロン66、ナイロン46、ナイロン610、ナイロン612などの単独またはこれらの共重合、混合により得られる脂肪族ポリアミド繊維、ナイロン6T、ナイロン6I、ナイロン9Tに代表される脂肪族アミンと芳香族カルボン酸の共重合ポリアミド繊維、ポリエチレンテレフタレート、ポリトリメチレンテレフタレート、ポリブチレンテレフタレート、ポリエチレンナフタレートなどの単独またはこれらの共重合、混合によって得られるポリエステル繊維、超高分子量ポリオレフィン系繊維、ビニリデン、ポリ塩化ビニルなどの含塩素系繊維、ポリテトラフルオロエチレンを含む含フッ素系繊維、ポリアセタール系繊維、ポリサルフォン系繊維、ポリフェニレンサルファイド系繊維(PPS)、ポリエーテルエーテルケトン系繊維(PEEK)、全芳香族ポリアミド系繊維、全芳香族ポリエステル系繊維、ポリイミド系繊維、ポリエーテルイミド系繊維、ポリパラフェニレンベンズビスオキサゾール系繊維(PBO)、ビニロン系繊維、アクリル系繊維、セルロース系繊維、炭化珪素系繊維、アルミナ系繊維、ガラス系繊維、カーボン系繊維、スチール系繊維などから適宜、1種または2種以上を選定すればよい。なかでも、汎用性があり、基布の製造工程、基布物性などの点から、合成繊維フィラメントが好ましい。とくには、物理特性、耐久性、耐熱性などの点からナイロン66繊維が好ましい。また、リサイクルの観点からは、ポリエステル系繊維、ナイロン6繊維も好ましい。 The fibers constituting the fiber fabric are not particularly limited, such as natural fibers, chemical fibers, and inorganic fibers. 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, Nylon 9T and aliphatic amines represented by Copolymerized polyamide fiber of aromatic carboxylic acid, polyethylene terephthalate, polytrimethylene terephthalate, polybutylene terephthalate, polyethylene naphthalate alone or a copolymer thereof, polyester fiber obtained by mixing, ultrahigh molecular weight polyolefin fiber, vinylidene, Chlorine-containing fibers such as polyvinyl chloride, fluorine-containing fibers containing polytetrafluoroethylene, polyacetal fibers, polysulfone fibers, polyphenylene sulfide fibers (PPS), polyethers -Terketone fiber (PEEK), wholly aromatic polyamide fiber, wholly aromatic polyester fiber, polyimide fiber, polyetherimide fiber, polyparaphenylene benzbisoxazole fiber (PBO), vinylon fiber, acrylic fiber One type or two or more types may be appropriately selected from cellulose fibers, silicon carbide fibers, alumina fibers, glass fibers, carbon fibers, steel fibers, and the like. Of these, synthetic fiber filaments are preferred from the viewpoints of versatility and the production process of the base fabric and physical properties of the base fabric. In particular, nylon 66 fiber is preferable from the viewpoints of physical properties, durability, heat resistance, and the like. From the viewpoint of recycling, polyester fibers and nylon 6 fibers are also preferable.
これら繊維には、紡糸性や、加工性、耐久性などを改善するために通常使用されている各種の添加剤、たとえば、耐熱安定剤、酸化防止剤、耐光安定剤、老化防止剤、潤滑剤、平滑剤、顔料、撥水剤、撥油剤、酸化チタンなどの隠蔽剤、光沢付与剤、難燃剤、可塑剤などの1種または2種以上を使用してもよい。また、カラミ織を製織する上で望ましい場合には、加撚、嵩高加工、捲縮加工、捲回加工、糊付け加工などの加工を施してもよい。さらに、糸条の形態は、長繊維フィラメント以外に、短繊維の紡績糸、これらの複合糸などを用いてもよい。 These fibers include various additives that are usually used to improve spinnability, processability, durability, etc., such as heat stabilizers, antioxidants, light stabilizers, anti-aging agents, and lubricants. One or more of 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. In addition, when it is desirable to weave the calami weave, processing such as twisting, bulking, crimping, winding, or gluing may be performed. Further, as the form of the yarn, in addition to the long fiber filament, a spun yarn of short fibers, a composite yarn of these, or the like may be used.
たとえば、前記繊維布帛が織物の場合は、平織、斜子織(バスケット織)、格子織(リップストップ織)、綾織、畝織、絡み織、模紗織、あるいはこれらの複合組織などいずれでもよい。必要に応じて、経糸、緯糸の二軸以外に、斜め60度を含む多軸設計としてもよく、その場合の糸の配列は、経糸または緯糸と同じ配列に準じればよい。なかでも構造の緻密さ、物理特性や性能の均等性が確保できる点で、平織が好ましい。 For example, when the fiber fabric is a woven fabric, it may be a plain weave, an oblique weave (basket weave), a lattice weave (ripstop weave), a twill weave, a knot weave, an entangled weave, an imitation weave, or a composite structure thereof. If necessary, in addition to the two axes of warp and weft, a multi-axis design including 60 degrees obliquely may be used, and the arrangement of the threads in this case may be the same as that of the warp or weft. Of these, plain weaving is preferable in that the denseness of the structure, the uniformity of physical properties and performance can be ensured.
織物の製造は、通常の工業用織物を製織するのに用いられる各種織機から適宜選定すればよく、たとえば、シャトル織機、ウォータージェット織機、エアージェット織機、レピア織機、プロジェクタイル織機などから選定すればよい。 Fabric production may be selected as appropriate from various looms used for weaving ordinary industrial fabrics, for example, shuttle looms, water jet looms, air jet looms, rapier looms, and projectile looms. Good.
前記繊維布帛が編物の場合は、シングルトリコット編、シングルコード編、シングルアトラス編などのたて編や、平編、ゴム編、パール編などのよこ編、などの編組織を単独またはそれらを組み合わせた二重組織などからなるものがあげられる。また、前記繊維布帛が不織布の場合は、ケミカルボンド、サーマルボンド、ニードルパンチ、スパンレース、ステッチボンド、スパンボンド、メルトブロー、湿式などにより製造されるものがあげられる。 When the fiber fabric is a knitted fabric, a single knitting structure such as a single knitting such as a single tricot knitting, a single cord knitting, a single atlas knitting, a weft knitting such as a flat knitting, a rubber knitting or a pearl knitting, or a combination thereof And those composed of double tissues. Moreover, when the said fiber fabric is a nonwoven fabric, what is manufactured by a chemical bond, a thermal bond, a needle punch, a spunlace, a stitch bond, a spun bond, a melt blow, wet, etc. is mention | raise | lifted.
前記基布を構成する糸の単糸繊度は、同じでも異なってもいずれでもよく、たとえば、0.5〜8dtexの範囲であることが好ましい。また、単糸の強度も、5.4cN/dtex以上であることが好ましく、8cN/dtex以上であることがより好ましい。また、これら繊維の単糸の断面形状も、円形、楕円、扁平、多角形、中空、その他の異型など、布帛の製造、得られた布帛の物性に支障のない範囲で適宜選定すればよい。また、太さや断面形状などが異なる複数の糸を、合糸、撚り合わせなどにより一体化したものを用いてもよい。 The single yarn fineness of the yarn constituting the base fabric may be the same or different, and is preferably in the range of 0.5 to 8 dtex, for example. Further, the strength of the single yarn is also preferably 5.4 cN / dtex or more, and more preferably 8 cN / dtex or more. Further, the cross-sectional shape of the single yarn of these fibers may be appropriately selected within a range that does not hinder the production of the fabric and the physical properties of the obtained fabric, such as a circle, an ellipse, a flat, a polygon, a hollow, and other irregular shapes. Moreover, you may use what integrated several thread | yarns from which thickness, cross-sectional shape, etc. differ by a combined yarn, twisting.
前記繊維の総繊度は、150〜1000dtexであることが好ましく、235〜700dtexであることがより好ましい。150dtex未満ではエアバッグに求められる強度が得られにくい傾向にあり、1000dtexより大きくなると、重量が大きくなりすぎると同時に、基布の厚みが増大しバッグの収納性が悪くなるおそれがある。 The total fineness of the fibers is preferably 150 to 1000 dtex, and more preferably 235 to 700 dtex. If it is less than 150 dtex, the strength required for the airbag tends to be difficult to obtain. If it exceeds 1000 dtex, the weight becomes too large, and the thickness of the base fabric may increase, resulting in poor bag storage.
前記基布は、目付けが190g/m2以下、引張強力が600N/cm以上であることが好ましい。目付けと引張強力がこの範囲であれば、軽くて物理特性に優れているといえる。なお、ここでいう目付けは、後述する不通気処理剤を塗布する前の未加工の状態の基布重量をいう。 The base fabric preferably has a basis weight of 190 g / m 2 or less and a tensile strength of 600 N / cm or more. If the basis weight and tensile strength are within this range, it can be said that it is light and excellent in physical properties. Here, the basis weight refers to the weight of the base fabric in an unprocessed state before application of an air permeability treatment agent to be described later.
前記基布が織物である場合のカバーファクターは、1500〜2500であることが好ましい。カバーファクターが1500より小さいと、織物の開口部が大きくなるためバッグの気密性を得ることが困難となり、またカバーファクターが2500より大きいと、織物の厚みが増大し、バッグの収納性が悪くなるおそれがある。ここで、カバーファクターとは基布のタテ糸総繊度をD1(dtex)、タテ糸密度をN1(本/2.54cm)とし、ヨコ糸総繊度をD2(dtex)、ヨコ糸密度をN2(本/2.54cm)とすると(D1×0.9)1/2×N1+(D2×0.9)1/2×N2で表される。 The cover factor when the base fabric is a woven fabric is preferably 1500 to 2500. If the cover factor is smaller than 1500, it becomes difficult to obtain the airtightness of the bag because the opening of the fabric becomes larger. If the cover factor is larger than 2500, the thickness of the fabric increases and the bag storage property becomes worse. There is a fear. Here, the cover factor means that the warp yarn total fineness is D 1 (dtex), the warp yarn density is N 1 (lines / 2.54 cm), the weft total fineness is D 2 (dtex), and the weft yarn density Is N 2 (lines / 2.54 cm), (D 1 × 0.9) 1/2 × N 1 + (D 2 × 0.9) 1/2 × N 2 .
また、前記基布は精練および熱処理を施されたものであってもよい。 The base fabric may be subjected to scouring and heat treatment.
また、基布には、インフレータの性能やバッグ容量、使用部位などによって、ゴムや樹脂などを積層塗布して不通気性加工を施したものを使用してもよい。その目的から、樹脂は、少なくとも基布の片面全面に付着しているが、基布表面、基布を構成する糸束の間隙部、または、繊維単糸の間隙部など、いずれに介在していてもよい。耐熱性、および、基布に外力が加わっても被膜の損傷が抑えられるという理由により、樹脂層を有する面同士を接合して、被覆面が内側になるようにエアバッグを作製することが好ましい。 Further, as the base fabric, a fabric that has been subjected to an air-impermeable process by laminating and applying rubber, resin, or the like depending on the performance of the inflator, the bag capacity, the use site, or the like may be used. For that purpose, the resin adheres to at least the entire surface of one side of the base fabric, but is not present on the surface of the base fabric, the gap of the yarn bundle constituting the base fabric, or the gap of the single fiber yarn. Also good. It is preferable to fabricate the airbag so that the coated surfaces are inside by joining the surfaces having the resin layer, because of the heat resistance and that the damage to the coating can be suppressed even when an external force is applied to the base fabric. .
前記樹脂としては、たとえば、クロロプレンゴム、ハイバロンゴム、フッ素ゴムなどの含ハロゲンゴム、シリコーンゴム、エチレンプロピレンゴム、エチレンプロピレン三元共重合ゴム、ニトリルブタジエンゴム、スチレンブタジエンゴム、イソブチレンイソプレンゴム、ウレタンゴムおよびアクリルゴムなどのゴム類、および、塩化ビニル樹脂、塩化ビニリデン樹脂、塩素化ポリオレフィン樹脂およびフッ素樹脂などの含ハロゲン樹脂、ウレタン樹脂、アクリル樹脂、エステル樹脂、アミド樹脂、オレフィン樹脂およびシリコーン樹脂などの樹脂類があげられ、これらは単独または併用して使用される。なかでも、可撓性、耐熱性および耐候性に優れる点で、シリコーンゴムおよびシリコーン樹脂が好ましい。 Examples of the resin include halogen-containing rubbers such as chloroprene rubber, high baron rubber, and fluorine rubber, silicone rubber, ethylene propylene rubber, ethylene propylene terpolymer rubber, nitrile butadiene rubber, styrene butadiene rubber, isobutylene isoprene rubber, urethane rubber, and the like. Rubbers such as acrylic rubber, and halogen-containing resins such as vinyl chloride resin, vinylidene chloride resin, chlorinated polyolefin resin and fluorine resin, resins such as urethane resin, acrylic resin, ester resin, amide resin, olefin resin and silicone resin These are used alone or in combination. Of these, silicone rubber and silicone resin are preferable in terms of excellent flexibility, heat resistance, and weather resistance.
被覆方法としては、1)コーティング法(ナイフ、キス、リバース、コンマ、スロットダイおよびリップなど)、2)浸漬法、3)印捺法(スクリーン、ロール、ロータリーおよびグラビアなど)、4)転写法(トランスファー)、5)ラミネート法、および6)スプレーなどにて噴霧する方法などがあげられる。なかでも、設定できる付与量の幅が大きい点で、コーティング法が好ましい。 As coating methods, 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, etc. (Transfer), 5) Laminating method, and 6) Spraying method. Among these, the coating method is preferable because the range of the application amount that can be set is large.
また、塗布量としては、5〜60g/m2が好ましい。塗布量が5g/m2より少ないと、基布の通気性が高くなるため、バッグの気密性に問題が発生するおそれがあり、また塗布量が60g/m2より多いと、基布の厚みが厚くなってバッグの収納性に問題が発生するおそれがある。 Moreover, as an application quantity, 5-60 g / m < 2 > is preferable. If the coating amount is less than 5 g / m 2 , the air permeability of the base fabric is increased, which may cause a problem in the airtightness of the bag. If the coating amount is more than 60 g / m 2 , the thickness of the base fabric is increased. This may increase the thickness of the bag and cause problems with the bag storage.
また、各乗員側布とインフレータ側布との接合、あるいは補強布の接合は、縫製、接着、溶着、製織、製編あるいはこれらの併用など、いずれの方法によってもよく、エアバッグとしての堅牢性、展開時の耐衝撃性、乗員の耐衝撃性能などを満足するものであればよい。 In addition, each occupant side fabric and inflator side fabric can be joined to each other, or the reinforcing fabric can be joined by any method such as sewing, adhesion, welding, weaving, knitting, or a combination thereof, and robustness as an airbag. As long as it satisfies the impact resistance at the time of deployment and the impact resistance performance of the occupant.
縫製は、本縫い、二重環縫い、片伏せ縫い、かがり縫い、安全縫い、千鳥縫い、扁平縫いなどの通常のエアバッグに適用されている縫い目により行えばよい。また、縫製糸の繊度は、235dtex(50番手相当)〜2800dtex(0番手相当)、運針数は2〜10針/cmとすればよい。複数列の縫い目線が必要な場合は、縫い目線間の距離は2.2mm〜8mm程度として、多針型ミシンを用いればよいが、縫製部距離が長くない場合には、1本針ミシンで複数回縫合してもよい。 The sewing may be performed by seams applied to ordinary airbags such as main stitching, double chain stitching, one-sided stitching, overcasting stitching, safety stitching, staggered stitching, and flat stitching. The fineness of the sewing thread may be 235 dtex (equivalent to 50th) 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.
さらに、必要に応じて、外周縫製部などの縫い目からのガス抜けを防ぐために、シール剤などを、縫い目の上部および/または下部、縫い目の間、縫い代部などに塗布、散布または積層して目止めしてもよい。 Furthermore, if necessary, a sealant or the like is applied, spread or laminated on the upper and / or lower portions of the seam, between the seams, the seam allowances, etc. in order to prevent gas from leaking from the seams such as the outer periphery seam. You may stop it.
外周縫製部およびテザーベルトの縫合に使用する縫製糸は、一般に化合繊縫い糸と呼ばれるものや工業用縫い糸として使用されているものの中から適宜選定すればよい。たとえば、ナイロン6、ナイロン66、ナイロン46、ポリエステル、高分子ポリオレフィン、含フッ素、ビニロン、アラミド、カーボン、ガラス、スチールなどがあり、紡績糸、フィラメント合撚糸またはフィラメント樹脂加工糸のいずれでもよい。 What is necessary is just to select suitably the sewing thread | yarn used for a sewing of an outer periphery sewing part and a tether belt from what is generally called 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.
また、前記の通り、使用するインフレータの特性に応じて、インフレータ取付口周囲に熱ガスから保護するための耐熱保護布や力学的な補強布を設けてもよい。これらの保護布や補強布は、布自体が耐熱性の材料、たとえば、全芳香族ポリアミド繊維、全芳香族ポリエステル繊維、PBO繊維、ポリイミド繊維、含フッ素系繊維などの耐熱性繊維材料を用いてもよいし、エアバッグ本体と同じか本体用基布より太い糸を用いて別途作成した織物を用いてもよい。また、織物に耐熱性被覆材を施したものを用いてもよい。 In addition, as described above, a heat-resistant protective cloth or a mechanical reinforcing cloth for protecting from the hot gas may be provided around the inflator attachment port according to the characteristics of the inflator to be used. 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. Moreover, you may use what gave the heat resistant coating | covering material to the textile fabric.
1 乗員側パネル
2 車壁側パネル
3、4 乗員側パネルに接合されるテザーベルト
5、6、7 車壁側パネルに接合されるテザーベルト
a 乗員側パネルにテザーベルトを接合する縫製部
b 車壁側パネルにテザーベルトを接合する縫製部
z 外周縫製部
1 Crew panel
2 Wall side panel
3, 4 Tether belt joined to passenger side panel
5, 6, 7 Tether belt joined to the vehicle side panel
a Sewing part for joining the tether belt to the passenger side panel
b Sewing part for joining tether belt to vehicle wall side panel
z Peripheral sewing part
Claims (3)
2か所以上接合されたテザーベルトAとテザーベルトBとを交差させた後、テザーベルトBの少なくとも一端をパネル外周部と共に縫合することを特徴とするエアバッグの製造方法。 A manufacturing method of an airbag comprising a first panel in which one or more tether belts A are joined and a second panel in which one or more tether belts B are joined,
A method for manufacturing an airbag, comprising crossing tether belt A and tether belt B joined at two or more locations, and then stitching at least one end of tether belt B together with the outer peripheral portion of the panel.
テザーベルトBのフリーな端部が、第1のパネルとテザーベルトAとで形成されたループ内を通っており、且つ、第1のパネルと第2のパネルを接合するパネル外周部と共に縫合されていることを特徴とするエアバッグ。 A first panel having one or more tether belts A joined at two or more locations, and a second panel having one or more tether belts B in which at least one end is free;
The free end of the tether belt B passes through the loop formed by the first panel and the tether belt A, and is sewn together with the panel outer periphery that joins the first panel and the second panel. An airbag characterized by that.
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JPH06286543A (en) * | 1993-03-31 | 1994-10-11 | Takata Kk | Air bag |
JPH07125585A (en) * | 1993-10-29 | 1995-05-16 | Toyoda Gosei Co Ltd | Air bag and unit thereof |
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JP2001310696A (en) * | 2000-04-28 | 2001-11-06 | Takata Corp | Air bag and air bag device using the same |
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