WO2009003854A2 - Airbag pour motocyclette, motocyclette équipée d'un tel airbag, procédé pour la fabrication d'un airbag de motocyclette et procédé de protection d'un conducteur d'une motocyclette en cas d'accident - Google Patents

Airbag pour motocyclette, motocyclette équipée d'un tel airbag, procédé pour la fabrication d'un airbag de motocyclette et procédé de protection d'un conducteur d'une motocyclette en cas d'accident Download PDF

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Publication number
WO2009003854A2
WO2009003854A2 PCT/EP2008/057837 EP2008057837W WO2009003854A2 WO 2009003854 A2 WO2009003854 A2 WO 2009003854A2 EP 2008057837 W EP2008057837 W EP 2008057837W WO 2009003854 A2 WO2009003854 A2 WO 2009003854A2
Authority
WO
WIPO (PCT)
Prior art keywords
airbag
gas bag
motorcycle
driver
areas
Prior art date
Application number
PCT/EP2008/057837
Other languages
German (de)
English (en)
Other versions
WO2009003854A3 (fr
Inventor
Frank Wollny
Nick Eckert
Original Assignee
Takata-Petri Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102007050885A external-priority patent/DE102007050885A1/de
Priority claimed from DE102007063409A external-priority patent/DE102007063409A1/de
Application filed by Takata-Petri Ag filed Critical Takata-Petri Ag
Publication of WO2009003854A2 publication Critical patent/WO2009003854A2/fr
Publication of WO2009003854A3 publication Critical patent/WO2009003854A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/233—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/2334—Expansion control features
    • B60R21/2338—Tethers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J27/00—Safety equipment
    • B62J27/20—Airbags specially adapted for motorcycles or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/233—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other
    • B60R2021/23316—Inner seams, e.g. creating separate compartments or used as tethering means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/2334—Expansion control features
    • B60R21/2338—Tethers
    • B60R2021/23386—External tether means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/235—Inflatable members characterised by their material
    • B60R2021/23533—Inflatable members characterised by their material characterised by the manufacturing process
    • B60R2021/23538—Sewing

Definitions

  • the invention relates to motorcycle gas bags, motorcycles with such gas bags, a method for producing a motorcycle gas bag and method for protecting a driver of a motorcycle in the event of a crash.
  • Airbag module is located so that in the event of a crash the risk of airbag deployment is such that the driver is not ideally protected and possibly even injured by the airbag. Such situations are referred to in the automotive field as "out of position (oop)." In sporty motorcycles and at high
  • the invention has for its object to provide motorcycle gas bags and associated motorcycles and manufacturing methods and methods for protecting a driver, which solve or reduce the problems described.
  • the indentation extends horizontally in one embodiment and subdivides the gas bag into two areas, an upper gas bag area and a lower gas bag area.
  • Airbag areas can be designed with different body parts or areas of the
  • the indentation itself can provide a soft impact by the driver at least partially immersed in the indentation.
  • the two gas bag areas are connected in one embodiment of the invention by holding means with each other. In one embodiment, they are further connected directly or indirectly to the vehicle body.
  • the holding means are used to fix the position of the two areas to each other and in relation to the vehicle to ensure the necessary retention in the event of a crash for the invading driver. They determine the internal pressure, the stability, the shape and the height of the airbag or can contribute to the adjustment of these values.
  • the holding means are formed for example as straps or tethers.
  • two bubbles (the two gas bag areas) are created which are at a certain angle to each other. Between the two bubbles, the bulge that faces the driver is formed. The angle of the two bubbles to each other is determined by the holding means.
  • the production of such a gas bag can be effected by two two-dimensional plates or gas bag layers are placed on each other and sewn together. Subsequently, the gas bag is folded once transverse to a longitudinal axis of the two gas bag layers, preferably in the middle, and the ends with holding means, such as. As bands, connected together, for example sewn together. At the lower gas bag layer, a blowing mouth is formed for the gas of a gas generator. The once folded airbag is then arranged in such a motorcycle that form when inflated the airbag in the event of triggering two angularly arranged bubble-like areas or airbag areas, which form between the driver facing or away from indentation.
  • the gas bag provided by the invention with two gas bag areas and an indentation extending therebetween provides efficient support for a motorcyclist.
  • the gas bag areas allow the gas bag to interact with and hold the motorcycle rider at various points.
  • the upper portion provides support in the area of the head and shoulders and the lower portion provides support in the area of the trunk.
  • a motorcycle gas bag which is designed and fixed to the vehicle body such that it can be rotated about its fixation on the vehicle body at least immediately after inflation. This rotational movement or rotation can be used to impose a certain kinematics on a colliding driver when lifting from the seat in the event of a crash, thereby directing it over an obstacle located in front of the motorcycle.
  • the gas bag is fixed in an embodiment immediately after inflation exclusively on or in the front tank area, in particular directly in front of the handlebar on the vehicle body of the motorcycle.
  • a further fixation of the gas bag, for example by tethers is not available immediately after inflation.
  • the fixation of the gas bag takes place, for example, in the region of the inflation mouth of the gas bag.
  • the gas bag is designed in such a variant and fixed to the vehicle body, that it assumes a first position immediately after inflation from which it is rotatable in a second position, wherein the rotational movement takes place in the direction of travel.
  • the gas bag is formed in the first position adjacent to the driver, so that the driver can come into contact with the gas bag in the first position in the event of a crash due to the vehicle deceleration.
  • a method of protecting a driver of a motorcycle in the event of a crash includes the following steps:
  • the airbag immediately after inflation occupies a first position from which it is rotatable to a second position, and wherein the first position adjacent to Driver lies, contact the driver with the gas bag as a result of the vehicle deceleration in the crash while the gas bag is in the first position,
  • the braking takes place for example by vehicle components such as trim parts or parts of the handlebar and / or by tethers that act on the airbag only in the second position.
  • the driver standing in contact with the gas bag experiences a vertical speed component as a result of the rotation of the gas bag.
  • This is a natural process when the airbag rotates in the direction of travel and results in a kind of ramp being formed, along which the driver standing up from the bench moves.
  • the driver loses contact with the gas bag and is guided on the basis of the obtained vertical speed component on an obstacle located in front of the motorcycle.
  • About the internal pressure in the gas bag can be determined how steep the driver's curve is.
  • a motorcycle airbag which is designed and arranged so that it unfolds in a first deployment phase substantially in the horizontal direction relative to the roadway plane and in a second deployment phase substantially in the vertical direction. This particularly enables effective airbag deployment for riders who are in a prone position on the motorcycle.
  • the gas bag is designed such that it has an airbag area which unfolds in the horizontal direction in the first deployment phase above the tank of the motorcycle, wherein this airbag area is filled with gas only in the second deployment phase.
  • the gas bag has an airbag area, which also unfolds in the first deployment phase above the tank of the motorcycle in the horizontal direction, but is not filled with gas and formed, for example, as a membrane. In both cases, there is a flat deployment in the horizontal direction of the gas bag in the initial phase of deployment, wherein the airbag between the tank area and the driver is pulled, even if this is in a bent driving position.
  • the gas bag has two airbag areas, with respect to the longitudinal axis of the motorcycle, between which the gas bag area deploying above the motorcycle tank is designed as a middle gas bag area, wherein only the lateral gas bag areas are filled with gas in the first deployment phase and these are thereby filled unfold predominantly in or against the direction of travel.
  • the lateral airbag areas are in flow communication via an intermediate area and together form a U-shaped contour in the first deployment phase in plan view.
  • a method for protecting a rider of a motorcycle in the event of a crash sitting in a bent position on the motorcycle comprises the steps of:
  • the middle airbag area is drawn in the first deployment phase by two adjacent side airbag areas between the tank and the driver, wherein the two side airbag areas are filled with gas in the first deployment phase and thereby unfold substantially horizontally in the direction of travel or against the direction of travel.
  • Deployment phase is filled with gas and thereby contributes to a vertical expansion of the airbag in the second deployment phase or causes.
  • the middle airbag area in the second deployment phase is not filled with gas and is designed for example as a membrane. However, for this case, the middle airbag area is also lifted by the lateral airbag areas which then unfold vertically in the second deployment phase.
  • a motorcycle gas bag which is designed and fixed to the vehicle body that it inflates and / or inflated state of the movement of the lifting off the seat of the driver of the motorcycle motorcycle adds a vertical speed component, which is suitable Guide the driver over an obstacle in front of the motorcycle.
  • the gas bag actually or as a result of the acting forces forms a ramp insofar as the driver experiences a vertically upward force over a certain period of time and a certain flight path. The ramp forces the driver a certain kinematics when lifting from the seat and forwards it over an obstacle located in front of the motorcycle.
  • the vertical velocity component is provided by rotation of a gas bag, which can be rotated about its fixation on the vehicle body at least immediately after inflation, around this fixation, in accordance with the above-explained second aspect of the invention.
  • the gas bag forms an obliquely upward to the direction of travel surface and the vertical velocity component is provided by the inclined surface. The obliquely upward surface forms a ramp.
  • the gas bag has an upper gas bag area and a lower gas bag area, which form a horizontally extending indentation on its side facing away from the driver, wherein the gas bag areas are preferably connected to each other on their side facing away from the driver.
  • Fig. 1 shows a gas bag blank consisting of two two-dimensional
  • Gas bag layers which are sewn together at their edges, in plan view and in sectional view; 1, wherein the gas bag of Figure 1 is folded once to form a recess in the middle and the ends of the gas bag are connected by bands.
  • Fig. 3 shows a mounted on a motorcycle inflated airbag according to the
  • FIG. 2 are front views of several embodiments of gas bags according to the invention according to FIG. 2, wherein the upper and lower regions are formed differently;
  • FIG. 8 - 1 side views of different embodiments of inventive gas bags and their arrangement and attachment to a motorcycle, with different holding means for connecting the two airbag areas with each other and the motorcycle are provided;
  • FIGS. 12-15 are front views of various embodiments of an inflated airbag, wherein different holding means for connecting the two airbag areas with each other and with the vehicle body are provided;
  • FIG. 16 is a side view of a motorcycle with a schematically drawn gas bag according to the invention.
  • FIG. 17 shows a front view from the perspective of the driver of an upper motorcycle area with a gas bag according to the invention
  • Fig. 18 shows an embodiment of a gas bag for a motorcycle, wherein the
  • Airbag is rotatably attached to the vehicle
  • FIG. 19 is a plan view of a first embodiment of an embodiment of a gas bag for a motorcycle, in which the gas bag initially unfolds horizontally and then vertically, wherein FIG. 19 shows an initial deployment state;
  • FIG. 20 is a side view of the gas bag and motorcycle of FIG. 19, showing the initial deployment state;
  • FIG. 19 is a plan view of a first embodiment of an embodiment of a gas bag for a motorcycle, in which the gas bag initially unfolds horizontally and then vertically, wherein FIG. 19 shows an initial deployment state;
  • FIG. 20 is a side view of the gas bag and motorcycle of FIG. 19, showing the initial deployment state;
  • FIG. 19 is a plan view of a first embodiment of an embodiment of a gas bag for a motorcycle, in which the gas bag initially unfolds horizontally and then vertically, wherein FIG. 19 shows an initial deployment state;
  • FIG. 20 is a side view of the gas bag and motorcycle of FIG. 19, showing the initial deployment state;
  • FIG. 19 is a plan view of a first embodiment of
  • FIG. 21 shows the gas bag and the motorcycle of FIGS. 19 and 20 in a side view when the gas bag is completely inflated;
  • FIG. 22 shows the motorcycle and the fully inflated airbag of FIG. 21 in FIG.
  • Figure 23 is a plan view of a second embodiment of an embodiment of a gas bag for a motorcycle, in which the gas bag unfolds first horizontally and then vertically, wherein Figure 23 shows an initial deployment state.
  • Fig. 24 is a side view of the gas bag and motorcycle of Fig. 23, showing the initial deployment state
  • FIG. 25 shows the gas bag and the motorcycle of FIGS. 23 and 24 in a side view with the gas bag fully inflated
  • FIG. 26 shows a plan view of the gas bag and the motorcycle of FIG. 25 with the gas bag fully inflated
  • FIG. 27 shows a modification of the gas bag of FIGS. 23 to 26;
  • FIG. 28 is a plan view of a third embodiment of an embodiment of a gas bag for a motorcycle, in which the gas bag initially unfolds horizontally and then vertically, wherein FIG. 23 shows an initial deployment state;
  • FIG. 29 shows an inflated airbag mounted on a motorcycle according to FIG.
  • the invention provides motorcycle gas bags, ie, the gas bags are provided and configured for placement in a motorcycle.
  • a motorcycle gas bag is part of a gas bag module that is connected to the vehicle body.
  • Further Elements of a gas bag module are, for example, a housing or a packaging, a diffuser and a gas generator. These further elements will not be discussed below since they are known to the person skilled in the art.
  • the gas bag is produced from a two-dimensional blank 1, which consists of two parallel two-dimensional plates or gas bag layers 1 1, 12, which are connected at their lateral ends by a seam 13.
  • the blank and the gas bag layers 1 1, 12 have an elongated extent.
  • the two angled portions 21, 22 form according to the figure 2 between their driver facing ends of a recess 25 from. At their ends facing away from a driver, the two regions 21, 22 are connected to one another via a folded region 23. About an injection mouth 16 of the gas bag can be filled in a conventional manner with gas.
  • Further holding means in the form of two bands 31 are provided, which are connected via attachment points 41, 42 both with the upper airbag area 21 and the lower airbag area 22.
  • the holding means 31 define the distance between the upper region 21 and the lower region 22 and thus the size of the
  • Indentation 25 which forms between the two areas 21, 22 facing the driver.
  • the indentation 25 runs in the illustrated embodiment in the horizontal direction.
  • FIGS. 3 to 17 show various embodiments of an airbag with horizontal indentation between two airbag areas arranged at an angle to one another.
  • numerous variations in terms of the size and shape of the upper and lower gas bag area are possible and with regard to the connection of the two gas bag areas with each other and with the vehicle body.
  • holding means are provided between the upper portion and the vehicle body and the lower portion and the vehicle body.
  • continuous holding means between the upper portion and the vehicle body provided, which may be additionally fixed to the lower region.
  • the holding means are flexible in one embodiment and consist for example of fabric, similar to seat belts. They are stowed in the initial state in the vehicle body. It can also be provided that the holding means are at least partially integrated into the airbag blank.
  • FIG. 3 shows an embodiment with an airbag 10 which, according to the illustration of FIG. 2, has an upper and a lower region 21, 22 with a horizontal indentation 25 formed therebetween.
  • Two straps 31 are provided as holding means (only one of the laterally arranged straps 31 can be seen in the side view of FIG. 3) which is connected via attachment points 41, 42 to both the upper airbag area 21 and the lower airbag area 22 and additionally to its lower End 43 are firmly attached to the vehicle body.
  • a continuous holding means is provided between the upper region 21 and the vehicle body 50, wherein the holding means is additionally fixed to the lower region 22.
  • FIG. 4 shows, from the perspective of a driver, the inflated airbag 10 with an upper airbag area 21, a lower airbag area 22 and a horizontal indentation 25 formed therebetween.
  • the ends 21a, 22a of the two airbag areas 21, 22 facing the driver are also shown. These ends 21 a, 22 a define the closest distance of the two gas bag areas 21, 22 to the driver. Between them, the horizontally extending indentation 25 is formed.
  • FIG. 5 exemplifies a variant in which the upper airbag area 21 is smaller than the lower airbag area 22.
  • the upper airbag area 21 is made larger than the lower airbag area 22.
  • the upper gas bag area 21 is smaller than the upper gas bag area, but has a greater vertical and smaller horizontal extent than the embodiment of FIG. 5.
  • FIG. 8 shows a side view of the folded gas bag 10 together with holding means
  • Holding means 31 between the upper portion 21 and the vehicle body 50 is provided, wherein the retaining means via attachment points 41, 42 with the upper and the lower airbag area 21, 22 are connected. From the motorcycle as well as in Figures 9 to 1 1, only the upper parts are shown.
  • the holding means embodied in the form of two straps 31 are in each case fastened to the sides of the gas bag areas 21, 22, ie do not extend along the driver facing end of the two areas 21, 22. This has the advantage that the driver in the event of a crash in the can dive horizontal indentation 25.
  • the embodiment of Figure 9 corresponds to the circumstance of the embodiment of Figure 8, that the holding means 31 are moved closer to the driver facing the front side of the gas bag areas 21, 22.
  • first holding means 32 are provided which connect the upper airbag area 21 to the lower airbag area 22 via fastening points 41, 42.
  • second holding means 33 are provided, which connect the lower airbag area with the vehicle body 50.
  • the second holding means are connected via an attachment point 43 with the lower airbag area 22 and the other fixed to the vehicle body 50.
  • the holding means 32, 33 are similar to the embodiment of Figure 8 in lateral areas of the gas bag 10 attached thereto. The use of two separate holding means allows a greater margin in the attachment of the holding means with the vehicle body and the airbag areas 21, 22 with each other.
  • FIG. 11 substantially corresponds to the configuration of FIG. 10, wherein according to the embodiment of FIG. 9 the holding means 32, 33 are arranged closer to the front side of the airbag facing the driver.
  • the upper airbag area 21 and the lower airbag area 22 are connected to one another by holding means 34, 35 which are formed by two straps 34, 35 running parallel to the front side of the airbag facing the driver.
  • the straps 34, 35 are each connected via attachment points 41 to the upper airbag area 21, via attachment points 42 to the lower airbag area 22 and via fastening points 44 to the vehicle body 50.
  • the two straps 34, 35 are not parallel, but angularly arranged to each other so that they converge in the direction of the vehicle body 50.
  • the two straps 34, 35 are crossed so that the attachment point 42 is in common with the lower airbag area 22.
  • the two straps 34, 35 converge upwards and have a common attachment point 41 with the upper airbag area 21.
  • the arrangement of the holding means 33, 34 on the driver facing front side of the airbag 10 can provide additional support of the driver in the event of a crash and affect the degree of penetration into the horizontally extending indentation 25.
  • the holding means 21, 22 to each other is influenced by the position and length of the holding means. Since the length of the holding means also determines the angle which the two gas bag areas 21, 22 occupy to one another, the holding means or tethers finally also determine the shape of the gas bag, including its height, and the one hand
  • Figures 16 and 17 show schematically a gas bag according to one of the variants described above in the inflated state on a vehicle.
  • the gas bag is housed in the unfolded state in one embodiment in or on the front tank area in front of the handlebar.
  • the gas bag is fixed there with its injection area. A further fixation of the inflated airbag is carried by the holding means described.
  • FIG. 29 shows an exemplary embodiment of a motorcycle gas bag in which an airbag 10 ', which is designed in accordance with FIGS. 1 and 2, is mounted on a motorcycle in the opposite direction than in the exemplary embodiments of FIGS.
  • the two regions 21, 22 arranged at an angle to one another form the indentation 25 between their ends facing away from a driver.
  • the two regions 21, 22 are connected to one another via the folded region 23.
  • the attachment of the airbag 10 'on the motorcycle takes place at the end facing a driver or near this end, ie at the lower airbag layer of the folded portion 23 or the lower airbag portion 22.
  • the Airbag 10 ' is fixed in the area of its injection mouth 16' on or in the rear tank area of the motorcycle, on or in a front region of the seat of the motorcycle or in the transition region between the tank and the seat on the vehicle body.
  • the folded gas bag is housed in a gas bag module in the motorcycle.
  • the bands 31 serve only the connection of the gas bag areas 21, 22 and not an attachment of the gas bag with the motorcycle, as is the case in the embodiments of Figures 3 to 17.
  • the gas bag 10 is formed and fixed to the vehicle body, that the upper airbag portion 21 in the inflated state on its upper side facing the driver forms an obliquely forward and upward surface 210, which is a kind of ramp X. Over the length of the bands 31, the slope of the ramp X can be adjusted. In the event of a crash, ramp X imposes a specific kinematics on the driver and guides the driver over an obstacle located in front of the motorcycle.
  • the resulting flight curve depends on the location of the fixation of the airbag 10 'on the vehicle body, size and shape of the airbag areas 21, 22, the length of the bands 31, the airbag internal pressure and the ignition timing.
  • the rule here is that the "softer" the gas bag is, the flatter the driver's flight curve is, because it can penetrate deeper into this with a soft gas bag.
  • the embodiment of Figure 29 can undergo different variants.
  • the size and shape of the upper and lower gas bag areas and the connection of the two gas bag areas with one another can be varied.
  • FIG. 18 shows an airbag 110 which is connected to the body of a motorcycle and whose function is not primarily related to an energy dissipation of the impacting driver. Rather, the gas bag should guide the driver in the event of a crash by forming a ramp and by imposing a specific kinematics when lifting off the seat via an obstacle located in front of the motorcycle.
  • FIG. 18 shows the gas bag 110 in the inflated state.
  • the airbag 1 10 In the non-inflated state, the airbag 1 10 is located in an airbag module, which is housed in front of the handlebar in or on the front tank area.
  • the gas bag 1 10 has a blowing area, which is accordingly fixed on or in the front tank area.
  • the corresponding airbag housing space or the fixing 120 is shown schematically in FIG.
  • the gas bag 1 10 can in principle be configured arbitrarily, for example, have one or more chambers or one or more outflow valves.
  • the inflated gas bag is approximately spherical.
  • the fixation 120 represents the only fixation of the airbag 110 with respect to the vehicle body 50, at least in the initial phase of deployment.
  • the airbag 10 is between a first position A, which the airbag occupies immediately after its deployment, and a second position B, which the airbag 10 after an interaction with the Driver occupies, rotatable.
  • the gas bag 110 is fastened on or in the front tank area such that it initially unfolds at least partially counter to the direction of travel and thus toward the driver towards the position A, so that the driver is at an early point in time of the crash can come into contact with the gas bag.
  • the driver In the event of a crash, the driver is in contact with the airbag 1 10 as a result of a vehicle deceleration. The latter then rotates, starting from the position A, about its fixation 120 in the direction of travel relative to the vehicle body 50. As described, the airbag is immobilized only at the injection area 120 of the airbag 1 10 and thus approximately punctual before.
  • the driver who lifts off from the seat due to the vehicle deceleration, arrives at the system to the gas bag 1 10 and follows the rotation of the gas bag 1 10. It is imposed by the airbag 1 10 and its rotation, a movement corresponding to the arrow X, which has a vertical component.
  • the gas bag 1 10 forms a kind of ramp that lifts the driver.
  • the driver follows the rotation of the airbag 1 10 until its pivotal movement is decelerated. Such deceleration can by a system of the airbag 1 10 to vehicle components such. B. cowling parts 55 or parts of the handlebar 60 done.
  • the rotation of the airbag 1 10 is slowed down by tethers, which, however, compared to the tethers described in relation to Figures 1 to 17 have a greater length, so that they only at a later stage of the airbag deployment on the airbag 1 10 act.
  • the driver By braking the airbag, the driver now moves relative to the airbag 1 10 and loses contact with this. Due to the previous lifting of the driver by the airbag 110, the latter now has a curve that guides him above and in front of the obstacle located in front of the motorcycle.
  • the resulting curve depends on the location of the fixation of the airbag on the vehicle body (the fulcrum) and the Abbremsdazzling of the airbag. Other influencing factors are the gas bag internal pressure and the ignition timing. The rule here is that the "softer" the gas bag is, the flatter the driver's flight curve is, because it can penetrate deeper into this with a soft gas bag.
  • the gas bag 1 10 of Figure 18 is subjected to a higher internal pressure than a gas bag, which is provided only for the reduction of impact energy, so that the gas bag 1 10 of the movement of the driver can superimpose a significant vertical component.
  • a sensor is included in the motorcycle, which allows the setting of a variable flight curve as a function of the parameters of the current crash situation.
  • suitable sensors and / or pre-crash sensors can be used to determine crest-relevant parameters such as the speed and deceleration of the motorcycle, the size, the weight, the seating position and the relative speed to the rider's motorcycle, as well as the size and the approaching speed of the motorcycle Be determined accident opponent. From these parameters can then be adjusted by a control device suitable values for the gas internal pressure, the ignition timing and the length of any existing tether adapted to the current situation.
  • FIGS. 19 to 22 show a further exemplary embodiment of a motorcycle with an airbag module.
  • the gas bag module and thus the gas bag 210 is arranged in or at the rear region of the tank 51, in the front region of the seat 52 or in a transition region between the tank 51 and the seat 52.
  • the airbag 210 has three chambers, two side chambers 21 1, 212 and a middle chamber 213 arranged between them.
  • the two side chambers 211, 212 are located laterally of the tank and above the thighs of a driver.
  • the intermediate central chamber 213 is positioned above the tank 51.
  • the two side chambers 21 1, 212 are in fluid communication via an intermediate piece 214 arranged in the blowing region 215 of the gas bag.
  • the blowing region 215 is designed such that gas flowing out of a gas generator is conducted laterally into the two side chambers 21 1, 212. This can be achieved, for example, by means of a correspondingly designed gas conducting device.
  • the side chambers 21 1, 212 and the middle chamber 213 are in any case separated in a gastight manner from each other in the initial phase of the deployment. This is done for example by a tear seam or provided with overflow openings walls. Such a tear seam or wall is shown schematically in FIG. 19 as a dotted line 216.
  • the side chambers 21 1, 212 and the intermediate piece 214 form in the initial phase of deployment in plan view approximately a U-shaped contour, wherein in the deployed state, the open side of the "LT has in the direction of travel.
  • the two side limbs of the "LT" or the side chambers 211, 212 are successively filled with gas, as shown by the arrows and the expansion phases of the side chambers shown in dashed lines.
  • the tear seam 216 or the overflow openings provided in the walls between the chambers 21 1, 212, 213 are designed in such a way that a gas transfer into the central chamber 213 takes place only after a certain deployment position or a certain gas pressure the side chambers 21 1, 212 takes place.
  • the gas bag consists of a single chamber after being torn open. If the chambers 21 1, 212, 213 are separated from one another by walls with overflow openings, the division into three chambers is retained even after overflow of gas into the central chamber 213.
  • the described embodiment of the airbag 210 causes the airbag
  • the two side chambers 21 1, 212 are first filled with gas and unfold predominantly laterally of the tank 51 and above the thigh of the driver horizontally in the direction of travel.
  • the positioned above the tank middle chamber is not yet filled with gas. This is shown in FIGS. 19 and 20. Due to the delayed gas transfer from the side chambers 211, 212 to the central chamber 213, the middle chamber 213 can be pulled approximately unfilled and flat between the tank 51 and the driver in the direction of travel forward. As a result, loads of a driver who is in a bent seating position, significantly reduced in this phase. Such a prone sitting position is the normal seating position for sporty motorcycles and at high speeds.
  • the fully deployed airbag 210 forms a driver-facing impact surface 218 from.
  • the airbag 210 is thus designed for a reduction of impact energy, taking into account a predisposed attitude of the driver.
  • the airbag 210 is deployed in the initial phase flat and along the direction of travel. Only in a second deployment phase, the airbag 210 unfolds in the vertical direction. Despite the driver's bent seat position of the airbag 210 thus the driver in Crash fall and reduce its impact energy, and this without the risk of injury to the driver by the gas bag at the beginning of the unfolding.
  • Figures 23 to 26 show a modification of the embodiment of Figures 19 to 22, wherein the central chamber is replaced by a flexible, fabric-like membrane 220.
  • the membrane 220 consists for example of a single-layer gas bag material. However, it can also be multi-layered or made of a different material.
  • two side chambers 21 1, 212 are provided, which are in fluid communication via an intermediate piece 214, which is arranged in the blowing region 215 of the airbag 210 '.
  • the side chambers 21 1, 212 and the intermediate piece 214 form a U-shaped contour in the plan view in the first deployment phase.
  • the two side chambers 21 1, 212 are connected to one another via the membrane 220, which bridges a separating gap 217 formed between the side chambers 211, 212.
  • the membrane 220 is not part of a wall of a gas bag area that can be filled with gas. The membrane 220, together with the side chambers 21 1, 212 the impact area for the driver.
  • the side chambers 21 1, 212 are dimensioned such that their walls in a filling with gas at least in the second deployment phase in the region of the separating gap 217 come into contact with each other and both chambers 21 1, 212 then strive to repel each other and remove , This movement of the side chambers 21 1, 212 away from each other is prevented by the membrane 220, which is tensioned by the contact forces that occur.
  • the dimensions of the membrane 220 between attachment points on the left and right side chambers 21 1, 212 thereby determines the forces with which the membrane 220 is tensioned.
  • the gas bag 210 In the first deployment phase (FIGS. 23 and 24), the gas bag 210 'unfolds flat parallel to the roadway plane, as described with reference to FIGS. 19 and 20. In the second deployment phase (FIGS. 25 and 26), the gas bag 210 'then unfolds in a direction perpendicular to the roadway plane. Unlike the embodiment of Figures 19 to 22, however, this is exclusively caused by another Filling the side chambers 21 1, 212, which repel from the surface of the tank 51. In this case, the membrane 220 is stretched, which was pulled in the first deployment phase only between tank 51 and driver in the direction of travel over the tank 51.
  • position C represents the outer periphery of one side chamber 211 at the end of the first deployment phase.
  • FIG. 27 shows a modification in which, unlike in FIGS. 23 to 26, the membrane 220 'does not rest on the driver-facing upper side of the side chambers
  • Figure 26 horizontally offset in the direction of the road level. It is thus within the gap 217, which is formed between the two side chambers 21 1, 212. As a result, in the event of a crash, the driver can penetrate part of the gap 217 without being caught by the diaphragm 220 '.
  • the gas bags of the embodiments of Figures 19 to 27 may also be alternatively attached to the motorcycle so that they unfold against the direction of travel, so are fixed in the opposite direction to the motorcycle.
  • the respective gas bag module is then located in or on the front tank area as directly as possible in front of the handlebar.
  • FIG. 28 represents the gas bag of FIG. 19 mounted in the opposite direction.
  • the gas bag 210 "unfolds according to the figure 18 first horizontally opposite to the direction of travel.
  • additional retaining means such as tethers for securing the position of the airbag in the fully inflated state can be provided.
  • Such holding means can be stored in the initial state in the vehicle body or at least partially integrated into the airbag blank.
  • the invention is not limited in its embodiment to the embodiments shown above.
  • the gas bag described can in principle be used in conjunction with any module designs and gas generators.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

L'invention concerne un airbag pour motocyclette, une motocyclette équipée d'un tel airbag, un procédé de fabrication d'un airbag de motocyclette et un procédé de protection d'un conducteur d'une motocyclette en cas d'accident. Dans une première variante de l'invention, un airbag (10) présente dans l'état gonflé un renflement (25) tourné vers le conducteur, ou orienté à l'opposé à celui-ci. Dans une deuxième variante de l'invention, un airbag (110) peut tourner au moins directement après avoir été gonflé, autour de sa fixation sur le corps du véhicule. Dans une troisième variante de l'invention, un airbag (210) se déploie dans une première phase de déploiement sensiblement dans la direction horizontale par rapport au plan de la chaussée et dans une deuxième phase de déploiement sensiblement dans la direction verticale. Dans une quatrième variante de l'invention, un airbag (10') ajoute au déplacement du conducteur se soulevant de son siège, une composante de vitesse verticale, qui est adaptée pour diriger le conducteur au-delà d'un obstacle se trouvant devant la motocyclette.
PCT/EP2008/057837 2007-07-04 2008-06-20 Airbag pour motocyclette, motocyclette équipée d'un tel airbag, procédé pour la fabrication d'un airbag de motocyclette et procédé de protection d'un conducteur d'une motocyclette en cas d'accident WO2009003854A2 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE102007031192 2007-07-04
DE102007031192.5 2007-07-04
DE102007050885A DE102007050885A1 (de) 2007-07-04 2007-10-19 Motorradgassäcke, Motorräder mit solchen Gassäcken, Verfahren zur Herstellung eines Motorradgassacks und Verfahren zum Schutz eines Fahrers eines Motorrads im Crashfall
DE102007050885.0 2007-10-19
DE102007063409A DE102007063409A1 (de) 2007-12-18 2007-12-18 Motorradgassäcke, Motorräder mit solchen Gassäcken, Verfahren zur Herstellung eines Motoradgassacks und Verfahren zum Schutz eines Fahrers eines Motorrads im Crashfall
DE102007063409.0 2007-12-18

Publications (2)

Publication Number Publication Date
WO2009003854A2 true WO2009003854A2 (fr) 2009-01-08
WO2009003854A3 WO2009003854A3 (fr) 2009-02-19

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EP2326535A1 (fr) * 2008-09-26 2011-06-01 Autoliv Development AB Coussin de sécurité gonflable et procédé de formation d'un coussin de sécurité gonflable
DE102008064571B4 (de) * 2008-12-19 2019-07-04 Joyson Safety Systems Germany Gmbh Gassack für ein Kraftfahrzeug
US20230023183A1 (en) * 2020-01-11 2023-01-26 Autoliv Development Ab Motorcycle airbag device
US20230127760A1 (en) * 2020-03-31 2023-04-27 Honda Motor Co., Ltd. Saddle-ride type vehicle

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DE8508646U1 (de) * 1985-03-22 1985-06-27 Sporner, Alexander, Dr.-Ing., 8000 München Auffang- und Ablenkeinrichtung für Aufsassen von motorisierten Zweiradfahrzeugen
DE10004307A1 (de) * 2000-02-01 2001-08-02 Raab Andreas Airbag-System für ein Motorrad oder einen Motorroller
EP1338479A1 (fr) * 2002-02-20 2003-08-27 Honda Giken Kogyo Kabushiki Kaisha Dispositif d'airbag pour un véhicule compact
EP1362777A2 (fr) * 2002-05-15 2003-11-19 Takata Corporation Dispositif de coussin gonflable pour motocyclette
EP1364840A1 (fr) * 2002-05-24 2003-11-26 Takata-Petri AG Coussin gonflable pour conducteur ou passager
US20040256848A1 (en) * 2003-06-19 2004-12-23 Takata Corporation Airbag apparatus, motorcycle equipped with airbag apparatus and manufacturing method of airbag apparatus
DE102004016364A1 (de) * 2004-03-31 2005-11-24 Bayerische Motoren Werke Ag Airbaganordnung für ein Motorrad
US20070051551A1 (en) * 2005-09-06 2007-03-08 Honda Motor Co., Ltd. Impact detection sensor attachment structure for motorcycle
EP1762478A1 (fr) * 2005-09-08 2007-03-14 Honda Motor Co., Ltd Structure de stockage de ceinture de support d'airbag

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE8508646U1 (de) * 1985-03-22 1985-06-27 Sporner, Alexander, Dr.-Ing., 8000 München Auffang- und Ablenkeinrichtung für Aufsassen von motorisierten Zweiradfahrzeugen
DE10004307A1 (de) * 2000-02-01 2001-08-02 Raab Andreas Airbag-System für ein Motorrad oder einen Motorroller
EP1338479A1 (fr) * 2002-02-20 2003-08-27 Honda Giken Kogyo Kabushiki Kaisha Dispositif d'airbag pour un véhicule compact
EP1362777A2 (fr) * 2002-05-15 2003-11-19 Takata Corporation Dispositif de coussin gonflable pour motocyclette
EP1364840A1 (fr) * 2002-05-24 2003-11-26 Takata-Petri AG Coussin gonflable pour conducteur ou passager
US20040256848A1 (en) * 2003-06-19 2004-12-23 Takata Corporation Airbag apparatus, motorcycle equipped with airbag apparatus and manufacturing method of airbag apparatus
DE102004016364A1 (de) * 2004-03-31 2005-11-24 Bayerische Motoren Werke Ag Airbaganordnung für ein Motorrad
US20070051551A1 (en) * 2005-09-06 2007-03-08 Honda Motor Co., Ltd. Impact detection sensor attachment structure for motorcycle
EP1762478A1 (fr) * 2005-09-08 2007-03-14 Honda Motor Co., Ltd Structure de stockage de ceinture de support d'airbag

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2326535A1 (fr) * 2008-09-26 2011-06-01 Autoliv Development AB Coussin de sécurité gonflable et procédé de formation d'un coussin de sécurité gonflable
EP2326535A4 (fr) * 2008-09-26 2012-03-07 Autoliv Dev Coussin de sécurité gonflable et procédé de formation d'un coussin de sécurité gonflable
DE102008064571B4 (de) * 2008-12-19 2019-07-04 Joyson Safety Systems Germany Gmbh Gassack für ein Kraftfahrzeug
US20230023183A1 (en) * 2020-01-11 2023-01-26 Autoliv Development Ab Motorcycle airbag device
EP4088978A4 (fr) * 2020-01-11 2024-02-21 Autoliv Development AB Dispositif de coussin de sécurité gonflable pour motocyclette
US12024254B2 (en) * 2020-01-11 2024-07-02 Autoliv Development Ab Motorcycle airbag device
US20230127760A1 (en) * 2020-03-31 2023-04-27 Honda Motor Co., Ltd. Saddle-ride type vehicle
US11999427B2 (en) * 2020-03-31 2024-06-04 Honda Motor Co., Ltd. Saddle-ride type vehicle

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