WO2021139668A1 - 包含安全气囊门铰链的用于汽车内部的饰件 - Google Patents

包含安全气囊门铰链的用于汽车内部的饰件 Download PDF

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Publication number
WO2021139668A1
WO2021139668A1 PCT/CN2021/070415 CN2021070415W WO2021139668A1 WO 2021139668 A1 WO2021139668 A1 WO 2021139668A1 CN 2021070415 W CN2021070415 W CN 2021070415W WO 2021139668 A1 WO2021139668 A1 WO 2021139668A1
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WO
WIPO (PCT)
Prior art keywords
yarn
airbag door
airbag
mesh
extension direction
Prior art date
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PCT/CN2021/070415
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English (en)
French (fr)
Inventor
戴欣烨
侯剑锋
崔峰
Original Assignee
上海延锋金桥汽车饰件系统有限公司
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Application filed by 上海延锋金桥汽车饰件系统有限公司 filed Critical 上海延锋金桥汽车饰件系统有限公司
Priority to EP21738550.9A priority Critical patent/EP4088977A4/en
Publication of WO2021139668A1 publication Critical patent/WO2021139668A1/zh
Priority to US17/854,107 priority patent/US20220332271A1/en

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    • 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
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
    • D—TEXTILES; PAPER
    • D03—WEAVING
    • D03D—WOVEN FABRICS; METHODS OF WEAVING; LOOMS
    • D03D1/00—Woven fabrics designed to make specified articles
    • D—TEXTILES; PAPER
    • D03—WEAVING
    • D03D—WOVEN FABRICS; METHODS OF WEAVING; LOOMS
    • D03D15/00—Woven fabrics characterised by the material, structure or properties of the fibres, filaments, yarns, threads or other warp or weft elements used
    • D—TEXTILES; PAPER
    • D03—WEAVING
    • D03D—WOVEN FABRICS; METHODS OF WEAVING; LOOMS
    • D03D15/00—Woven fabrics characterised by the material, structure or properties of the fibres, filaments, yarns, threads or other warp or weft elements used
    • D03D15/40—Woven fabrics characterised by the material, structure or properties of the fibres, filaments, yarns, threads or other warp or weft elements used characterised by the structure of the yarns or threads
    • D03D15/43—Woven fabrics characterised by the material, structure or properties of the fibres, filaments, yarns, threads or other warp or weft elements used characterised by the structure of the yarns or threads with differing diameters
    • 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
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
    • B60R2021/21537—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member characterised by hinges
    • 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
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/215—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member
    • B60R21/216—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member comprising tether means for limitation of cover motion during deployment
    • B60R2021/2163—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components characterised by the covers for the inflatable member comprising tether means for limitation of cover motion during deployment with energy absorbing or elastic 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
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/205—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in dashboards

Definitions

  • the present invention relates to the field of vehicle accessories, and in particular to a trim for the interior of an automobile including a vehicle airbag door hinge.
  • the vehicle airbag module is a commonly used trim part for the interior of a car, and is a vehicle accessory used to protect the safety of the driver and passengers.
  • the vehicle airbag module includes a vehicle airbag module installed in the steering wheel to protect the safety of the driver, and an airbag module installed in the dashboard to protect the safety of passengers.
  • the vehicle airbag assembly mainly includes an airbag, an airbag door covering the airbag, and an airbag door hinge connecting the airbag door to the load-bearing component.
  • the airbag door opens so that the airbag can be ejected, and the airbag door hinge can realize the guidance of the airbag door when it is opened.
  • the airbag door hinge needs to ensure that the airbag door is easy to open when the airbag component is triggered; on the other hand, in order not to endanger people in the airbag area, it is necessary to ensure that the airbag door does not surround the airbag door under any circumstances.
  • the load-bearing part of the airbag door is loose.
  • vehicle airbag door hinges made of fabric formed by weaving warp yarns and weft yarns.
  • CN208774709U discloses an airbag door hinge, which has a double-layer structure and has a first textile layer (1) and a second textile layer (2), the first textile layer (1) and the second textile layer (2) It is connected by a plurality of connecting parts (3); wherein the weft distance L between two adjacent connecting parts (3) in the weft direction is 5-200mm.
  • the present invention relates to a trim for the interior of an automobile, including: an airbag door, a bearing member surrounding the airbag door, and an airbag door hinge, wherein the airbag door hinge is used to interact with the airbag door hinge.
  • the connection of the airbag door and the load-bearing member, wherein the vehicle airbag door hinge includes: a fabric layer, the fabric layer includes a stretchable portion, based on a direction perpendicular to the stretch direction of the stretchable portion, so The stretchable portion includes first regions and second regions that are alternately arranged, and each of the first regions includes meshes arranged at intervals.
  • the mesh is substantially elliptical, and the ratio of the length of the axis parallel to the extension direction to the length of the axis perpendicular to the extension direction in the mesh is 1:10-10:1, preferably 1: 5-5:1, more preferably 1:2-2:1.
  • a plurality of the meshes are arranged along the extension direction to form a plurality of columns of meshes, and each column of meshes is staggered from an adjacent column of meshes.
  • the fabric layer is made by weaving yarns.
  • the extensible portion includes a first yarn, a second yarn, and a third yarn, wherein the first yarn is arranged perpendicular to the extension direction, and the second yarn and the third yarn
  • the third yarn runs in a zigzag manner along a direction perpendicular to the extension direction and is respectively wound with the first yarn, and the second yarn and the third yarn are arranged to cross each other.
  • the boundary between the first area and the second area is defined by the first yarn and the second yarn and/or the third yarn wound with and forming loops.
  • a second yarn and/or a third yarn are contained between two adjacent meshes in each first region, and the second yarn and the third yarn are in a zigzag shape. The way is to run the line perpendicular to the extension direction.
  • each second region includes a second yarn and/or a third yarn, and the second yarn and the third yarn run in a zigzag manner along a direction perpendicular to the extension direction.
  • the mesh is bounded by the first yarn, the second yarn, and the third yarn in the direction of extension.
  • the mesh is bounded by crossed second and third yarns perpendicular to the direction of extension.
  • the angle between the second yarn and/or the third yarn and the extension direction is 1-89°, preferably 1-45°.
  • the fabric layer is made by weaving yarns of one or more materials.
  • the pore density of the extensible portion is 1-10 per cm 2 .
  • the length of the axis parallel to the stretching direction in the mesh is 1-10 mm.
  • the length of the axis perpendicular to the extension direction is 1-10 mm.
  • the edge length of the mesh perpendicular to the extension direction is 1-10 mm.
  • the edge length of the mesh in the extending direction is 1-10 mm.
  • the mesh area is 1-100 mm 2 .
  • the through porosity of the ductile portion is 5%-80%.
  • the elongation rate of the extensible portion along the elongation direction is 20%-200%.
  • the breaking strength of the ductile part along the ducting direction is 500-50,000 N/5 cm.
  • the vehicle airbag door hinge further includes a protective layer covering the fabric layer.
  • the load-bearing component includes: a frame and an airbag frame integrally formed with the frame, the frame defines an opening for the airbag to deploy through the opening, and the airbag door is configured to cover the airbag frame.
  • the opening, and the airbag door hinge is used to connect the airbag door and the frame or the airbag frame.
  • the load-bearing component includes a skeleton and an airbag frame connected to the skeleton, the skeleton defines an opening for the airbag to deploy through the opening, and the airbag door is configured to cover the And the airbag door hinge is used to connect with the airbag door and the airbag frame.
  • the stretchable part made by the weaving of the yarn has high ductility to prevent the airbag door from being separated from the load-bearing component, and at the same time due to
  • the arrangement of multiple meshes enables structural deformation of the ductile part, further increases the ductility of the ductile part, and solves the following problems that tend to occur when the airbag door is opened due to the low elongation in the prior art:
  • the airbag door hinge used in automobile interior trims of the present invention can reduce the tensile force of the stretchable part during the airbag door opening process, and avoid the risk of breaking the fabric layer due to excessive shearing force.
  • the manufacturing process of the trim parts used in the interior of the automobile of the present invention is simple, safe and practical, and suitable for large-scale production.
  • Fig. 1 is a schematic diagram of a side structure of a vehicle airbag door hinge according to an embodiment of the present invention
  • Fig. 2 is a schematic structural view of a malleable part of a vehicle airbag door hinge according to an embodiment of the present invention
  • Fig. 3 is a partial enlarged structural diagram of the expandable part of the vehicle airbag door hinge according to an embodiment of the present invention, showing the mesh;
  • FIGS. 4a-4c are schematic diagrams of the yarn structure of the extendable part of the vehicle airbag door hinge according to an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of the malleable portion of the vehicle airbag door hinge according to Embodiment 1 of the present invention, wherein the malleable portion is stretched from an unstretched state to a stretched state until it is stretched to an extreme state;
  • FIG. 6 is a schematic diagram of the malleable portion of the vehicle airbag door hinge according to Embodiment 2 of the present invention, wherein the malleable portion is stretched from an unstretched state to a stretched state to a state that is stretched to the limit;
  • FIG. 7 is a schematic diagram of a malleable portion of a vehicle airbag door hinge according to Embodiment 3 of the present invention, wherein the malleable portion is stretched from an unstretched state to a stretched state to a state that is stretched to the limit;
  • Figure 8a is a schematic structural view of a car interior trim including an airbag door hinge according to an embodiment of the present invention
  • Fig. 8b is a schematic structural view of an automobile interior trim including an airbag door hinge according to another embodiment of the present invention.
  • Fig. 8c is a schematic structural diagram of an automobile interior trim including an airbag door hinge according to another embodiment of the present invention.
  • Fig. 8d is a schematic structural diagram of an automobile interior trim including an airbag door hinge according to another embodiment of the present invention.
  • one (a) or multiple (a)” or “at least one (a)” means one (a), two (a), three (a), four (a) ), five types (pieces), six types (pieces), seven types (pieces), eight types (pieces) or more (pieces).
  • vehicle generally includes motor vehicles, such as passenger vehicles including sports utility vehicles (SUVs), buses, trucks, and various commercial vehicles, including various small boats and large ships. Ships, airplanes, etc.; and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (for example, fueled by energy sources other than petroleum).
  • Hybrid vehicles are vehicles with two or more power sources, for example, gasoline and electric dual-power vehicles.
  • the term "elongation” refers to the ratio of the increased (stretched) length of the fabric to the original length when the fabric is stretched until it breaks.
  • the measurement is usually performed using methods well known in the art. For example, ISO 13934. In this article, it refers to the elongation along the extension direction.
  • hole density refers to the number of meshes per unit area (cm 2 ).
  • breaking strength refers to the ratio of the tensile force to the fracture cross-sectional area when a material breaks, that is, the stress.
  • the measurement is usually performed using methods well known in the art. For example, ISO 13934. In this article, it refers to the breaking strength along the direction of extension.
  • stretch direction refers to the direction in which the fabric is stretched and stretched, that is, the direction in which the stretchable part of the fabric is stretched, and is also the direction in which the airbag is deployed.
  • perpendicular to the direction of extension or “direction perpendicular to the direction of extension” refers to the direction perpendicular to the "direction of extension” on the plane of the fabric layer, and can also be referred to as the "transverse direction”.
  • the size of the mesh is defined by the edge length of the mesh perpendicular to the extension direction and the edge length of the mesh in the extension direction.
  • the mesh size only refers to the size of the mesh area, and does not include the width and size of the yarn itself.
  • through hole ratio refers to the ratio of the area of the mesh portion to the total area of the stretchable portion.
  • airbag door may also be referred to as an airbag cover, which has the meaning generally referred to in the art.
  • the airbag door When the vehicle airbag assembly is triggered, the airbag door is opened, so that the airbag can be deployed outward from the space defined by the airbag door and the load-bearing component.
  • the weaving of the yarn can be performed by a knitting loom.
  • the knitting loom is, for example, a warp knitting machine or a weft knitting machine, preferably a warp knitting machine.
  • the preferred weaving method helps to obtain a fabric layer with good stretch and extensibility properties.
  • the yarn can perform loop-forming motions to form loops.
  • the coils can be interlaced with each other to form a series and sleeve connection.
  • the yarns can also be crossed. Each yarn can also be wound around the loop.
  • a fabric layer is formed by weaving the yarns.
  • the present invention relates to a trim used in the interior of an automobile, comprising: an airbag door, a bearing member surrounding the airbag door, and an airbag door hinge, wherein the airbag door hinge is used for the airbag door and the airbag door hinge.
  • the airbag door hinge is the airbag door hinge of the present invention.
  • Fig. 1 is a schematic diagram of a side structure of a vehicle airbag door hinge according to an embodiment of the present invention.
  • the vehicle airbag door hinge mainly includes a fabric layer 1 and a protective layer 3.
  • the protective layer 3 covers the fabric layer 1.
  • the protective layer 3 has a single-layer structure and is made of at least one material, for example, non-woven fabric, textured paper, plastic film and other materials.
  • the protective layer 3 is connected to the fabric layer 1 through processes such as bonding, sewing, and compounding. During injection molding, the protective layer 3 blocks the injection plastic flow to protect the fabric layer 1 so that the fabric layer 1 is not damaged.
  • the fabric layer 1 is made of woven yarn.
  • the fabric layer 1 includes an extensible part, which can be extended under the action of an external force generated by the airbag door when the airbag door is opened and rotated.
  • the expandable part may be located at a position where the airbag door is connected to the load bearing member.
  • the fabric layer 1 may be an extensible part as a whole, or a part of the fabric layer 1 may be an extensible part.
  • Fig. 2 is a schematic structural view of the malleable part of a vehicle airbag door hinge according to an embodiment of the present invention.
  • the direction pointed by the double arrow is the extension direction.
  • the extendable portion includes alternately arranged first zones Z1 and second zones Z2, and each first zone Z1 includes meshes arranged at intervals.
  • the fabric layer 1 in the side structure diagram of FIG. 1 shows the side structure diagram of the stretchable portion of the fabric layer 1 in the cross-sectional direction of the first zone Z1, which shows the meshes 5 arranged at intervals.
  • the fabric layer 1 is made by weaving yarns of one or more materials. Including but not limited to synthetic fibers, natural fibers or combinations thereof, preferably polyethylene, polypropylene, regenerated cellulose fiber, polyamide, carbon fiber, polyacrylonitrile, polyester, cellulose, cotton, sisal, abaca, kapok , Ramie, flax, hemp, jute, animal hair, silk or a combination thereof, such as polyester, aramid, nylon, and methyl. For example, it can be polyester 300D or polyester 150D.
  • the knitting of the yarn includes the winding and crossing of the yarn itself or between the yarns, the winding and crossing of the loops formed by the yarn, and the winding and crossing of the loops formed by the yarn and the yarn.
  • Fig. 3 is a partial enlarged schematic view of the expandable part of the vehicle airbag door hinge according to an embodiment of the present invention.
  • the mesh has a substantially oval shape.
  • the ratio of the axis a parallel to the stretching direction to the axis b perpendicular to the stretching direction in the mesh is about 1:10-10:1, preferably about 1:5-5:1, more preferably about 1:2-2 :1, such as approximately 1:1, 2:5-3:5.
  • an ellipse includes a circle.
  • the length of the axis a parallel to the stretching direction in the mesh is smaller than the length of the axis b perpendicular to the stretching direction.
  • the mesh is elliptical.
  • the length of the axis a parallel to the stretching direction in the mesh is equal to the length of the axis b perpendicular to the stretching direction.
  • the mesh is circular.
  • the length of the axis a parallel to the stretching direction in the mesh is greater than the length of the axis b perpendicular to the stretching direction.
  • the mesh is elliptical.
  • the length of the axis a is 1-10 mm, preferably 1.5-5 mm, for example about 2, 3, 4 mm.
  • the length of the axis b is 1-10 mm, preferably 1.5-5 mm, for example about 2, 3, 4 mm.
  • the ratio of the length of the axis a to the length of the axis b is greater than the ratio in the unstretched state.
  • a plurality of meshes 5 are arranged along the extension direction to form a plurality of rows of meshes, and each column of meshes is staggered from an adjacent column of meshes. That is, the meshes of each column are not aligned with the meshes of the adjacent column. For example, as illustrated in FIG. 2, the M-th column of meshes and the adjacent L-th column of meshes and the N-th column of meshes are all misaligned.
  • the meshes in the Lth column are aligned with the meshes in the Nth column.
  • the meshes in two adjacent first regions Z1 are arranged in a staggered manner perpendicular to the extension direction. In other words, the meshes in the two adjacent first regions Z1 are not aligned.
  • the plurality of meshes 5 are not aligned in the extension direction of the extendable part and perpendicular to the extension direction, and are arranged in a staggered array.
  • the extensible portion includes a first yarn 7, a second yarn 9 and a third yarn 11.
  • the first yarn 7, the second yarn 9 and the third yarn 11 can be made of the same material or different materials.
  • the thickness and specifications of the first yarn 7, the second yarn 9 and the third yarn 11 may be the same or different.
  • the three kinds of yarns can be wound or intersecting each other in pairs, or they can be wound or intersected after forming loops respectively, or they can be connected in a manner that the yarns and loops are intertwined or intersected.
  • a plurality of meshes 5 are formed.
  • the first yarn 7 is arranged perpendicular to the extension direction.
  • the second yarn 9 and the third yarn 11 run in a zigzag manner along the direction perpendicular to the extension direction and are wound with the first yarn 7 respectively.
  • the second yarn 9 and the third yarn 11 are arranged to cross each other.
  • Figures 4a-4c show the specific connection forms of the yarns in the extensible part of the embodiment of Figure 2.
  • the yarns shown in detail in each figure are shown in bold.
  • the way of thickening does not represent the actual thickness of the yarn in this embodiment, but only to show the direction of the yarn more clearly in this article.
  • the direction of the first yarn 7 is shown as the thickened yarn in Fig. 4a.
  • the direction of the second yarn 9 is shown by the thickened yarn in Fig. 4b.
  • the direction of the third yarn 11 is shown as the thicker yarn in Fig. 4c.
  • the first yarn is arranged in the form of a loop perpendicular to the direction of extension.
  • a string sleeve connection is formed through the coil.
  • the second yarn 9 and the third yarn 11 are respectively entangled with the first yarn 7 to form the second yarn 9 and the third yarn 11 respectively and the first yarn 7 intersect.
  • the second yarn 9 and the third yarn 11 are respectively wound and connected with the first yarn 7 in the form of loops. This arrangement helps to shape the ductile part.
  • the second yarn and the third yarn may also be knitted yarns.
  • the boundary between the first zone Z1 and the second zone Z2 is defined by the first yarn 7 and the second yarn 9 and/or the third yarn 11 that are wound around and form loops. .
  • the second yarn 9 and/or the third yarn 11 are contained between two adjacent meshes in each first zone Z1.
  • the second yarn 9 and the third yarn 11 run in a zigzag manner along a direction perpendicular to the extension direction.
  • Such an arrangement is beneficial to realize the compressive deformation of the extensible part in the direction perpendicular to the extension direction.
  • the length between two adjacent meshes in each first zone Z1 in the extension direction is close to the length of the axis a of the mesh.
  • the length perpendicular to the extension direction is close to the length of the axis b of the mesh.
  • the second zone Z2 does not include the mesh structure described herein.
  • Each second zone Z2 contains the second yarn 9 and/or the third yarn 11.
  • the second yarn 9 and the third yarn 11 run in a zigzag manner along a direction perpendicular to the extension direction.
  • This arrangement provides sufficient space for the mesh during the stretching and deformation process, thereby helping to achieve the stretching deformation of the stretchable part in the stretching direction and increasing the elongation.
  • Such an arrangement also facilitates the connection between the meshes, so that the extensible part can form a fabric surface, thereby helping to provide the desired tensile strength of the extensible part.
  • the length of each second zone Z2 in the extension direction is about 1-10 mm, preferably 1.5-5 mm.
  • the mesh 5 is bounded by the first yarn 7, the second yarn 9 and the third yarn 11 in the direction of extension. In a specific embodiment, as shown in FIGS. 4a to 4c, the mesh 5 is bounded in the extension direction by the first yarn 7, the second yarn 9 and the third yarn 11 woven into loops.
  • the mesh 5 is bounded by a second 9 and a third yarn 11 that cross perpendicular to the direction of extension. Since the mesh 5 is formed by the weaving of yarns, and its boundary is also defined by various connection arrangements of the yarns, it is not an absolute ideal ellipse, but a basic ellipse. In other embodiments, the mesh may also have a shape similar to an ellipse, including but not limited to an oblong, a polygon, and a rectangle.
  • the edge length B of the mesh 5 perpendicular to the extending direction is defined as the length of the mesh edge of the mesh 5 composed of the first yarn 7, the second yarn 9 and the third yarn 11.
  • the edge length A of the mesh 5 in the extending direction is defined as the length of the mesh edge formed by the second yarn 9 and the third yarn 11 crossing the mesh 5 in the extending direction.
  • the edge lengths A and B are both the length of the edge of the mesh on one side.
  • the edge length B is greater than the edge length A, and the shape of the mesh 5 is substantially elliptical at this time. In another specific embodiment, the edge length B is equal to the edge length A, and the shape of the mesh 5 is circular in this case. In another specific embodiment, the edge length B is less than the edge length A, and the shape of the mesh 5 is substantially elliptical at this time.
  • the edge length B of the mesh 5 is about 1-10 mm, preferably about 2-6 mm, for example about 2, 3, 4 mm.
  • the edge length A of the mesh 5 is about 1-10 mm, preferably about 2-6 mm, for example about 2, 3, 4 mm.
  • the mesh area refers to the area of a single mesh.
  • the through porosity is about 5%-80%, preferably about 25%-60%, for example about 30%, 40%.
  • the pore density of the ductile portion is about 1-10 holes/cm 2 , preferably about 3-6 holes/cm 2 , for example about 5 holes/cm 2 .
  • the angle ⁇ between the second yarn and/or the third yarn and the extension direction is about 1-89°, preferably about 1-45°, for example about 15, 20, 30, 40, 60°.
  • the setting of parameters such as mesh shape, mesh area, through-hole rate, hole density, the angle between the second yarn and/or the third yarn and the extension direction, respectively, helps to obtain different extension properties to a certain extent.
  • the extensible part of it can achieve the effect of controllable extension.
  • the elongation of the malleable portion along the extension direction may be about 20%-200%, preferably about 50%-200%, for example about 100%, 150%, 200%.
  • Such ductility helps prevent the airbag door from separating from the load-bearing component.
  • the parameter definition of the mesh in this article helps to make the malleable part to be structurally deformable, further increase the malleability of the malleable part, reduce the tensile force of the malleable part during the opening of the airbag door, and prevent the fabric layer from being sheared. Excessive cutting force causes the risk of breakage.
  • the breaking strength of the ductile part is 500-50000N/5cm, preferably about 600-5000N/5cm, for example about 800, 1500, 2000N/5cm.
  • the two ends of the vehicle airbag door hinge in the extension direction according to the present invention can be respectively connected to the airbag door and the bearing member surrounding the airbag door.
  • it can be connected to the airbag door and the airbag door surrounding the airbag door by injection molding.
  • the load-bearing parts are connected.
  • the airbag door opens from one side, and at this time the airbag door rotates around the airbag door hinge as a whole.
  • airbag door hinges are provided at both ends of the airbag door, so that when the vehicle airbag assembly is triggered, the two halves of the airbag door are respectively related to the airbag The door hinge rotates.
  • the trim for the interior of the car of the present invention also includes a solution in which the airbag door is opened from the middle to both sides.
  • the bearing member includes a frame and an airbag frame integrally formed with the frame, the frame defines an opening for the airbag to deploy through the opening, and the airbag door is configured to cover the opening, And the airbag door hinge is used to connect with the airbag door and the frame.
  • FIG. 8a it is a schematic diagram of a car interior trim including an airbag door hinge according to a specific embodiment of the present invention, which shows the position of an embodiment for the airbag door hinge.
  • the trim for the interior of an automobile according to an embodiment of the present invention includes: an airbag door A1 (the assembly shown in the thick dashed line), a bearing member A2 surrounding the airbag door A1, and the airbag door Hinge C1.
  • the hinge C1 is used to connect the airbag door A1 and the load bearing component A2.
  • the connection can be accomplished using an insert injection molding process, for example.
  • the bearing member A2 includes a frame A21 and an airbag frame A22 integrally formed with the frame A21.
  • the frame A21 defines an opening O for the airbag G to deploy through the opening O.
  • the bearing member A2 further includes a bearing member foam layer A23 and/or a bearing member skin layer A24.
  • the carrier component foam layer A23 and the carrier component skin layer A24 are sequentially arranged on the side of the frame A21 away from the airbag frame A22.
  • the carrier member foam layer A23 and the carrier member skin layer A24 may be composed of the same or different materials.
  • the airbag door A1 is configured to cover the opening O.
  • the airbag door A1 includes an airbag door substrate A12, an optional airbag door foam layer A13, and an airbag door skin layer A14 arranged in order from bottom to top.
  • the airbag door hinge C1 is used to connect with the airbag door base plate A12 and the frame A21.
  • the airbag door hinge C1 includes fixed sections C10, C13 and a hinge section C11.
  • the fixing sections C10 and C13 are respectively fixed in the frame A21 and the airbag door base plate A12.
  • the hinge segment C11 is also fixed in the frame A21 and the airbag door base plate A12.
  • the fixed method is embedding. In this way, the hinge segment C11 is not in a relaxed state.
  • the airbag door foam layer A13 and the airbag door skin layer A14 may have the same or different material composition.
  • the fabric layer of the hinge C1, especially the hinge section C11 includes the stretchable part according to the present invention.
  • the carrier component foam layer A23 and the airbag door foam layer A13 have the same material composition.
  • the bearing component skin layer A24 and the airbag door skin layer A14 have the same material composition.
  • the frame A21 and the airbag door substrate A12 have the same material composition. In yet another embodiment, the frame A21 and the airbag door substrate A12 are integrally formed.
  • the frame A21 also includes a weakened area W, which is arranged on the side of the opening covered by the airbag door away from the hinge C1 and the frame A21.
  • the weakened area W should be set so that the interface between the airbag door substrate A12 and the frame A21 has a weaker mechanical strength than other parts of the airbag door substrate A12 and the frame A21, so that the airbag door can be opened easily,
  • the airbag can be deployed from the airbag frame toward the airbag door.
  • the depth of the weakened area can optionally extend from the skeleton A21 to the foam layer A23, but should not extend to the skin layer A24.
  • the direction indicated by the dashed arrow in Figure 8a is the direction in which the airbag door opens.
  • the load-bearing member includes a frame and an airbag frame integrally formed with the frame, the frame defines an opening for the airbag to deploy through the opening, and the airbag door is configured to cover the opening , And the airbag door hinge is used to connect the airbag door and the airbag frame.
  • FIG. 8b it is a schematic diagram of an automobile interior trim including an airbag door hinge according to another specific embodiment of the present invention, which shows the position of another embodiment for the airbag door hinge.
  • the bearing member A2 includes a frame A21 and an airbag frame A22 integrally formed with the frame A21.
  • the airbag door hinge C1 is used to connect the airbag door A1 and the airbag frame A22.
  • the hinge C1 includes fixed sections C12, C13 and a hinge section C11.
  • the hinge section C11 is fixed in the airbag frame A22 and the airbag door base plate A12, and the fixed sections C12 and C13 of the hinge C1 are fixed in the airbag frame A22 and the airbag door base plate A12, respectively.
  • the load-bearing component includes: a skeleton and an airbag frame connected to the skeleton, the skeleton defines an opening for the airbag to deploy through the opening, the airbag door is configured to cover the opening, and the airbag door hinge is used to The airbag door and the airbag frame are connected.
  • FIG. 8c is a schematic diagram of an automobile interior trim including an airbag door hinge according to another embodiment of the present invention, it shows the position of another embodiment for the airbag door hinge.
  • a trim part for the interior of an automobile according to another embodiment of the present invention includes: an airbag door A1 (the assembly shown in the thick dashed line), a bearing member A2 surrounding the airbag door A1, and an airbag Door hinge C1.
  • the hinge C1 is used to connect the airbag door A1 and the load bearing component A2.
  • the connection can be done using, for example, an insert injection molding process.
  • the bearing member A2 includes a frame A21 and an airbag frame A22 connected to the frame A21.
  • the frame A21 defines an opening O for the airbag G to deploy through the opening O.
  • the connection method includes but is not limited to welding, bonding, riveting, threaded connection, and hook connection, preferably welding.
  • the bearing member A2 further includes the bearing member foam layer A23 and/or the bearing member skin layer A24.
  • the carrier component foam layer A23 and the carrier component skin layer A24 are sequentially arranged on the side of the frame A21 away from the airbag frame A22.
  • the carrier component foam layer A23 and the carrier component skin layer A24 may have the same or different material compositions.
  • the airbag door A1 is configured to cover the opening.
  • the airbag door A1 includes a reinforced door A11, an airbag door substrate A12, and an optional airbag door foam layer A13 and an airbag door skin layer A14 that are sequentially arranged from bottom to top.
  • the connection mode of the reinforced door A11 and the airbag door base plate A12 includes but is not limited to welding, bonding, riveting, threaded connection, and hook connection, preferably welding.
  • the airbag door foam layer A13 and the airbag door skin layer A14 may have the same or different material composition.
  • the carrier component foam layer A23 and the airbag door foam layer A13 have the same material composition.
  • the bearing component skin layer A24 and the airbag door skin layer A14 have the same material composition.
  • the frame A21 and the airbag door substrate A12 have the same material composition. In yet another embodiment, the frame A21 and the airbag door substrate A12 are integrally formed.
  • the airbag door hinge C1 is used to connect the airbag door reinforcement door A11 and the airbag frame A22.
  • the airbag door hinge C1 includes fixed sections C12, C13 and a hinge section C11.
  • the fixing sections C12 and C13 are respectively fixed in the airbag frame A22 and the reinforced door A11 in the airbag door A1.
  • the fixing section C12 is fixed to the part of the airbag frame A22 that defines the airbag.
  • the fixing section C12 can also be fixed to the part of the airbag frame A22 connected to the frame A21, as shown in Fig. 8d.
  • the hinge segment C11 is in a relaxed state, as shown in Figures 8c and 8d.
  • the fabric layer of the hinge C1, especially the hinge section C11, includes the stretchable part according to the present invention.
  • the frame A21 also contains weakened areas W, which are provided on both sides of the opening covered by the airbag door, so that the airbag door can be easily opened, and the airbag can be deployed from the airbag frame toward the airbag door.
  • the depth of the weakened area may optionally extend from the skeleton A21 to the foam layer A23, but should not extend to the skin layer A24.
  • the direction indicated by the arrow in Fig. 8c and Fig. 8d is the direction in which the airbag door is opened.
  • the skeleton A21 and the airbag frame A22 are materials commonly used in the art, including but not limited to polyvinyl chloride, polypropylene, polyacrylonitrile-butadiene-styrene, polyester, and polyurethane.
  • Figure 5 shows a schematic structural view of the malleable portion of the vehicle airbag door hinge according to Embodiment 1 of the present invention, wherein the malleable portion is stretched from a stretched state to a stretched state until it is stretched to the limit. status.
  • the direction of the double arrow in the figure is the extension direction.
  • the length of the mesh 5 along the axis b perpendicular to the extension direction is equal to the length of the mesh 5 parallel to the axis a of the extension direction. That is, the shape of the mesh 5 is circular.
  • the yarn is knitted using the knitting method shown in FIG. 2.
  • the angle ⁇ between the second yarn and the third yarn and the extending direction is 15-30°, and preferably 20°.
  • the ratio of the length of the axis a parallel to the extension direction to the length of the axis b perpendicular to the extension direction is 1:1.
  • the length of the axis a is 3 mm.
  • the length of the axis b is 3 mm.
  • the length of the edge of the mesh perpendicular to the extension direction is 3mm, and the length of the edge of the mesh in the extension direction is 3mm.
  • the mesh area is 7mm 2 .
  • the hole density of the ductile part is 5 pcs/cm 2 .
  • the through-hole ratio of the ductile part is 30%.
  • the first yarn, the second yarn and the third yarn all use polyester yarn 300D.
  • the extensibility of the extensible part along the extensible direction is 150%.
  • the breaking strength of the ductile part is 1500N/5cm.
  • FIG. 6 shows a schematic structural view of the malleable portion of the vehicle airbag door hinge according to Embodiment 2 of the present invention, in which the malleable portion is stretched from the stretched state to the stretched state until it is stretched to the limit. status.
  • the direction of the double arrow in the figure is the extension direction.
  • the length of the axis b of the mesh 5 perpendicular to the extension direction is greater than the length of the axis a of the mesh 5 parallel to the extension direction. That is, the shape of the mesh 5 is an ellipse.
  • the yarn is knitted using the knitting method shown in FIG. 2.
  • the angle ⁇ between the second yarn and the third yarn and the extending direction is 30°.
  • the ratio of the length of the axis a parallel to the extension direction to the length of the axis b perpendicular to the extension direction is 1:2.
  • the length of the axis a is 2 mm.
  • the length of the axis b is 4 mm.
  • the length of the edge of the mesh perpendicular to the extension is 4mm, and the length of the edge of the mesh in the extension direction is 2mm.
  • the mesh area is about 7mm 2 .
  • the hole density of the ductile part is 5 pcs/cm 2 .
  • the through-hole ratio of the ductile part is 30%.
  • the first yarn, the second yarn and the third yarn all use polyester yarn 300D.
  • the extensibility of the extensible part along the extensible direction is 200%.
  • the breaking strength of the ductile part is 800N/5cm.
  • Figure 7 shows a schematic structural view of the malleable portion of the vehicle airbag door hinge according to Embodiment 3 of the present invention, wherein the malleable portion is stretched from the stretched state to the stretched state until it is stretched to the limit. status.
  • the direction of the double arrow in the figure is the extension direction.
  • the length of the mesh 5 along the axis b perpendicular to the extension direction is smaller than the length of the mesh 5 parallel to the axis a of the extension direction. That is, the shape of the mesh 5 is an ellipse.
  • the yarn is knitted using the knitting method shown in FIG. 2.
  • the angle ⁇ between the second yarn and the third yarn and the extending direction is 15°.
  • the ratio of the length of the axis a parallel to the extension direction to the length of the axis b perpendicular to the extension direction is 2:1.
  • the length of the axis a is 4 mm.
  • the length of the axis b is 2 mm.
  • the length of the edge of the mesh perpendicular to the extension is 2mm, and the length of the edge of the mesh in the extension direction is 4mm.
  • the mesh area is about 7mm 2 .
  • the hole density of the ductile part is 5 pcs/cm 2 .
  • the through-hole ratio of the ductile part is 30%.
  • the first yarn, the second yarn and the third yarn all use polyester yarn 300D.
  • the extensibility of the extensible part along the extensible direction is 100%.
  • the breaking strength of the ductile part is 2000N/5cm.

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Abstract

一种用于汽车内部的饰件，包括：安全气囊门，包围安全气囊门的承载部件，和安全气囊门铰链，其中安全气囊门铰链用于与安全气囊门和承载部件的连接，安全气囊门铰链包括：织物层（1），织物层（1）包括可延展部分，基于与可延展部分的延展方向垂直的方向，可延展部分包括交替排列的第一区域（Z1）和第二区域（Z2），各个第一区域（Z1）包括间隔设置的网孔（5）。由于多个网孔的设置，使得可延展部分可以发生结构变形，进一步增加了可延展部分的延展性，可以降低可延展部分在安全气囊门打开过程中受到的拉力，避免织物层受剪切拉力过大而造成断裂的风险。

Description

包含安全气囊门铰链的用于汽车内部的饰件
本申请要求2020年1月7日提交的题为“包含安全气囊门铰链的用于汽车内部的饰件”的202010013413.9号中国申请的优先权，其内容整体援引加入本文。
技术领域
本发明涉及车辆配件领域，尤其涉及一种包含车辆安全气囊门铰链的用于汽车内部的饰件。
背景技术
车辆安全气囊组件是常用的用于汽车内部的饰件，为一种用于保护驾驶员和乘客安全的车辆配件。车辆安全气囊组件包括安装在方向盘中以保护驾驶员安全的车辆安全气囊组件，以及安装在仪表板中以保护乘客安全的安全气囊组件。
车辆安全气囊组件主要包括安全气囊、遮盖安全气囊的安全气囊门，以及将安全气囊门连接到承载部件的安全气囊门铰链。在安全气囊组件被触发时，安全气囊门打开，以便能实现安全气囊的弹出，并且安全气囊门铰链能在打开时实现安全气囊门的引导。
根据所使用的安全气囊门的大小，在安全气囊组件触发时，有不同的力作用于安全气囊门铰链上。安全气囊门尺寸越大或者重量越重，则作用于安全气囊门铰链上的力就越大。
安全气囊门铰链一方面，需要确保安全气囊门在安全气囊组件触发时易于打开；另一方面，为了不危及安全气囊区域中的人，需要确保使安全气囊门在任何情况下都不从包围该安全气囊门的承载部件松脱。目前已有通过编织经纱和纬纱形成的织物制成的车辆安全气囊门铰链。CN208774709U公开了一种安全气囊门铰链，其为双层结构，具有第一纺织层(1)和第二纺织层(2)，所述第一纺织层(1)和第二纺织层(2)通过多个连接部件(3)连接；其中，在纬向上两个相邻的所述连接部件(3)之间的纬向间距L为5-200mm。
发明内容
在一方面，本发明涉及一种用于汽车内部的饰件，包括：安全气囊门，包围所述安全气囊门的承载部件，和安全气囊门铰链，其中所述安全气囊门铰链用于与所述安全气囊门和所述承载部件的连接，其中，所述车辆安全气囊门铰链包括：织物层，所述织物层包括可延展部分，基于与所述可延展部分的延展方向垂直的方向，所述可延展部分包括交替排列的第一区域和第二区域，各个所述第一区域包括间隔设置的网孔。
在一个实施方案中，网孔为基本上的椭圆形，网孔中平行于延展方向的轴线的长度与垂直于延展方向的轴线的长度的比例为1:10-10:1，优选为1:5-5:1，更优选为1:2-2:1。
在另一个实施方案中，多个所述网孔沿延展方向排列以形成多列网孔，每一列网孔与相邻列网孔是错位设置的。
在又一个实施方案中，所述织物层由纱线编织制成。
在还一个实施方案中，所述可延展部分包含第一纱线、第二纱线和第三纱线，其中所述第一纱线沿垂直于延展方向设置，所述第二纱线和所述第三纱线以锯齿形方式沿垂直于延展方向走线并分别与所述第一纱线缠绕，所述第二纱线与所述第三纱线交叉设置。
在一个实施方案中，第一区域与第二区域的边界由第一纱线以及与其缠绕并形成线圈的第二纱线和/或第三纱线限定。
在另一个实施方案中，各个第一区域中两个相邻的网孔之间包含第二纱线和/或第三纱线，所述第二纱线和所述第三纱线以锯齿形方式沿垂直于延展方向走线。
在又一个实施方案中，各个第二区域包含第二纱线和/或第三纱线，所述第二纱线和所述第三纱线以锯齿形方式沿垂直于延展方向走线。
在还一个实施方案中，所述网孔在延展方向上由第一纱线、第二纱线和第三纱线限界。
在一个实施方案中，所述网孔在垂直于延展方向上由交叉的第二纱线和第三纱线限界。
在另一个实施方案中，第二纱线和/或第三纱线与延展方向的夹角分别 为1-89°，优选为1-45°。
在又一个实施方案中，所述织物层由一种或多种材料的纱线编织制成。
在还一个实施方案中，所述可延展部分的孔密度为1-10个/cm 2。
在一个实施方案中，所述网孔中平行于延展方向的轴线的长度为1-10mm。
在另一个实施方案中，垂直于延展方向的轴线的长度为1-10mm。
在又一个实施方案中，所述网孔在垂直于延展方向上的边缘长度为1-10mm。
在还一个实施方案中，所述网孔在延展方向上的边缘长度为1-10mm。
在一个实施方案中，所述网孔面积为1-100mm 2。
在另一个实施方案中，所述可延展部分的通孔率为5％-80％。
在又一个实施方案中，所述可延展部分沿延展方向的延伸率为20％-200％。
在还一个实施方案中，所述可延展部分沿延展方向的断裂强度为500-50000N/5cm。
在一个实施方案中，所述车辆安全气囊门铰链还包括保护层，所述保护层覆盖所述织物层。
在另一个实施方案中，所述承载部件包括：骨架和与所述骨架一体成型的气囊框，所述骨架限定开口，用于气囊通过所述开口展开，所述安全气囊门被配置为覆盖所述开口，并且所述安全气囊门铰链用于与所述安全气囊门和所述骨架或气囊框连接。
在又一个实施方案中，所述承载部件包括：骨架和与所述骨架连接的气囊框，所述骨架限定开口，用于气囊通过所述开口展开，所述安全气囊门被配置为覆盖所述开口，并且所述安全气囊门铰链用于与所述安全气囊门和所述气囊框连接。
根据本发明的用于汽车内部的饰件中的车辆安全气囊门铰链，通过纱线的编织而制成的可延展部分具有较高的延展性，以防止安全气囊门与承载部件分离，同时由于多个网孔的设置，使得可延展部分可以发生结构变形，进一步增加了可延展部分的延展性，解决了现有技术中延伸率低，在安全气囊门打开时容易出现的以下问题：在安全气囊门展开过程中受到拉 力时，车辆安全气囊门铰链受剪切拉力过大而造成断裂，安全气囊门飞出而产生安全风险。本发明的用于汽车内部的饰件中的安全气囊门铰链可以降低可延展部分在安全气囊门打开过程中受到的拉力，避免织物层受剪切拉力过大而造成断裂的风险。
本发明的用于汽车内部的饰件制造工艺简单，安全实用，适合大规模生产。
从以下结合附图对优选实施方案的详细描述中，上述优点和其它优点和特征将变得明白易懂。
附图说明
为了更完整地理解本发明，现在应该参考在附图中更详细示出并且下面通过本发明的示例描述的实施方案，其中：
图1是根据本发明的一个实施方案的车辆安全气囊门铰链的侧面结构示意图；
图2是根据本发明的一个实施方案的车辆安全气囊门铰链的可延展部分的结构示意图；
图3是根据本发明的一个实施方案的车辆安全气囊门铰链的可延展部分的局部放大结构示意图，示出了网孔；
图4a-图4c是根据本发明的一个实施方案的车辆安全气囊门铰链的可延展部分的纱线结构示意图；
图5是根据本发明实施例1的车辆安全气囊门铰链的可延展部分的示意图，其中可延展部分从未被拉伸状态拉伸到被拉伸状态直至被拉伸到极限的状态；
图6是根据本发明实施例2的车辆安全气囊门铰链的可延展部分的示意图，其中可延展部分从未被拉伸状态拉伸到被拉伸状态直至被拉伸到极限的状态；
图7是根据本发明实施例3的车辆安全气囊门铰链的可延展部分的示意图，其中可延展部分从未被拉伸状态拉伸到被拉伸状态直至被拉伸到极限的状态；
图8a是本发明的一个实施方案的包括安全气囊门铰链的汽车内部饰件 的结构示意图；
图8b是本发明的另一个实施方案的包括安全气囊门铰链的汽车内部饰件的结构示意图。
图8c是本发明的又一个实施方案的包括安全气囊门铰链的汽车内部饰件的结构示意图。
图8d是本发明的还一个实施方案的包括安全气囊门铰链的汽车内部饰件的结构示意图。
具体实施方式
如本领域的普通技术人员将理解的，参照任何一个附图示出和描述的实施方案的各种特征可以与一个或更多其它附图中示出的特征组合以产生没有明确示出或描述的其它实施方案。所示特征的组合为典型应用提供了代表性实施方案。然而，对于特定的应用或实现，可以期望与本发明内容的教导一致的对特征进行各种组合和修改。
在本说明书中，“上”、“下”、“左”、“右”等指示方向的用词仅为表述方便，而非是限制性的。
对于本文所使用的处于相同关系的构件名称所划分的术语“第一”、“第二”，本发明不受限于本文描述的顺序。
本文所使用的术语“一种(个)或多种(个)”或者“至少一种(个)”表示一种(个)、两种(个)、三种(个)、四种(个)、五种(个)、六种(个)、七种(个)、八种(个)或更多种(个)。
术语“约”、“大约”当与数值变量并用时，通常指该变量的数值和该变量的所有数值在实验误差内(例如对于平均值95％的置信区间内)或在指定数值的±10％内，或更宽范围内。
在本说明书中，术语“车辆”或其它类似术语通常包括机动车辆，诸如包括运动型多用途车辆(SUV)、公共汽车、卡车及各种商用车辆的乘用车辆，包括各种小船和大船的船只，飞机等；并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆和其它替代燃料车辆(例如，以石油以外的能源为燃料)。混合动力车辆是具有两个或更多动力源的车辆，例如，汽油和电动双动力车辆。
在本说明书中，术语“延伸率”是指当织物被拉伸直到断裂的时候，其增加(被拉伸)的长度与原长度的比值。通常使用本领域所熟知的方法进行测量。例如为ISO 13934。在本文中，指沿延展方向的延伸率。
在本说明书中，术语“孔密度”是指单位面积内(cm 2)网孔的数量。
在本说明书中，术语“断裂强度”是指材料发生断裂时的拉力与断裂横截面积的比值，即应力。通常使用本领域所熟知的方法进行测量。例如为ISO 13934。在本文中，指沿延展方向的断裂强度。
在本说明书中，术语“延展方向”是指织物被拉伸而延展的方向，即织物的可延展部分被拉伸的方向，也为安全气囊展开的施力方向。术语“垂直于延展方向”或“与所述延展方向垂直的方向”是指在织物层的平面上，垂直于“延展方向”的方向，也可称为“横向方向”。
在本说明书中，网孔的大小以网孔在垂直于延展方向上的边缘长度与网孔在延展方向上的边缘长度限定。网孔大小仅指网孔区域的大小，不包含纱线本身的宽度和尺寸。
在本说明书中，术语“通孔率”是指网孔部分的面积占可延展部分总面积的比例。
在本说明书中，术语“安全气囊门”也可称为安全气囊盖，具有本领域通常所指的含义。在车辆安全气囊组件被触发时，安全气囊门打开，使得安全气囊得以从安全气囊门和承载部件所限定的空间中向外展开。
在本说明书中，“用于汽车内部的饰件”为仪表板的一部分。
在本说明书中，纱线的编织可以通过针织织机进行。针织织机例如为经编织机或纬编织机，优选为经编织机。优选的编织方式有助于获得具有良好拉伸和延展性能的织物层。纱线可以进行成圈运动以形成线圈。各线圈之间可相互交错，形成串套连接。各纱线之间还可以进行交叉。各纱线也可以与线圈进行缠绕。从而通过纱线的编织形成织物层。
本发明涉及一种用于汽车内部的饰件，包括：安全气囊门，包围所述安全气囊门的承载部件，和安全气囊门铰链，其中所述安全气囊门铰链用于与安全气囊门和所述承载部件的连接，所述安全气囊门铰链为本发明的安全气囊门铰链。
图1是根据本发明的一个实施方案的车辆安全气囊门铰链的侧面结构 示意图。如图1所示，车辆安全气囊门铰链主要包括织物层1和保护层3。保护层3覆盖织物层1。保护层3为单层结构，由至少一种材料制成，例如由无纺布、美纹纸、塑料膜片等材料制成。保护层3通过粘结、缝纫、复合等工艺方式与织物层1连接。注塑时通过保护层3阻挡注塑料流来保护织物层1，使织物层1不受破坏。
织物层1由纱线编织制成。织物层1包括可延展部分，该可延展部分在安全气囊门打开旋转时，在安全气囊门产生的外力的作用下能够被延展。可延展部分可以位于安全气囊门与承载部件连接的位置处。织物层1可以整体上均为可延展部分，或者织物层1的一部分为可延展部分。
图2是根据本发明一个实施方案的车辆安全气囊门铰链的可延展部分的结构示意图。双箭头所指的方向为延展方向。如图2所示，基于与所述可延展部分的延展方向垂直的方向，所述可延展部分包括交替排列的第一区域Z1和第二区域Z2，各个第一区域Z1包括间隔设置的网孔。图1侧面结构示意图中的织物层1即示出的是织物层1的可延展部分在第一区域Z1的截面方向的侧面结构示意图，其示出间隔设置的网孔5。
织物层1由一种或多种材料的纱线编织制成。包括并不限于合成纤维、天然纤维或其组合，优选为聚乙烯、聚丙烯、再生纤维素纤维、聚酰胺、碳纤维、聚丙烯腈、聚酯、纤维素、棉、剑麻、蕉麻、木棉、苎麻、亚麻、大麻、黄麻、动物毛、蚕丝或其组合，例如为涤纶、芳纶、锦纶、甲纶等。例如可以为涤纶300D、涤纶150D。
纱线的编织包括纱线自身或纱线之间的缠绕、交叉，由纱线形成的线圈的缠绕、交叉，以及由纱线形成的线圈与纱线的缠绕、交叉。
图3是根据本发明的一个实施方案的车辆安全气囊门铰链的可延展部分的局部放大结构示意图。如图3所示，网孔为基本上的椭圆形。网孔中平行于延展方向的轴线a与垂直于延展方向的轴线b的比例为约1:10-10:1，优选为约1:5-5:1，更优选为约1:2-2:1，如约1:1，2:5-3:5。在本文中，椭圆形包含圆形。
在一个实施方案中，网孔中平行于延展方向的轴线a的长度小于垂直于延展方向的轴线b的长度。在这种情况下，网孔为椭圆形。
在另一个实施方案中，网孔中平行于延展方向的轴线a的长度等于垂 直于延展方向的轴线b的长度。在这种情况下，网孔为圆形。
在又一个实施方案中，网孔中平行于延展方向的轴线a的长度大于垂直于延展方向的轴线b的长度。在这种情况下，网孔为椭圆形。
在一个优选的实施方案中，轴线a的长度为1-10mm，优选为1.5-5mm，例如为约2、3、4mm。
在另一个优选的实施方案中，轴线b的长度为1-10mm，优选为1.5-5mm，例如为约2、3、4mm。
当可延展部分处于拉伸状态时，其轴线a的长度与轴线b的长度的比值大于未拉伸状态时的该比值。
网孔的间隔设置有助于为网孔在拉伸变形过程中，提供足够的空间，从而有助于实现可延展部分的拉伸变形，提高延伸率。如图2所示，多个网孔5沿延展方向排列以形成多列网孔，每一列网孔与相邻列网孔是错位设置的。也就是说，每一列网孔与相邻列网孔不是对齐的。例如在图2中所示例的，第M列网孔与相邻的第L列网孔和第N列网孔均是错位的。进一步的，第L列网孔与第N列网孔是对齐的。同样的，相邻两个第一区域Z1中的所述网孔在垂直于延展方向上错位设置。也就是说，相邻的两个第一区域Z1中的网孔不是对齐的。整体上，多个网孔5在可延展部分的延展方向上和垂直于延展方向上都不是对齐的，是以错位阵列的形式排布的。
以下描述根据本发明的实施方案的车辆安全气囊门铰链的织物层的可延展部分的具体的结构。在一个具体的实施方案中，如图2所示，可延展部分包含第一纱线7、第二纱线9和第三纱线11。第一纱线7、第二纱线9和第三纱线11可以采用同样的材料或者采用不同的材料。第一纱线7、第二纱线9和第三纱线11的粗细、规格也可以是相同或者不同的。三种纱线可以为两两之间相互缠绕或交叉的形式，或者两两分别形成线圈后再缠绕或交叉的形式，或者以纱线与线圈缠绕或交叉的形式连接。通过第一纱线7、第二纱线9和第三纱线11的连接排布方式，形成多个网孔5。
第一纱线7沿垂直于延展方向设置。第二纱线9和第三纱线11以锯齿形方式沿垂直于延展方向走线并分别与第一纱线7缠绕。第二纱线9与所述第三纱线11交叉设置。
图4a-图4c示出了图2的实施方案的可延展部分中各纱线的具体连接 形式。为了清楚起见，对于各图中详细显示的纱线，用加粗的方式显示。加粗的方式并不代表在该实施方案中纱线实际的粗细，仅是为了在本文中更清楚地示出纱线的走向。第一纱线7的走向如图4a中加粗的纱线所示。第二纱线9的走向如图4b中加粗的纱线所示。第三纱线11的走向如图4c中加粗的纱线所示。
在一个具体的实施方案中，如图4a所示，第一纱线以线圈的形式沿垂直于延展方向设置。通过线圈形成串套连接。如图4b和图4c所示，第二纱线9和第三纱线11分别与第一纱线7的缠绕，形成第二纱线9和第三纱线11分别与第一纱线7的相交。在与第一纱线7相交处，第二纱线9和第三纱线11分别以线圈的形式实现与第一纱线7的缠绕和连接。这样的设置有助于可延展部分的成形。
在另一个具体的实施方案中，第二纱线和第三纱线也可以为编织的纱线。
在一个实施方案中，如图2所示，第一区域Z1与第二区域Z2的边界由第一纱线7以及与其缠绕并形成线圈的第二纱线9和/或第三纱线11限定。
在另一个实施方案中，各个第一区域Z1中两个相邻的网孔之间包含第二纱线9和/或第三纱线11。所述第二纱线9和所述第三纱线11以锯齿形方式沿垂直于延展方向走线。这样的设置有利于实现可延展部分在垂直于延展方向上的压缩变形。在一个具体的实施方案中，未被拉伸状态下，各个第一区域Z1中两个相邻的网孔之间在延展方向的长度接近于网孔的轴线a的长度。在垂直于延展方向的长度接近于网孔的轴线b的长度。
在又一个实施方案中，第二区域Z2不包含本文所述的网孔结构。各个第二区域Z2包含第二纱线9和/或第三纱线11。所述第二纱线9和所述第三纱线11以锯齿形方式沿垂直于延展方向走线。这样的设置为网孔在拉伸变形过程中，提供足够的空间，从而有助于实现可延展部分在延展方向上的拉伸变形，提高延伸率。这样的设置还有助于网孔之间的连接，使得可延展部分能形成织物面，从而有助于提供可延展部分的期望的拉伸强度。在一个具体的实施方案中，各个第二区域Z2在延展方向的长度为约1-10mm，优选为1.5-5mm。
在一个实施方案中，如图2所示，网孔5在延展方向上由第一纱线7、第二纱线9和第三纱线11限界。在一个具体的实施方案中，如图4a-图4c所示，网孔5在延展方向上由编织成线圈的第一纱线7、第二纱线9和第三纱线11限界。
在另一个实施方案中，如图2所示，网孔5在垂直于延展方向上由交叉的第二纱线9和第三纱线11限界。由于网孔5是通过纱线的编织而形成，其边界也是由纱线的各种连接排布限定，因此其并非绝对的理想的椭圆形，而是基本上的椭圆形。在另外的实施方案中，网孔也可以为类似椭圆形的形状，包括但不限于长圆形、多边形、长方形。
如图3所示，将网孔5沿垂直于延展方向的边缘长度B定义为网孔5由第一纱线7、第二纱线9和第三纱线11构成的网孔边缘的长度。网孔5沿延展方向的边缘长度A定义为网孔5在延展方向由交叉的第二纱线9和第三纱线11构成的网孔边缘的长度。边缘长度A和B均为单侧的网孔边缘的长度。
在一个具体的实施方案中，边缘长度B大于边缘长度A，此时网孔5的形状为基本上椭圆形。在另一个具体的实施方案中，边缘长度B等于边缘长度A，此时网孔5的形状为圆形。在又一个具体的实施方案中，边缘长度B小于边缘长度A，此时网孔5的形状为基本上椭圆形。
在一个实施方案中，网孔5的边缘长度B为约1-10mm，优选为约2-6mm，例如为约2、3、4mm。
在另一个实施方案中，网孔5的边缘长度A为约1-10mm，优选为约2-6mm，例如为约2、3、4mm。
在一个优选的实施方案中，网孔面积为约1-100mm 2，优选为约5-30mm 2，例如为约7、15mm 2。网孔面积指单个网孔的面积。
在另一个优选的实施方案中，通孔率为约5％-80％，优选为约25％-60％，例如为约30％、40％。
在又一个优选的实施方案中，可延展部分的孔密度为约1-10个/cm 2，优选为约3-6个/cm 2，例如为约5个/cm 2。
在一个实施方案中，如图2所示，第二纱线和/或第三纱线与延展方向的夹角θ为约1-89°，优选为约1-45°，例如为约15、20、30、40、60°。
网孔形状、网孔面积、通孔率、孔密度、第二纱线和/或第三纱线与延展方向的夹角等参数的设置分别在一定程度上有助于获得具有不同的延展性能的可延展部分，达到延展可控的效果。可延展部分沿延展方向的延伸率可以为约20％-200％，优选为约50％-200％，例如为约100％、150％、200％。这样的延展性有助于防止安全气囊门与承载部件分离。本文中网孔的参数限定有助于使得可延展部分可以发生结构变形，进一步增加了可延展部分的延展性，可以降低可延展部分在安全气囊门打开过程中受到的拉力，避免织物层受剪切拉力过大而造成断裂的风险。
根据本发明的车辆安全气囊门铰链的可延展部分，根据所采用的纱线材料、纱线和网孔的设置等因素，有助于实现不同的断裂强度，达到断裂强度可调的效果。可延展部分的断裂强度为500-50000N/5cm，优选为约600-5000N/5cm，例如为约800、1500、2000N/5cm。
根据本发明的车辆安全气囊门铰链沿延展方向的两端可以分别与安全气囊门和包围该安全气囊门的承载部件连接，例如可以通过注塑成型的方式与安全气囊门和包围该安全气囊门的承载部件连接。当车辆安全气囊组件被触发时，安全气囊门从一侧打开，此时安全气囊门整体围绕安全气囊门铰链旋转。或者，对于从中间向两侧打开的安全气囊门，在安全气囊门的两端分别设置安全气囊门铰链，使得当车辆安全气囊组件被触发时，安全气囊门的两个半部分别关于安全气囊门铰链旋转。以下实施方案示出安全气囊门从一侧打开的方案，但这样的实施方案仅是为了示出安全气囊门铰链与安全气囊门和承接部件的连接关系，是示例性的。如上文所述，本发明的用于汽车内部的饰件也包含了安全气囊门从中间向两侧打开的方案。
在一个实施方案中，承载部件包括：骨架和与所述骨架一体成型的气囊框，所述骨架限定开口，用于气囊通过所述开口展开，所述安全气囊门被配置为覆盖所述开口，并且所述安全气囊门铰链用于与所述安全气囊门和所述骨架连接。
参考图8a，为本发明的一个具体的实施方案的包括安全气囊门铰链的汽车内部饰件的示意图，其示出了用于安全气囊门铰链的一个实施方案的位置。如图8a所示，本发明的一个实施方案的用于汽车内部的饰件，包括： 安全气囊门A1(粗虚线内所示组件)，包围安全气囊门A1的承载部件A2，和安全气囊门铰链C1。铰链C1用于与安全气囊门A1和承载部件A2连接。所述连接例如可使用嵌件注塑工艺完成。
具体地，承载部件A2包括骨架A21和与骨架A21一体成型的气囊框A22。骨架A21限定开口O，用于气囊G通过开口O展开。在一个实施方案中，承载部件A2还包括承载部件发泡层A23和/或承载部件表皮层A24。承载部件发泡层A23和承载部件表皮层A24依次设置于骨架A21远离气囊框A22的一侧。承载部件发泡层A23和承载部件表皮层A24可以由相同或不同的材料组成。
安全气囊门A1被配置为覆盖所述开口O。安全气囊门A1包括从下往上依次设置的安全气囊门基板A12以及任选存在的安全气囊门发泡层A13和安全气囊门表皮层A14。具体地，安全气囊门铰链C1用于与安全气囊门基板A12和骨架A21连接。其中安全气囊门铰链C1包括固定段C10、C13和铰链段C11。固定段C10、C13分别固定于骨架A21和安全气囊门基板A12中。在一个实施方案中，铰链段C11也固定于骨架A21和安全气囊门基板A12中。固定的方式为嵌入。这样的方式使得铰链段C11并非处于松弛的状态。安全气囊门发泡层A13和安全气囊门表皮层A14可以具有相同或不同的材料组成。铰链C1，特别是铰链段C11的织物层包含本发明所述的可延展部分。
在一个实施方案中，承载部件发泡层A23、安全气囊门发泡层A13具有相同的材料组成。承载部件表皮层A24和安全气囊门表皮层A14具有相同的材料组成。
在另一个实施方案中，骨架A21与安全气囊门基板A12具有相同的材料组成。在又一个实施方案中，骨架A21与安全气囊门基板A12为一体成型。
在骨架A21中，还包含弱化区域W，其设置于安全气囊门所覆盖的开口中远离铰链C1与骨架A21连接的一侧。弱化区域W的设置应使得安全气囊门基板A12与骨架A21的交界处具有相比于安全气囊门基板A12和骨架A21的其他部分更弱的力学强度，以使得安全气囊门可以容易地被打开，气囊得以从气囊框中朝向安全气囊门的方向展开。弱化区域的深度可以任 选地从骨架A21延伸至发泡层A23，但不应延伸至表皮层A24。图8a中虚线箭头所指的方向为安全气囊门打开的方向。
在另一个实施方案中，承载部件包括：骨架和与所述骨架一体成型的气囊框，所述骨架限定开口，用于气囊通过所述开口展开，所述安全气囊门被配置为覆盖所述开口，并且所述安全气囊门铰链用于与所述安全气囊门和所述气囊框连接。
参考图8b，为本发明的另一个具体的实施方案的包括安全气囊门铰链的汽车内部饰件的示意图，其示出了用于安全气囊门铰链的另一个实施方案的位置。在该实施方案中，与图8a类似，承载部件A2包括骨架A21和与骨架A21一体成型的气囊框A22。但是安全气囊门铰链C1用于与安全气囊门A1和气囊框A22连接。具体地，铰链C1包括固定段C12、C13和铰链段C11。铰链段C11固定于气囊框A22和安全气囊门基板A12中，铰链C1的固定段C12、C13分别固定于气囊框A22和安全气囊门基板A12中。
在又一个实施方案中，承载部件包括：骨架和与骨架连接的气囊框，骨架限定开口，用于气囊通过所述开口展开，安全气囊门被配置为覆盖开口，并且安全气囊门铰链用于与安全气囊门和气囊框连接。
参考图8c，为本发明的又一个实施方案的包括安全气囊门铰链的汽车内部饰件的示意图，其示出了用于安全气囊门铰链的另一个实施方案的位置。如图8c所示，本发明的又一个实施方案的用于汽车内部的饰件，包括：安全气囊门A1(粗虚线内所示组件)，包围安全气囊门A1的承载部件A2，和安全气囊门铰链C1。铰链C1用于与安全气囊门A1和承载部件A2连接。该连接例如可使用嵌件注塑工艺完成。
具体地，承载部件A2包括骨架A21和与所述骨架A21连接的气囊框A22。骨架A21限定开口O，用于气囊G通过开口O展开。连接的方式包括但不限于焊接、粘接、铆接、螺纹连接、卡勾连接，优选为焊接。在一个实施方案中，承载部件A2中，还包含承载部件发泡层A23和/或承载部件表皮层A24。承载部件发泡层A23和承载部件表皮层A24依次设置于骨架A21远离气囊框A22的一侧。承载部件发泡层A23和承载部件表皮层A24可以具有相同或不同的材料组成。
安全气囊门A1被配置为覆盖所述开口。安全气囊门A1包括从下往上依次设置的加强门A11、安全气囊门基板A12以及任选存在的安全气囊门发泡层A13和安全气囊门表皮层A14。其中加强门A11和安全气囊门基板A12的连接方式包括但不限于焊接、粘接、铆接、螺纹连接、卡勾连接，优选为焊接。安全气囊门发泡层A13和安全气囊门表皮层A14可以具有相同或不同的材料组成。
在一个实施方案中，承载部件发泡层A23、安全气囊门发泡层A13具有相同的材料组成。承载部件表皮层A24和安全气囊门表皮层A14具有相同的材料组成。
在另一个实施方案中，骨架A21与安全气囊门基板A12具有相同的材料组成。在又一个实施方案中，骨架A21与安全气囊门基板A12为一体成型。
安全气囊门铰链C1用于与安全气囊门的加强门A11和气囊框A22连接。其中安全气囊门铰链C1包括固定段C12、C13和铰链段C11。固定段C12、C13分别固定于气囊框A22和安全气囊门A1中的加强门A11中。如图8c所述，固定段C12固定于气囊框A22的限定安全气囊的部分。固定段C12还可以固定于气囊框A22的与骨架A21连接的部分，如图8d所述。
铰链段C11处于松弛状态，如图8c和8d所示。铰链C1，特别是铰链段C11的织物层包含本发明所述的可延展部分。
在骨架A21中，还包含弱化区域W，其设置于安全气囊门所覆盖的开口的两侧，以使得安全气囊门可以容易地被打开，气囊得以从气囊框中朝向安全气囊门的方向展开。弱化区域的深度可以任选地从骨架A21延伸至发泡层A23，但不应延伸至表皮层A24。图8c和图8d中箭头所指的方向为安全气囊门打开的方向。
在一个实施方案中，骨架A21和气囊框A22为本领域通常使用的材料，包括但不限于聚氯乙烯、聚丙烯、聚丙烯腈-丁二烯-苯乙烯、聚酯、聚氨酯。
实施例1
图5示出了是根据本发明实施例1的车辆安全气囊门铰链的可延展部分的结构示意图，其中可延展部分从未被拉伸状态拉伸到被拉伸状态直至 被拉伸到极限的状态。图中双箭头的方向为延展方向。在本实施例中，网孔5沿垂直于延展方向的轴线b的长度等于网孔5平行于延展方向的轴线a的长度。也就是说，网孔5的形状为圆形。当安全气囊门打开时，安全气囊门铰链通过网孔5的变形进行拉伸，起到延展作用。当网孔5被拉伸到极限时，织物层开始对安全气囊门产生约束作用。
纱线使用图2的编织方式进行编织。其中，第二纱线、第三纱线与延展方向的夹角θ分别为15-30°，优选为20°。
平行于延展方向的轴线a的长度与垂直于延展方向的轴线b的长度的比例为1：1。轴线a的长度为3mm。轴线b的长度为3mm。网孔在垂直于延展方向上的边缘长度为3mm，网孔在延展方向上的边缘长度为3mm。网孔面积为7mm 2。可延展部分的孔密度为5个/cm 2。可延展部分的通孔率为30％。
第一纱线、第二纱线和第三纱线均使用涤纶纱线300D。可延展部分沿延展方向的延伸率为150％。可延展部分的断裂强度为1500N/5cm。
实施例2
图6示出了是根据本发明实施例2的车辆安全气囊门铰链的可延展部分的结构示意图，其中可延展部分从未被拉伸状态拉伸到被拉伸状态直至被拉伸到极限的状态。图中双箭头的方向为延展方向。在本实施例中，网孔5垂直于延展方向的轴线b的长度大于网孔5平行于延展方向的轴线a的长度。也就是说，网孔5的形状为椭圆形。当安全气囊门打开时，安全气囊门铰链通过网孔5的变形进行拉伸，起到延展作用。当网孔5被拉伸到极限时，织物层开始对安全气囊门产生约束作用。
纱线使用图2的编织方式进行编织。其中，第二纱线、第三纱线与延展方向的夹角θ分别为30°。
平行于延展方向的轴线a的长度与垂直于延展方向的轴线b的长度的比例1:2。轴线a的长度为2mm。轴线b的长度为4mm。网孔在垂直于延展上的边缘长度为4mm，网孔在延展方向上的边缘长度为2mm。网孔面积为约7mm 2。可延展部分的孔密度为5个/cm 2。可延展部分的通孔率为30％。
第一纱线、第二纱线和第三纱线均使用涤纶纱线300D。可延展部分沿延展方向的延伸率为200％。可延展部分的断裂强度为800N/5cm。
实施例3
图7示出了是根据本发明实施例3的车辆安全气囊门铰链的可延展部分的结构示意图，其中可延展部分从未被拉伸状态拉伸到被拉伸状态直至被拉伸到极限的状态。图中双箭头的方向为延展方向。在本实施例中，网孔5沿垂直于延展方向的轴线b的长度小于网孔5平行于延展方向的轴线a的长度。也就是说，网孔5的形状为椭圆形。当安全气囊门打开时，安全气囊门铰链通过网孔5的变形进行拉伸，起到延展作用。当网孔5被拉伸到极限时，织物层开始对安全气囊门产生约束作用。
纱线使用图2的编织方式进行编织。其中，第二纱线、第三纱线与延展方向的夹角θ分别为15°。
平行于延展方向的轴线a的长度与垂直于延展方向的轴线b的长度的比例为2:1。轴线a的长度为4mm。轴线b的长度为2mm。网孔在垂直于延展上的边缘长度为2mm，网孔在延展方向上的边缘长度为4mm。网孔面积为约7mm 2。可延展部分的孔密度为5个/cm 2。可延展部分的通孔率为30％。
第一纱线、第二纱线和第三纱线均使用涤纶纱线300D。可延展部分沿延展方向的延伸率为100％。可延展部分的断裂强度为2000N/5cm。
本领域技术人员将从这样的讨论中以及从附图和权利要求中容易认识到，在不脱离由以下权利要求定义的本发明的真实精神和合理范围的情况下，可以在其中进行各种改变、修改和变化。

Claims (16)

  1. 一种用于汽车内部的饰件，包括：
    安全气囊门，
    包围所述安全气囊门的承载部件，和
    安全气囊门铰链，
    其中所述安全气囊门铰链用于与所述安全气囊门和所述承载部件的连接，
    其特征在于，所述车辆安全气囊门铰链包括：
    织物层，所述织物层包括可延展部分，基于与所述可延展部分的延展方向垂直的方向，所述可延展部分包括交替排列的第一区域和第二区域，各个所述第一区域包括间隔设置的网孔。
  2. 根据权利要求1所述的饰件，其特征在于，所述网孔为基本上的椭圆形，所述网孔中平行于延展方向的轴线的长度与垂直于延展方向的轴线的长度的比例为1:10-10:1，优选为1:5-5:1，更优选为1:2-2:1。
  3. 根据权利要求1或2所述的饰件，其特征在于，多个所述网孔沿延展方向排列以形成多列网孔，每一列网孔与相邻列网孔是错位设置的。
  4. 根据权利要求1-3之一所述的饰件，其特征在于，所述织物层由纱线编织制成。
  5. 根据权利要求1-4之一所述的饰件，其特征在于，所述可延展部分包含第一纱线、第二纱线和第三纱线，其中
    所述第一纱线沿垂直于延展方向设置，
    所述第二纱线和所述第三纱线以锯齿形方式沿垂直于延展方向走线并分别与所述第一纱线缠绕，
    所述第二纱线与所述第三纱线交叉设置。
  6. 根据权利要求5所述的饰件，其特征在于，所述第一区域与第二区域的边界由第一纱线以及与其缠绕并形成线圈的第二纱线和/或第三纱线限定。
  7. 根据权利要求5或6所述的饰件，其特征在于，各个第一区域中两个相邻的网孔之间包含第二纱线和/或第三纱线，
    所述第二纱线和所述第三纱线以锯齿形方式沿垂直于延展方向走线。
  8. 根据权利要求5-7之一所述的饰件，其特征在于，各个第二区域包含第二纱线和/或第三纱线，
    所述第二纱线和所述第三纱线以锯齿形方式沿垂直于延展方向走线。
  9. 根据权利要求5-8之一所述的饰件，其特征在于，所述网孔在延展方向上由第一纱线、第二纱线和第三纱线限界，和/或
    所述网孔在垂直于延展方向上由交叉的第二纱线和第三纱线限界。
  10. 根据权利要求5-9之一所述的饰件，其特征在于，所述第二纱线和/或第三纱线与延展方向的夹角分别为1-89°，优选为1-45°。
  11. 根据权利要求1-10之一所述的饰件，其特征在于，所述可延展部分的孔密度为1-10个/cm 2，和/或
    所述网孔的网孔面积为1-100mm 2，和/或
    所述可延展部分的通孔率为5％-80％。
  12. 根据权利要求1-11之一所述的饰件，其特征在于，所述网孔中平行于延展方向的轴线的长度为1-10mm，和/或
    所述网孔中垂直于延展方向的轴线的长度为1-10mm，和/或
    所述网孔在垂直于延展方向上的边缘长度为1-10mm，和/或
    所述网孔在延展方向上的边缘长度为1-10mm。
  13. 根据权利要求1-12之一所述的饰件，其特征在于，所述可延展部分沿延展方向的延伸率为20％-200％，和/或
    所述可延展部分沿延展方向的断裂强度为500-50000N/5cm。
  14. 根据权利要求1-13之一所述的饰件，其特征在于，所述车辆安全气囊门铰链还包括保护层，所述保护层覆盖所述织物层。
  15. 根据权利要求1-14之一所述的饰件，其中所述承载部件包括：
    骨架和与所述骨架一体成型的气囊框，
    所述骨架限定开口，用于气囊通过所述开口展开，
    所述安全气囊门被配置为覆盖所述开口，并且
    所述安全气囊门铰链用于与所述安全气囊门和所述骨架或所述气囊框连接。
  16. 根据权利要求1-14之一所述的饰件，其中所述承载部件包括：
    骨架和与所述骨架连接的气囊框，
    所述骨架限定开口，用于气囊通过所述开口展开，
    所述安全气囊门被配置为覆盖所述开口，并且
    所述安全气囊门铰链用于与所述安全气囊门和所述气囊框连接。
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CN115285060B (zh) * 2022-08-04 2023-06-23 上海延锋金桥汽车饰件系统有限公司 一种气囊门结构

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