WO2023237044A1 - 气囊壳体、顶置式安全气囊和车辆 - Google Patents
气囊壳体、顶置式安全气囊和车辆 Download PDFInfo
- Publication number
- WO2023237044A1 WO2023237044A1 PCT/CN2023/099107 CN2023099107W WO2023237044A1 WO 2023237044 A1 WO2023237044 A1 WO 2023237044A1 CN 2023099107 W CN2023099107 W CN 2023099107W WO 2023237044 A1 WO2023237044 A1 WO 2023237044A1
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- WIPO (PCT)
- Prior art keywords
- airbag
- housing
- shell
- overhead
- reinforcement structure
- Prior art date
Links
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 34
- 230000002787 reinforcement Effects 0.000 claims description 62
- 239000000463 material Substances 0.000 claims description 12
- 238000004519 manufacturing process Methods 0.000 abstract description 15
- 230000000903 blocking effect Effects 0.000 abstract description 2
- 238000009434 installation Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 238000009826 distribution Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 239000007769 metal material Substances 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
-
- 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
- B60R21/214—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in roof panels
-
- 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
Definitions
- the present invention relates to the technical field of airbags, and specifically to an airbag housing, an overhead airbag and a vehicle.
- the overhead airbag is installed in the roof beam area of the vehicle and can deploy along the windshield toward the driver/passenger seat to act as a safety buffer in the event of a collision.
- the present invention provides an airbag case, an overhead airbag and a vehicle, which simplify the production of the airbag case by integrally stamping the airbag case and forming at least an edge reinforcement structure located at the edge of the airbag case.
- the technology improves the production efficiency of the airbag casing and increases the strength of the airbag casing to ensure that the airbag casing will not be damaged or undergo major deformation when the airbag is inflated and deployed.
- an airbag shell for an overhead airbag.
- the airbag shell is integrally stamped and formed, including: an edge reinforcement structure starting from the bottom edge of the airbag shell and along the The airbag deployment path of the overhead airbag is rolled over to form a rolled edge structure.
- the curling structure is formed into an arc-shaped curling structure.
- the arc angle ⁇ of the curling structure satisfies: ⁇ 45°.
- the arc diameter d of the curling structure satisfies: 2mm ⁇ d ⁇ 12mm.
- the bottom plate of the airbag housing is formed as an arched bottom plate.
- the airbag housing further includes: a body reinforcement structure formed on the body portion of the airbag housing; the body reinforcement structure is formed to be recessed toward or away from the internal cavity of the airbag housing groove structure.
- the groove depth s of the groove structure satisfies: 2mm ⁇ s ⁇ 8mm.
- the body reinforcement structure includes: a bottom reinforcement structure formed at the bottom of the airbag housing.
- the bottom reinforcement structure includes at least one first reinforcement rib, each of the first reinforcement ribs extending from a side panel of the airbag housing, through the bottom plate of the airbag housing, to The other side panel of the airbag housing.
- each of the first reinforcing ribs extends continuously or intermittently.
- the body reinforcement structure includes: a back reinforcement structure formed on the back of the airbag shell.
- the back reinforcement structure includes at least one second reinforcement rib, and each of the second reinforcement ribs extends from at least the back plate of the airbag case to the bottom plate of the airbag case.
- the airbag housing is formed with a top plate; each of the second reinforcing ribs extends from the top plate, through the back plate, to the bottom plate.
- the airbag shell further includes: a snap-in structure for snapping the airbag shell to the roof beam area of the vehicle; and/or a mounting hole for the airbag shell to snap into place.
- the body is mounted to the top beam area.
- the airbag shell is integrally stamped from a sheet material; the thickness of the sheet material is between 1 mm and 4 mm.
- the airbag housing is used for a driver-side or passenger-side overhead airbag.
- an overhead airbag including the airbag shell as described in any of the above embodiments.
- a vehicle equipped with the overhead airbag as described in the above embodiment; the overhead airbag is assembled to the roof beam area of the vehicle in a direct connection or an indirect connection.
- the beneficial effects of the present invention at least include:
- the airbag shell is integrally stamped and formed without assembly, which can simplify the production process and improve production efficiency. efficiency, reduce costs, and can increase the strength of the airbag shell, overcoming the problem that the assembled/spliced shell is not strong enough to support the impact force when the airbag is inflated and deployed; and the overall structure of the airbag shell is compact, which can effectively save overhead Airbag installation space;
- edge reinforcement structure formed at the edge of the airbag shell can further enhance the structural strength, effectively improve the impact resistance of the airbag shell, and ensure that the airbag shell will not be damaged or undergo major deformation when the airbag is inflated and deployed; edge
- the reinforced structure is formed into a rolled-up structure that rolls along the airbag deployment path. It can also adapt to the airbag deployment movement to ensure that the overhead airbag deploys smoothly and avoids obstruction and damage to the airbag, thereby improving safety.
- Figures 1 and 2 show schematic three-dimensional structural views of the airbag shell from different viewing angles in an embodiment of the present invention
- Figure 3 shows a schematic side structural view of the airbag housing shown in Figures 1 and 2;
- Figure 4 shows a schematic three-dimensional structural view of the airbag housing in another embodiment of the present invention.
- Figure 5 shows a schematic side structural view of the airbag housing shown in Figure 4.
- Figure 6 shows a schematic side structural view of the edge reinforcement structure and the bottom reinforcement structure of the airbag shell in the embodiment of the present invention
- Figure 7 shows a schematic three-dimensional structural view of the airbag shell in another embodiment of the present invention.
- Figure 8 shows a schematic three-dimensional structural view of the airbag shell in another embodiment of the present invention.
- Figure 9 shows a schematic three-dimensional structural diagram of an overhead airbag in an embodiment of the present invention.
- Figure 10 shows a schematic three-dimensional structural diagram of an overhead airbag in yet another embodiment of the present invention.
- the airbag shell of the embodiment of the present invention is used for overhead airbags.
- the overhead airbags may include overhead airbags on the driver's side and overhead airbags on the passenger side.
- Figures 1 and 2 show the three-dimensional structure of the airbag shell from different viewing angles in one embodiment.
- Figure 3 shows the side view structure of the airbag shell shown in Figures 1 and 2.
- Figure 4 shows yet another implementation.
- FIG. 5 shows the side view structure of the airbag case shown in FIG. 4 .
- the overhead airbag is installed to the roof beam area of the vehicle, with the forward direction "y" of the airbag housing 100 facing the windshield of the vehicle; when the airbag is inflated, it deploys along the windshield and toward the driver/passenger seat.
- the airbag housing 100 is integrally stamped and formed, including:
- the edge reinforcement structure 120 is rolled up from the bottom edge of the airbag case 100 along the airbag deployment path of the overhead airbag to form a rolled edge structure.
- the above-mentioned airbag casing 100 is integrally stamped and formed without assembly, which can simplify the production process, improve production efficiency, reduce costs, and increase the strength of the airbag casing 100 to overcome the insufficient strength of the assembled/spliced casing.
- the above-mentioned airbag case 100 also further enhances the structural strength through the edge reinforcement structure 120 formed at the edge, effectively improving the impact resistance of the airbag case 100 and ensuring that the airbag case 100 will not be damaged or produce damage when the airbag is inflated and deployed.
- Large deformation; and the edge reinforcement structure 120 is formed as a rolled edge structure that rolls along the airbag deployment path, and can also adapt to the airbag deployment movement to ensure the smooth deployment of the overhead airbag and avoid obstruction and damage to the airbag, thereby improving safety.
- the airbag shell 100 may be integrally stamped and formed from a sheet material; the thickness of the sheet material is between 1 mm and 4 mm.
- the thickness of the sheet material is 1mm, 1.6mm, 2.2mm, 3mm, 3.3mm, 4mm, etc.
- the thickness of the sheet material can also be adjusted as needed and is not limited to 1mm to 4mm. The thicker the thickness, the higher the strength of the pressed airbag case 100; of course, taking into account the lightweight design, miniaturization design and ease of stamping process of the airbag case 100, the sheet material is not likely to be too thick.
- Sheet materials usually use high-strength metal materials, such as high-strength steel plates.
- the sheet material can also be other suitable materials, as long as it can be pressed into a high-strength airbag shell 100.
- Figure 6 shows the side view structure of the edge reinforcement structure and the bottom reinforcement structure of the airbag shell.
- the curling structure formed by the edge reinforcement structure 120 can be a round structure. Curved edge structure.
- the deployment path of the overhead airbag is roughly as shown by arrow P in Figure 6.
- the airbag will deploy along the windshield and toward the driver/passenger seat.
- the edge reinforcement structure 120 is formed into an arc-shaped curling structure, which can adapt to the airbag deployment movement and avoid blocking the airbag deployment path to ensure smooth deployment of the overhead airbag and improve safety.
- the arc angle ⁇ of the curling structure can satisfy: ⁇ 45°. That is, the end of the edge reinforcing structure 120 at least extends downward, and preferably continues to roll up, that is, extends toward the driver's seat/passenger seat, so as to comply with the airbag deployment path and avoid the curling edge from cutting the airbag.
- the edge reinforcement structure 120 can prevent the airbag from being cut by the curling edge.
- the arc diameter d of the curling structure can satisfy: 2mm ⁇ d ⁇ 12mm.
- the bottom plate 100a of the airbag case 100 may be formed as a straight bottom plate as shown in FIGS. 1 and 4 .
- Figures 7 and 8 show the three-dimensional structure of the airbag shell in two other different embodiments.
- the bottom plate 100a of the airbag case 100 may also be formed as an arched bottom plate.
- the bottom plate 100a is preferably inwardly arched, and its curvature can be designed as needed; through the arched design, the bearing capacity of the bottom plate 100a can be increased, thereby improving the impact resistance of the airbag housing 100.
- the edge reinforcement structure 120 also conforms to the arched curvature of the bottom plate 100a to form a curled edge with an arched curvature. structure.
- the airbag housing 100 further includes: a body reinforcement structure 110 formed on the body portion of the airbag housing 100 .
- a body reinforcement structure 110 formed on the body portion of the airbag housing 100 .
- the body reinforcement structure 110 is formed as a groove structure that is recessed toward or away from the interior cavity of the airbag housing 100 .
- the body reinforcement structure 110 is recessed away from the internal cavity of the airbag case 100 (that is, recessed outward relative to the airbag case 100) to fully absorb the impact force on the airbag case 100 when the airbag is inflated and deployed. , and will not hinder the deployment of the airbag.
- the body reinforcement structure 110 can also be recessed toward the internal cavity of the airbag case 100 (that is, toward the airbag case 100 relative to the airbag case 100 ). internal depression).
- the body reinforcement structure 110 is recessed toward the internal cavity of the airbag case 100 and can also resist the impact force on the airbag case 100 when the airbag is inflated and deployed.
- the body reinforcement structure 110 may specifically include: a bottom reinforcement structure formed at the bottom of the airbag housing 100 .
- the bottom reinforcement structure can strengthen the protection of the bottom of the airbag case 100 and prevent the bottom of the airbag case 100 from being damaged or greatly deformed due to the impact force of the airbag inflation and deployment.
- the bottom reinforcement structure may specifically include at least one first reinforcement rib 110a, Each first reinforcing rib 110a extends from one side panel of the airbag housing 100, through the bottom panel 100a of the airbag housing 100, to the other side panel of the airbag housing 100.
- the two side panels of the airbag housing 100 are formed on both sides of the airbag housing 100 along the transverse direction "x", and each first reinforcing rib 110a extends generally along the transverse direction "x" of the airbag housing 100.
- the first reinforcing ribs 110a When the bottom plate 100a of the airbag case 100 is formed into an arched bottom plate, as shown in FIGS. 7 and 8 , the first reinforcing ribs 110a also conform to the arched curvature of the bottom plate 100a to form reinforcing ribs with an arched curvature.
- the first reinforcing rib 110a may extend continuously or intermittently.
- the first reinforcing rib 110a can extend continuously as shown in Figures 1, 4 and 7 to form a continuous groove that laterally covers the entire bottom plate of the airbag housing 100 and extends to the side plate. structure to ensure the high strength of the grooved structure.
- the first reinforcing ribs 110a may extend intermittently to form a discontinuous groove structure as shown in FIG. 8 .
- the number of the first reinforcing ribs 110a can be set as needed. In a preferred embodiment, three first reinforcing ribs 110a can be used.
- the number and distribution of the first reinforcing ribs 110a are related to the overall size of the airbag case 100, and since the gas generator needs to be installed on the inside of the airbag case 100 (away from the forward direction "y"), no reinforcing structure is provided, but mainly on A reinforcing structure is provided in the direction of airbag inflation and deployment.
- the body reinforcement structure 110 may further include: a back reinforcement structure formed on the back of the airbag housing 100 .
- the back reinforcement structure can strengthen the protection of the back of the airbag case 100 and prevent the back of the airbag case 100 from being damaged or greatly deformed due to the impact force of the airbag inflation and deployment.
- the back reinforcement structure may specifically include: at least one second reinforcing rib 110b, each second reinforcing rib 110b extending at least from the back plate 100b of the airbag case 100 to the bottom plate 100a of the airbag case 100.
- each second reinforcing rib 110b may extend from the top plate 100c, through the back plate 100b, to the bottom plate 100a.
- Whether the airbag case 100 is formed with a roof panel 100c may be determined according to the structural design of the roof beam area of different vehicles. For example, according to the structural design of the roof area of some vehicles, their overhead The specific structure of the airbag case 100 of the airbag is shown in Figures 1, 2, 7 and 8.
- a top plate 100c is formed on the top of the airbag case 100; at this time, the second reinforcing rib 110b extends from the top plate 100c through The back plate 100b extends to the bottom plate 100a, which can enhance the reinforcing effect on the back area of the airbag case 100.
- the specific structure of the airbag housing 100 of the overhead airbag is shown in Figure 4.
- the top of the airbag housing 100 does not have a top plate; at this time, the second reinforcement rib (The specific second reinforcing rib is not shown in FIG. 4 ) extending from the back plate 100 b to the bottom plate 100 a can also achieve the reinforcing effect on the back area of the airbag housing 100 .
- the second reinforcing rib 110b also has a similar structural principle to the first reinforcing rib 110a. For example, it can extend continuously or intermittently. The number and distribution should take into account the overall size of the airbag housing 100, etc., which will not be repeated.
- the various structural components included in the airbag case 100 such as the above-mentioned bottom plate 100a, back plate 100b, top plate 100c, etc., are all integrally molded into the entire airbag case 100 and are not separate components.
- the snap-in structure 130 can be located on the side, top, back and other structural components of the airbag case 100 .
- the snap-in structure 130 may be formed on the top of the side panel of the airbag housing 100 ; as shown in FIGS. 1 and 2 , the snap-in structure 130 may be formed on the top panel 100 c ; and so on.
- the mounting holes 140 may be located on the side, top, back and other structural components of the airbag housing 100 .
- the mounting hole 140 may be formed on the top of the back plate 100b of the airbag housing 100; as shown in Figures 1 and 2, the mounting hole 140 may be formed on the top of the side plate of the airbag housing 100; etc.
- the airbag housing 100 shown in Figure 4 can be used for the overhead airbag on the driver's side, and the airbag housing 100 shown in Figures 1, 2, 7 and 8 can be used for the overhead airbag on the passenger side. Airbags, but not limited to this.
- the airbag housing 100 may be provided with a snap-in structure 130 and a mounting hole 140 either or simultaneously, depending on the structural layout of the roof beam area of the vehicle.
- the airbag casing 100 does not require assembly due to the integral stamping molding, which can simplify the production process, improve production efficiency, reduce costs, increase structural strength, and overcome the insufficient strength of the assembled/spliced casing.
- the overall structure of the airbag housing 100 is compact, which can effectively save the installation space of the overhead airbag.
- the airbag housing 100 has a body reinforcement structure 110 formed on the body part and an edge reinforcement structure 120 formed on the edge, which can further enhance the structural strength, effectively improve the impact resistance, and ensure that the airbag housing 100 will not be damaged when the airbag is inflated and deployed.
- edge reinforcement structure 120 is formed as a rolled edge structure rolled along the airbag deployment path, and can also adapt to the airbag deployment movement to ensure the smooth deployment of the overhead airbag and avoid obstruction and damage to the airbag, thereby improving safety.
- Figure 9 shows the three-dimensional structure of the overhead airbag in one embodiment.
- Figure 10 shows the three-dimensional structure of the overhead airbag in yet another embodiment.
- the overhead airbag Airbags specifically include:
- the gas generator 300 is housed in the airbag case 100 and connected with the airbag bag, and is used to inflate the airbag bag 200 when a vehicle collision occurs, so that the airbag bag 200 moves along the windshield of the vehicle and toward the driver's seat/passenger seat.
- the driver's seat unfolds to provide safety protection for the driver/co-pilot.
- the overhead airbag according to the embodiment of the present invention adopts an integrally stamped airbag shell 100, which can not only simplify the production process, improve production efficiency, and reduce costs, but also increase the structural strength and overcome the problem of assembled/spliced shells.
- the strength is not enough to support the impact force when the airbag is inflated and deployed; and the overall structure of the overhead airbag is compact, which can effectively save installation space and is suitable for various types of vehicles;
- the airbag housing 100 is formed with at least one
- the edge reinforcement structure 120 at the edge can further enhance the structural strength, effectively improve the impact resistance of the airbag case 100 when the airbag bag 200 is inflated and deployed, and ensure that the airbag case 100 will not be damaged or undergo major deformation; the edge reinforcement structure 120 is formed
- the rolled edge structure is rolled along the airbag deployment path and can also adapt to the deployment movement of the airbag bag 200 to ensure the smooth deployment of the airbag bag 200 and avoid obstruction and damage to the airbag bag 200, thereby improving safety.
- An embodiment of the present invention also provides a vehicle, the roof beam area of which is equipped with an overhead airbag as described in any of the above embodiments.
- the overhead airbag can be assembled to the roof beam area of the vehicle through direct connection or indirect connection.
- the indirect connection method includes: the airbag housing can be connected to an intermediate mounting bracket first, and then connected to the vehicle through the intermediate mounting bracket.
- the impact resistance ensures that the airbag shell will not be damaged or greatly deformed when the airbag is inflated and deployed; and the edge reinforcement structure is formed into a rolled edge structure that rolls along the airbag deployment path, and can also comply with the airbag deployment movement to ensure that the overhead airbag Deploys smoothly to avoid obstruction and damage to the airbag bag, thus improving safety.
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Abstract
一种气囊壳体（100）、顶置式安全气囊和车辆。气囊壳体（100）用于顶置式安全气囊，气囊壳体（100）整体冲压成型，包括：边缘加强结构（120），自气囊壳体（100）的底部边缘起、沿顶置式安全气囊的气囊展开路径翻卷，形成卷边结构。气囊壳体（100）通过整体冲压成型、并至少形成位于边缘处的边缘加强结构（120），实现简化生产工艺，提高生产效率，同时增加结构强度，确保气囊壳体（100）在气囊充气展开时不会破损或产生较大变形；且边缘加强结构（120）形成为沿气囊展开路径翻卷的卷边结构，还能顺应气囊展开运动，确保顶置式安全气囊顺利展开，避免造成阻挡而导致气囊破损，从而提升安全性。
Description
本发明涉及安全气囊技术领域，具体地说，涉及一种气囊壳体、顶置式安全气囊和车辆。
顶置式安全气囊装配于车辆的顶横梁区域，能够在车辆发生碰撞等事件时，沿着挡风玻璃并朝向驾驶位/副驾驶位展开，起到安全缓冲作用。
目前大部分的顶置式安全气囊，其壳体由多个部分拼接形成，存在生产效率低、且壳体强度不足以支撑气囊充气展开时的冲击力的问题。
需要说明的是，上述背景技术部分公开的信息仅用于加强对本发明的背景的理解，因此可以包括不构成对本领域普通技术人员已知的现有技术的信息。
发明内容
有鉴于此，本发明提供一种气囊壳体、顶置式安全气囊和车辆，通过气囊壳体整体冲压成型、并至少形成位于气囊壳体的边缘处的边缘加强结构，实现简化气囊壳体的生产工艺，提高气囊壳体的生产效率，同时增加气囊壳体的强度，确保气囊壳体在气囊充气展开时不会破损或产生较大变形。
根据本发明的一个方面，提供一种气囊壳体，用于顶置式安全气囊，所述气囊壳体整体冲压成型，包括：边缘加强结构，自所述气囊壳体的底部边缘起、沿所述顶置式安全气囊的气囊展开路径翻卷，形成卷边结构。
在一些实施例中，所述卷边结构形成为圆弧状的卷边结构。
在一些实施例中，所述卷边结构的圆弧角度α满足：α≥45°。
在一些实施例中，所述卷边结构的圆弧直径d满足：2mm≤d≤12mm。
在一些实施例中，所述气囊壳体的底板形成为拱形底板。
在一些实施例中，所述的气囊壳体还包括：本体加强结构，形成于所述气囊壳体的本体部；所述本体加强结构形成为朝向或背离所述气囊壳体的内部腔体凹陷的凹槽结构。
在一些实施例中，所述凹槽结构的凹槽深度s满足：2mm≤s≤8mm。
在一些实施例中，所述本体加强结构包括：底部加强结构，形成于所述气囊壳体的底部。
在一些实施例中，所述底部加强结构包括至少一条第一加强筋，每条所述第一加强筋自所述气囊壳体的一侧板、经所述气囊壳体的底板、延伸至所述气囊壳体的另一侧板。
在一些实施例中，每条所述第一加强筋连续地或间断地延伸。
在一些实施例中，所述本体加强结构包括：背部加强结构，形成于所述气囊壳体的背部。
在一些实施例中，所述背部加强结构包括至少一条第二加强筋，每条所述第二加强筋至少自所述气囊壳体的背板延伸至所述气囊壳体的底板。
在一些实施例中，所述气囊壳体形成有顶板；每条所述第二加强筋自所述顶板、经所述背板、延伸至所述底板。
在一些实施例中，所述的气囊壳体还包括：卡接结构，用于供所述气囊壳体卡接至车辆的顶横梁区域；和/或，安装孔，用于供所述气囊壳体安装至所述顶横梁区域。
在一些实施例中，所述气囊壳体由片状材料整体冲压成型；所述片状材料的厚度位于1mm至4mm之间。
在一些实施例中，所述气囊壳体用于驾驶侧的或副驾驶侧的顶置式安全气囊。
根据本发明的又一个方面，提供一种顶置式安全气囊，包括如上述任意实施例所述的气囊壳体。
根据本发明的再一个方面，提供一种车辆，装配有如上述实施例所述的顶置式安全气囊；所述顶置式安全气囊以直接连接方式或间接连接方式装配至所述车辆的顶横梁区域。
本发明与现有技术相比的有益效果至少包括：
气囊壳体整体冲压成型，无需组装，能够简化生产工艺、提高生产效
率、降低成本，并能增加气囊壳体的强度，克服组装/拼接而成的壳体强度不足以支撑气囊充气展开时的冲击力的问题；且气囊壳体整体结构紧凑，能够有效节省顶置式安全气囊的安装空间；
此外，气囊壳体通过形成于边缘处的边缘加强结构，能够进一步增强结构强度，有效提升气囊壳体的抗冲击能力，确保气囊壳体在气囊充气展开时不会破损或产生较大变形；边缘加强结构形成为沿气囊展开路径翻卷的卷边结构，还能顺应气囊展开运动，确保顶置式安全气囊顺利展开，避免造成阻挡而导致气囊破损，从而提升安全性。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本发明。
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本发明的实施例，并与说明书一起用于解释本发明的原理。显而易见地，下面描述的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1和图2示出本发明一种实施例中气囊壳体的不同视角的立体结构示意图；
图3示出图1和图2所示的气囊壳体的侧视结构示意图；
图4示出本发明又一种实施例中气囊壳体的立体结构示意图；
图5示出图4所示的气囊壳体的侧视结构示意图；
图6示出本发明实施例中气囊壳体的边缘加强结构和底部加强结构的侧视结构示意图；
图7示出本发明又一种实施例中气囊壳体的立体结构示意图；
图8示出本发明又一种实施例中气囊壳体的立体结构示意图；
图9示出本发明一种实施例中顶置式安全气囊的立体结构示意图；
图10示出本发明又一种实施例中顶置式安全气囊的立体结构示意图。
现在将参考附图更全面地描述示例实施方式。然而，示例实施方式能
够以多种形式实施，且不应被理解为限于在此阐述的实施方式。相反，提供这些实施方式使本发明全面和完整，并将示例实施方式的构思全面地传达给本领域的技术人员。
附图仅为本发明的示意性图解，并非一定是按比例绘制。图中相同的附图标记表示相同或类似的部分，因而将省略对它们的重复描述。具体描述时使用的“第一”、“第二”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的组成部分。
需要说明的是，在不冲突的情况下，本发明的实施例及不同实施例中的特征可以相互组合。
本发明实施例的气囊壳体，用于顶置式安全气囊，所说的顶置式安全气囊可包括驾驶侧的顶置式安全气囊和副驾驶侧的顶置式安全气囊。
图1和图2示出一种实施例中气囊壳体的不同视角的立体结构，图3示出图1和图2所示的气囊壳体的侧视结构；图4示出又一种实施例中气囊壳体的立体结构，图5示出图4所示的气囊壳体的侧视结构。顶置式安全气囊安装至车辆的顶横梁区域，气囊壳体100的前向“y”朝向车辆的挡风玻璃；气囊充气时，沿着挡风玻璃并朝向驾驶位/副驾驶位展开。
结合图1至图5所示，在本发明实施例中，气囊壳体100整体冲压成型，包括：
边缘加强结构120，自气囊壳体100的底部边缘起、沿顶置式安全气囊的气囊展开路径翻卷，形成卷边结构。
上述的气囊壳体100，通过整体冲压成型，无需组装，能够简化生产工艺、提高生产效率、降低成本，并能增加气囊壳体100的强度，克服组装/拼接而成的壳体强度不足以支撑气囊充气展开时的冲击力的问题；且气囊壳体100整体结构紧凑，能够有效节省顶置式安全气囊的安装空间。
上述的气囊壳体100，还通过形成于边缘处的边缘加强结构120，进一步增强结构强度，有效提升气囊壳体100的抗冲击能力，确保气囊壳体100在气囊充气展开时不会破损或产生较大变形；且边缘加强结构120形成为沿气囊展开路径翻卷的卷边结构，还能顺应气囊展开运动，确保顶置式安全气囊顺利展开，避免造成阻挡而导致气囊破损，从而提升安全性。
在一个实施例中，气囊壳体100可由片状材料整体冲压成型；片状材料的厚度位于1mm至4mm之间。例如，片状材料的厚度为1mm、1.6mm、2.2mm、3mm、3.3mm、4mm，等等。
片状材料的厚度也可根据需要调整，而不以1mm至4mm为限。厚度越厚，则压制成的气囊壳体100强度越高；当然，兼顾气囊壳体100的轻型化设计、小型化设计及冲压工艺便易性等考虑，片状材料也不易过厚。
片状材料通常可选用高强度的金属材料，例如为高强度钢板。片状材料也可是其他合适的材料，只要能压制成高强度的气囊壳体100即可。
图6示出气囊壳体的边缘加强结构和底部加强结构的侧视结构，结合图1至图6所示，在一个实施例中，边缘加强结构120所形成的卷边结构，具体可为圆弧状的卷边结构。
顶置式安全气囊的气囊展开路径，大致如图6中箭头P所示，气囊会沿着挡风玻璃并朝向驾驶位/副驾驶位展开。边缘加强结构120形成为圆弧状的卷边结构，能够顺应气囊展开运动，避免阻挡气囊展开路径，以确保顶置式安全气囊顺利展开，提升安全性。
在一个实施例中，卷边结构的圆弧角度α可满足：α≥45°。即，边缘加强结构120的末端至少向下延伸、并优选地继续翻卷，即往驾驶位/副驾驶位延伸，以顺应气囊展开路径，避免卷边割伤气囊。
圆弧角度α越大，则边缘加强结构120越能避免卷边割伤气囊。例如，在一些较优的实施方式中，α>180°；此外，兼顾考虑到冲压工艺便易性，圆弧角度α具体可满足：180°<α≤225°，例如α＝200°、α＝223°，等等。
在一个实施例中，卷边结构的圆弧直径d可满足：2mm≤d≤12mm。例如，d＝2mm、d＝4.5mm、d＝7.5mm、d＝12mm，等等。通过对圆弧直径d的限定，既能确保边缘加强结构120具备足够的结构强度，对气囊展开运动起到良好的顺应和引导作用，又能避免边缘加强结构120干涉车顶区域的其他结构部件。
气囊壳体100的底板100a可如图1和图4所示，形成为平直底板。
图7和图8示出另两种不同实施例中，气囊壳体的立体结构。参照图7和图8所示，气囊壳体100的底板100a也可形成为拱形底板。底板100a优选地向内拱，其弧度可以根据需要设计；通过拱形设计，能够提升底板100a的承受力，进而提升气囊壳体100的抗冲击能力。
优选地，在气囊壳体100的底板100a形成为拱形底板的情况下，如图7和图8所示，边缘加强结构120还顺应底板100a的拱形弧度，形成具有拱形弧度的卷边结构。
继续参照图1至图8所示，在一个实施例中，气囊壳体100还包括：本体加强结构110，形成于气囊壳体100的本体部。通过本体加强结构，能够对气囊壳体100的整体结构起到加强保护作用，防止气囊壳体100因气囊充气展开的冲击力而产生较大变形或破损。
在一个实施例中，本体加强结构110形成为朝向或背离气囊壳体100的内部腔体凹陷的凹槽结构。在较优的实施方式中，本体加强结构110背离气囊壳体100的内部腔体凹陷(即相对于气囊壳体100向外凹陷)，以充分吸收气囊充气展开时对气囊壳体100的冲击力，也不会阻碍气囊的展开。
在需避免与车顶区域的其他结构部件干涉的情况下、或其他需兼顾考虑的情况下，本体加强结构110也可朝向气囊壳体100的内部腔体凹陷(即相对于气囊壳体100向内凹陷)。本体加强结构110朝向气囊壳体100的内部腔体凹陷，同样能够抵抗气囊充气展开时对气囊壳体100的冲击力。
本体加强结构110的凹陷程度越深，则越能有效增加气囊壳体100的强度；此外，本体加强结构110的凹陷程度也受到气囊壳体100的整体尺寸、安装时与车顶区域的其他结构部件的相容空间的限制。在一些具体的实施方式中，凹槽结构的凹槽深度s满足：2mm≤s≤8mm。例如，s＝2mm、s＝4mm、s＝8mm，等等。
在一个实施例中，本体加强结构110具体可包括：底部加强结构，形成于气囊壳体100的底部。通过底部加强结构，能够对气囊壳体100的底部起到加强保护作用，防止气囊壳体100的底部因气囊充气展开的冲击力而破损或产生较大变形。
在一个实施例中，底部加强结构具体可包括至少一条第一加强筋110a，
每条第一加强筋110a自气囊壳体100的一侧板、经气囊壳体100的底板100a、延伸至气囊壳体100的另一侧板。
其中，气囊壳体100的两个侧板形成于气囊壳体100的沿横向“x”的两侧，每条第一加强筋110a即大致沿气囊壳体100的横向“x”延伸。
在气囊壳体100的底板100a形成为拱形底板的情况下，如图7和图8所示，第一加强筋110a还顺应底板100a的拱形弧度，形成具有拱形弧度的加强筋。
第一加强筋110a可连续地或间断地延伸。在较优的实施方式中，第一加强筋110a可如图1、图4和图7所示，连续地延伸，形成为横向覆盖气囊壳体100的整个底板并延伸至侧板的连续凹槽结构，以确保凹槽结构的高强度。
在其他实施方式中，在需避免与车顶区域的其他结构部件干涉等情况下，第一加强筋110a可如图8所示，间断地延伸，形成为非连续凹槽结构。
此外，第一加强筋110a的数量可根据需要设置。在较优的实施方式中，可采用三道第一加强筋110a。第一加强筋110a的数量和分布与气囊壳体100的整体尺寸相关，且由于气囊壳体100的内侧(背离前向“y”)需安装气体发生器，因此不设置加强结构，而主要在气囊充气展开的方向设置加强结构。
在一个实施例中，本体加强结构110还可包括：背部加强结构，形成于气囊壳体100的背部。通过背部加强结构，能够对气囊壳体100的背部起到加强保护作用，防止气囊壳体100的背部因气囊充气展开的冲击力而破损或产生较大变形。
在一个实施例中，背部加强结构具体可包括：至少一条第二加强筋110b，每条第二加强筋110b至少自气囊壳体100的背板100b延伸至气囊壳体100的底板100a。
此外，在气囊壳体100形成有顶板100c的情况下，每条第二加强筋110b可自顶板100c、经背板100b、延伸至底板100a。
气囊壳体100是否形成有顶板100c，可根据不同车辆的顶横梁区域的结构设计而定。例如，根据一些车辆的顶部区域的结构设计，其顶置式
安全气囊的气囊壳体100的具体结构参照图1、图2、图7和图8所示，在气囊壳体100的顶部形成有顶板100c；此时，第二加强筋110b自顶板100c、经背板100b、延伸至底板100a，能够提升对气囊壳体100的背部区域的加强作用。
再如，根据一些车辆的顶部区域的结构设计，其顶置式安全气囊的气囊壳体100的具体结构参照图4所示，气囊壳体100的顶部未形成有顶板；此时，第二加强筋(图4中，并未示出具体的第二加强筋)自背板100b延伸至底板100a，同样能实现升对气囊壳体100的背部区域的加强作用。
第二加强筋110b还具有与第一加强筋110a相似的结构原理，例如可连续地或间断地延伸、数量和分布需考虑气囊壳体100的整体尺寸，等等，不再重复说明。
在一些车型中，图1、图2、图7和图8所示的气囊壳体100可用于副驾驶侧的顶置式安全气囊，图4所示的气囊壳体100可用于驾驶侧的顶置式安全气囊，但不以此为限。
此外，需要说明的是，气囊壳体100所包含的各结构部件，例如上述的底板100a、背板100b、顶板100c等，均是一体化成型于气囊壳体100的整体，而非分离部件。
继续参照图1至图8所示，在一个实施例中，气囊壳体100还可包括：卡接结构130，用于供气囊壳体100卡接至车辆的顶横梁区域。卡接结构130可直接与车辆的顶横梁进行卡接；或者，可通过相应的中间件卡接后再连接至车辆的顶横梁。
卡接结构130可位于气囊壳体100的侧边、顶部、背部等结构部件上。
具体来说，如图4所示，卡接结构130可形成于气囊壳体100的侧板顶部；如图1和图2所示，卡接结构130可形成于顶板100c；等等。
卡接结构130的不同位置设计，能够适配不同车辆的顶横梁区域的结构布局。
进一步地，在一个实施例中，气囊壳体100还可包括：安装孔140，用于供气囊壳体100安装至车辆的顶横梁区域。安装孔140可供气囊壳体100通过螺纹连接等方式直接安装至车辆的顶横梁；或者，气囊壳体100
可通过安装孔140安装至相应中间件后，再连接至车辆的顶横梁。
安装孔140可位于气囊壳体100的侧边、顶部、背部等结构部件上。
具体来说，如图4所示，安装孔140可形成于气囊壳体100的背板100b顶部；如图1和图2所示，安装孔140可形成于气囊壳体100的侧板顶部；等等。
安装孔140的不同位置设计，能够适配不同车辆的顶横梁区域的结构布局。
在一些车型中，图4所示的气囊壳体100可用于驾驶侧的顶置式安全气囊，图1、图2、图7和图8所示的气囊壳体100可用于副驾驶侧的顶置式安全气囊，但不以此为限。
此外，气囊壳体100上，可择一或同时设置卡接结构130和安装孔140，具体视车辆的顶横梁区域的结构布局而定。
综上，本发明实施例的气囊壳体100，由于整体冲压成型，无需组装，能够简化生产工艺、提高生产效率、降低成本，并能增加结构强度，克服组装/拼接而成的壳体强度不足以支撑气囊充气展开时的冲击力的问题；且气囊壳体100整体结构紧凑，能够有效节省顶置式安全气囊的安装空间。气囊壳体100具有形成于本体部的本体加强结构110以及形成于边缘处的边缘加强结构120，能够进一步增强结构强度，有效提升抗冲击能力，确保气囊壳体100在气囊充气展开时不会破损或产生较大变形；且边缘加强结构120形成为沿气囊展开路径翻卷的卷边结构，还能顺应气囊展开运动，确保顶置式安全气囊顺利展开，避免造成阻挡而导致气囊破损，从而提升安全性。
本发明实施例还提供一种顶置式安全气囊，包括如上述任意实施例所描述的气囊壳体100。上述任意实施例描述的气囊壳体100的特征和原理均可应用至顶置式安全气囊。在下面的顶置式安全气囊实施例中，对已经阐明的特征和原理不再重复说明。
图9示出一种实施例中顶置式安全气囊的立体结构，图10示出又一种实施例中顶置式安全气囊的立体结构，结合图1至图10所示，顶置式
安全气囊具体包括：
气囊壳体100；
气囊袋200，容置于气囊壳体100中；
气体发生器300，容置于气囊壳体100中并与气囊袋连通，用于在车辆发生碰撞等事件时向气囊袋200充气，使气囊袋200沿车辆的挡风玻璃并朝向驾驶位/副驾驶位展开，对驾驶员/副驾驶员起到安全保护作用。
图9所示的顶置式安全气囊例如安装于副驾驶侧的车顶区域，图10所示的顶置式安全气囊例如安装于驾驶侧的车顶区域，但不以此为限。
本发明实施例的顶置式安全气囊，由于采用了整体冲压成型的气囊壳体100，不仅能够简化生产工艺、提高生产效率、降低成本，还能增加结构强度，克服组装/拼接而成的壳体强度不足以支撑气囊充气展开时的冲击力的问题；且顶置式安全气囊整体结构紧凑，能够有效节省安装空间，适配于各种型号的车辆；此外，气囊壳体100上，至少形成有位于边缘处的边缘加强结构120，能够进一步增强结构强度，有效提升气囊袋200充气展开时气囊壳体100的抗冲击能力，确保气囊壳体100不会破损或产生较大变形；边缘加强结构120形成为沿气囊展开路径翻卷的卷边结构，还能顺应气囊袋200的展开运动，确保气囊袋200顺利展开，避免造成阻挡而导致气囊袋200破损，从而提升安全性。
本发明实施例还提供一种车辆，其顶横梁区域装配有如上述任意实施例所描述的顶置式安全气囊。顶置式安全气囊具体可通过直接连接或间接连接的方式装配至车辆的顶横梁区域。
其中，间接连接方式包括：气囊壳体可以先连接至一个中间安装支架，并通过该中间安装支架连接至车辆上。
本发明实施例的车辆，其顶置式安全气囊采用整体冲压成型的气囊壳体，不仅能够简化生产工艺、提高生产效率、降低成本，还能增加结构强度，克服组装/拼接而成的壳体强度不足以支撑气囊充气展开时的冲击力的问题；且顶置式安全气囊整体结构紧凑，能够有效节省安装空间，适配于各种型号的车辆；此外，顶置式安全气囊的气囊壳体上，至少形成有位于边缘处的边缘加强结构，能够进一步增强结构强度，有效提升气囊壳体
的抗冲击能力，确保气囊充气展开时气囊壳体不会破损或产生较大变形；且边缘加强结构形成为沿气囊展开路径翻卷的卷边结构，还能顺应气囊展开运动，确保顶置式安全气囊顺利展开，避免造成阻挡而导致气囊袋破损，从而提升安全性。
以上内容是结合具体的优选实施方式对本发明所作的进一步详细说明，不能认定本发明的具体实施只局限于这些说明。对于本发明所属技术领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干简单推演或替换，都应当视为属于本发明的保护范围。
Claims (18)
- 一种气囊壳体，用于顶置式安全气囊，其特征在于，所述气囊壳体整体冲压成型，包括：边缘加强结构，自所述气囊壳体的底部边缘起、沿所述顶置式安全气囊的气囊展开路径翻卷，形成卷边结构。
- 如权利要求1所述的气囊壳体，其特征在于，所述卷边结构形成为圆弧状的卷边结构。
- 如权利要求2所述的气囊壳体，其特征在于，所述卷边结构的圆弧角度α满足：α≥45°。
- 如权利要求2所述的气囊壳体，其特征在于，所述卷边结构的圆弧直径d满足：2mm≤d≤12mm。
- 如权利要求1所述的气囊壳体，其特征在于，所述气囊壳体的底板形成为拱形底板。
- 如权利要求1所述的气囊壳体，其特征在于，还包括：本体加强结构，形成于所述气囊壳体的本体部；所述本体加强结构形成为朝向或背离所述气囊壳体的内部腔体凹陷的凹槽结构。
- 如权利要求6所述的气囊壳体，其特征在于，所述凹槽结构的凹槽深度s满足：2mm≤s≤8mm。
- 如权利要求6所述的气囊壳体，其特征在于，所述本体加强结构包括：底部加强结构，形成于所述气囊壳体的底部。
- 如权利要求8所述的气囊壳体，其特征在于，所述底部加强结构包括至少一条第一加强筋，每条所述第一加强筋自所述气囊壳体的一侧板、经所述气囊壳体的底板、延伸至所述气囊壳体的另一侧板。
- 如权利要求9所述的气囊壳体，其特征在于，每条所述第一加强筋连续地或间断地延伸。
- 如权利要求6所述的气囊壳体，其特征在于，所述本体加强结构包括：背部加强结构，形成于所述气囊壳体的背部。
- 如权利要求11所述的气囊壳体，其特征在于，所述背部加强结构包括至少一条第二加强筋，每条所述第二加强筋至少自所述气囊壳体的背板延伸至所述气囊壳体的底板。
- 如权利要求12所述的气囊壳体，其特征在于，所述气囊壳体形成有顶板；每条所述第二加强筋自所述顶板、经所述背板、延伸至所述底板。
- 如权利要求1所述的气囊壳体，其特征在于，还包括：卡接结构，用于供所述气囊壳体卡接至车辆的顶横梁区域；和/或安装孔，用于供所述气囊壳体安装至所述顶横梁区域。
- 如权利要求1所述的气囊壳体，其特征在于，所述气囊壳体由片状材料整体冲压成型；所述片状材料的厚度位于1mm至4mm之间。
- 如权利要求1-15任一项所述的气囊壳体，其特征在于，所述气囊壳体用于驾驶侧的或副驾驶侧的顶置式安全气囊。
- 一种顶置式安全气囊，其特征在于，包括如权利要求1-16任一项所述的气囊壳体。
- 一种车辆，其特征在于，装配有如权利要求17所述的顶置式安全气囊；所述顶置式安全气囊以直接连接方式或间接连接方式装配至所述车辆的顶横梁区域。
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| CN217294457U (zh) * | 2022-06-10 | 2022-08-26 | 采埃孚汽车科技(张家港)有限公司 | 气囊壳体、顶置式安全气囊和车辆 |
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| WO2015114231A1 (fr) * | 2014-01-30 | 2015-08-06 | Peugeot Citroen Automobiles Sa | Plaque de soutien et dispositif de fixation d'un module de coussin gonflable |
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| CN107031556A (zh) * | 2016-02-02 | 2017-08-11 | 奥托立夫开发公司 | 气囊壳体和安全气囊组件 |
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