TECHNICAL FIELD

The present invention relates generally to the field of automotive protective systems. More specifically, the present invention relates to inflatable airbags for automobiles.

BRIEF DESCRIPTION OF THE DRAWINGS

Understanding that drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:

FIG. 1A is a side view of an embodiment of a deploying airbag cushion.

FIG. 1 B is a cross-sectional view of the airbag of FIG. 1A.

FIG. 2A is a cross-sectional view of an embodiment of a deployed airbag.

FIG. 2B is a cross-sectional view of the airbag of FIG. 2A.

FIG. 3 is a cross-sectional view of an embodiment of an airbag after deployment.

FIG. 4 is a plan view of an embodiment of a vent flap and strap.

FIG. 5A is a plan view of an embodiment of vent flap and strap.

FIG. 5B is a side view of the vent flap and strap of FIG. 5A.

FIG. 6 is a cross-sectional view of an alternative embodiment of an airbag after deployment.

FIG. 7 is a cross-sectional view of an alternative embodiment of a deployed airbag.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Described below are embodiments of an airbag cushion and venting mechanism. As those of skill in the art will appreciate, the principles of the invention may be applied to and used with a variety of airbag deployment systems including frontal driver and passenger airbags, knee airbags, overhead airbags, curtain airbags, and the like. Thus, the present invention is applicable to airbag cushions of various shapes and sizes.

Airbag cushions are frequently located in an instrument panel and directly in front of an occupant. During a collision, the airbag cushion inflates and deploys through a cosmetic cover. The airbag cushion deploys towards the occupant and provides a restraint. A potentially dangerous situation occurs when an occupant is positioned too closely to the airbag which causes the occupant to contact the airbag as it is deploying. Ideally, the occupant should be in position to impact the airbag only after full deployment. It would be advantageous to provide an airbag with a softer deployment when an occupant is out-of-position. Embodiments described below provide an airbag cushion that responds to an occupant's position and vents accordingly to reduce the severity of a deploying contact. With reference now to the accompanying figures, particular embodiments of the invention will now be described in greater detail.

Referring to FIGS. 1A and 1B, views of a deployed airbag cushion 100 are shown. The airbag cushion 100 is deployed from an instrument panel 10 to restrain an occupant 12 who is â€œout-of-positionâ€ and is impeding airbag cushion deployment. An out-of-position occupant 12 is one who is seated in a forward position so as to obstruct the path of airbag cushion deployment. The airbag cushion 100 includes a vent 102 that allows gas to exit to enable cushion deflation. A vent flap 104 is coupled to an interior surface 106 of the cushion 100 and proximate to the vent 102. Before deployment of the cushion 100, the vent flap 104 partially extends out of the vent 102 and then enters back into the vent 102. In so doing, the vent flap 104 forms a U-shape outside of the vent 102 and allows gas to exit through the vent 102.

A strap 108 couples at one end to the vent flap 104 and at an opposing end to the interior surface 106. The strap 108 is coupled to the interior surface 106 at a location opposing a face surface 110 that contacts an occupant 12. One or more loops 112 are coupled to the interior surface 106 and retain the strap 108 in position. The vent flap 104 and the strap 108 may be integrally formed or may be coupled to one another by stitches, bonds, or adhesives. The vent flap 104 and strap 108 may include a nylon fabric material or any other material suitable in the art.

During deployment, the strap 108 is initially slack and the vent flap 104 remains partially outside of the cushion interior 114. As the airbag cushion 100 deploys, the face surface 110 contacts the out-of-position occupant 12. Because of the limited deployment, the strap 108 is not able to fully extend and the vent flap 104 remains extending through the vent 102. Gas freely vents through the vent 102 and pushes against the vent flap 104 so that the vent 102 is not obscured. The airbag cushion 100 builds up less pressure and avoids injuring an occupant 12 impeding the deployment.

Referring to FIGS. 2A and 2B, views of a deployed airbag cushion 200 are shown without the occupant 12 obstructing deployment. The airbag cushion 200 is able to fully deploy before contacting the occupant 12 thereby providing maximum restraint. As the airbag cushion 200 deploys, the strap 202 is pulled until taut which forces the entire vent flap 204 into the cushion interior 206. The vent flap 204 is pressed against the vent 208 by the interior gas pressure. The vent flap 204 is sized to extend through the vent 208, enter the cushion interior 206, and close against the vent 208 without exiting through the vent 208.

Referring to FIG. 3, a cross-sectional view of a of an airbag cushion 300 is shown after deployment and during â€œride-down.â€ During ride-down, the airbag cushion 300 vents gas through seams or through optional unobstructed vents (not shown). The airbag cushion 300 begins to contract and the strap 302 becomes slack. The vent flap 304 is not locked into a closed position and may move due to the slack to allow further venting through the vent 306.

Referring to FIG. 4, a plan view of a vent flap 400 and a strap 402 is shown. The vent flap 400 couples at an end 404 to an interior surface 106 proximate to the vent 102. Coupling may be by stitches, bond, or adhesives. The vent flap 400 includes a surface 406 sufficient to press against and cover the vent 102 without exiting through the vent 102. The vent flap 400 may be configured to not completely cover the vent 102 when some limited venting is required. In the illustrated embodiment, the vent flap 400 includes a converging portion 408 that converges to the strap 402. One of skill in the art will appreciate that the vent flap 400 may be configured in a variety of shapes, all of which are included within the scope of the invention.

The strap 402 is depicted as a rectangular shaped member, although it may be embodied in other shapes including a cord or braid. The strap 402 couples at an end 410 to the interior surface 106 by stitches, bonds, adhesives, or the like. The strap 402 may optionally include one or more tabs 412 that are configured to pass through a loop 112 in a deployment direction, but restrict movement through the loop 112 in the opposite direction such as during ride-down. The tabs 412 may be arrayed in a â€œpine-treeâ€ configuration as depicted or in other configurations known in the art.

Referring to FIGS. 5A and 5B, views of an alternative embodiment of a vent flap 500 and strap 502 are shown. The vent flap 500 includes a flap aperture 504 that is configured to allow gas venting. When in the closed position, the flap aperture 504 aligns with the vent 102 and provides limited venting. An airbag cushion would therefore have increased venting in an out-of-position condition, and limited venting in a normal seating position.

The strap 502 includes a strap flap 506 that may be formed by folding over and securing a portion of the strap 502. Alternatively, the flap 506 is formed by securing a material to the strap 502. The flap 506 is configured to pass through a loop 112 in one direction, such as during deployment, but to catch on the loop 112 and prevent strap movement in the reverse direction. The flap 506 and loop 112 operate together to restrict movement of the strap 502 during deflation. Both the tabs 410 of FIG. 4 or the flap 506 of FIG. 5 may be used as a locking mechanism to retain the position of the strap 502 after airbag deployment.

Referring to FIG. 6, a cross-sectional view of an alternative embodiment of an airbag cushion 600 is shown. The airbag cushion 600 is partially deflated after deployment which causes the strap 602 to become slack. The airbag cushion 600 is similar to that previously shown but the strap 604 includes a strap flap 606. The strap flap 606 locks on the loop 608 during ride-down and retains the vent flap 610 in a closed position. In this manner, gas venting through the vent 612 continues to be restricted which may be desired in certain designs. As can be appreciated, the tabs 410 of FIG. 4 may also be used as a locking mechanism to secure the strap position and retain the vent flap 610 in a closed position.

Referring to FIG. 7, a cross-sectional view of an alternative embodiment of an airbag cushion 700 is shown. The airbag cushion 700 includes first and second vents 702, 704 and corresponding first and second vent flaps 706, 708 and first and second straps 710, 712. The vent flaps 706, 708 and the straps 710, 712 are configured to operate as previously described to limit deployment impact during an out-of-position condition. The straps 710, 712 may be coupled at ends 714, 716 and proximate to one another at an interior surface 718. The vents 702, 704, vent flaps 706, 708, and straps 710, 712 may be symmetrically disposed to provide evenly distributed venting. An airbag cushion 700 may include a plurality of vent, flap, and strap members as needed to provide the necessary conditional venting.

In an alternative embodiment, a single strap may be used rather than the straps 710, 712. The single strap would be secured to vent flaps 706, 708 and feed through one or more loops secured to an interior surface 718. The single strap operates similar to previously described embodiments but would not be secured to the interior surface 718.

The airbag cushion 700 may further include one or more additional vents 720 to increase venting. The vents 720 provide consistent venting in that they do not depend on an occupant's position. The vents 720 may be symmetrically disposed to equalize venting distribution. The need for vents 720 is based on the airbag cushion design and the venting requirements. The vents 720 may be embodied as aperture, tubes outlets, and other shapes known in the art.

Embodiments disclosed herein illustrate novel techniques for venting an airbag cushion to retain an open vent when an occupant obstructs the path of a deploying cushion and a closed vent when an occupant does not obstruct a deploying cushion. Airbag cushions provide improved safety by deploying with less pressure when an occupant is obstructing deployment. The airbag cushions deploy with more pressure when an occupant is not obstructing deployment and when high pressure is required to provide the necessary restraint. The airbag cushions described herein have application to both driver and passenger positions. Furthermore, the airbag cushions may be configured in a variety of sizes based on design constraints.

The above description fully discloses the invention including preferred embodiments thereof. Without further elaboration, it is believed that one skilled in the art can use the preceding description to utilize the invention to its fullest extent.

It will be apparent to those having skill in the art that changes may be made to the details of the above-described embodiments without departing from the underlying principles of the invention. Embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows. Note that elements recited in means-plus-function format are intended to be construed in accordance with 35 U.S.C. Â§ 112 Â¶6.