WO2009027796A2 - Road vehicle front airbag - Google Patents

Road vehicle front airbag Download PDF

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Publication number
WO2009027796A2
WO2009027796A2 PCT/IB2008/002222 IB2008002222W WO2009027796A2 WO 2009027796 A2 WO2009027796 A2 WO 2009027796A2 IB 2008002222 W IB2008002222 W IB 2008002222W WO 2009027796 A2 WO2009027796 A2 WO 2009027796A2
Authority
WO
WIPO (PCT)
Prior art keywords
bag
front airbag
road vehicle
stowage compartment
airbag
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2008/002222
Other languages
French (fr)
Other versions
WO2009027796A3 (en
Inventor
Michela Bruzzone
Veniero Pizzagalli
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ferrari SpA
Original Assignee
Ferrari SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ferrari SpA filed Critical Ferrari SpA
Priority to US12/675,603 priority Critical patent/US8794667B2/en
Priority to DE602008004553T priority patent/DE602008004553D1/en
Priority to AT08806928T priority patent/ATE495061T1/en
Priority to EP08806928A priority patent/EP2183131B1/en
Publication of WO2009027796A2 publication Critical patent/WO2009027796A2/en
Publication of WO2009027796A3 publication Critical patent/WO2009027796A3/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
    • F02M27/045—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism by permanent magnets
    • 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
    • B60R2021/0002—Type of accident
    • B60R2021/0004—Frontal collision
    • 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
    • B60R2021/0002—Type of accident
    • B60R2021/0009—Oblique collision
    • 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
    • B60R21/203—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in steering wheels or steering columns
    • B60R21/2032—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in steering wheels or steering columns the inflator or inflatable member not being rotatable with the steering wheel; Arrangements using the steering column or steering wheel rim for storing, supplying or evacuating the inflation gas or for storing the inflatable member

Definitions

  • the present invention relates to a road vehicle front airbag .
  • the present invention may be applied to advantage to a high-performance sports car driver's airbag, to which the following description refers purely by way of example .
  • a car driver's airbag is designed, in the event of a head-on or glancing collision (e.g. with an obstacle at 30° to the travelling direction of the car) , to prevent the driver's trunk and head from hitting the steering wheel and rigid vehicle body parts in front of the driver, such as the frame posts or windscreen.
  • the risk of this happening increases in inverse proportion to the size of the passenger compartment, i.e. the initial distance between the driver's trunk and head and the rigid vehicle body parts in front of the driver.
  • high-performance sports cars must therefore often be equipped with a high-volume driver's airbag (e.g. of at least 70 litres or even more) .
  • Using a high-volume driver's airbag has drawbacks, by requiring a large, bulky airbag stowage compartment in the steering wheel hub, thus impairing the look of the steering wheel; and a high-power airbag inflation generator, which is more dangerous to the driver if the driver should be in an usual driving position, e.g. resting part of the body (such as a hand, forearm or head) on the steering wheel hub, when the airbag is inflated.
  • Figure 1 shows a schematic side view of a car featuring a driver's airbag in accordance with the present invention
  • Figure 2 shows a schematic top plan view of the Figure 1 driver's airbag
  • Figure 3 shows a schematic front view of a different embodiment of a driver's airbag in accordance with the present invention
  • Figure 4 shows a schematic front view of a further embodiment of a driver's airbag in accordance with the present invention
  • Figure 5 shows a schematic view in perspective of the driver ' s airbag in Figure 4 ;
  • Figure 6 shows a schematic view in perspective of interaction between the Figure 4 driver's airbag and the driver.
  • Number 1 in Figure 1 indicates as a whole a car comprising a passenger compartment 2 bounded at the front by a dashboard 3 and housing two front seats 4 (only one shown in Figure 1) .
  • a front left seat 4 (shown in Figure 1) is the driver's seat, and is located facing a steering wheel assembly 5, which extends from dashboard 3 and provides for steering the front wheels (not shown) .
  • Steering wheel assembly 5 comprises a central hub 6 connected rigidly to a free end of a steering column 7 (shown in Figure 2) ; and a steering wheel 8 extending about central hub 6 and mounted for rotation on steering column 7.
  • Steering wheel assembly 5 is equipped with a driver's airbag 9 which, in the event of a head-on or glancing collision (e.g. with an obstacle at 30° to the travelling direction of the car), prevents the driver's trunk and head from hitting steering wheel assembly 5 and rigid vehicle body parts in front of the driver, such as the frame posts or windscreen.
  • a driver's airbag 9 which, in the event of a head-on or glancing collision (e.g. with an obstacle at 30° to the travelling direction of the car), prevents the driver's trunk and head from hitting steering wheel assembly 5 and rigid vehicle body parts in front of the driver, such as the frame posts or windscreen.
  • Driver's airbag 9 comprises a stowage compartment 10 formed in central hub 6 of steering wheel assembly 5 (i.e. in a front portion of dashboard 3) ; a bag 11 which is normally deflated and folded inside stowage compartment 10; and a generator 12 (typically an explosive charge set off electrically by an impact sensor) , which is housed inside stowage compartment 10, is connected to bag 11, and inflates bag 11 in the event of impact.
  • Stowage compartment 10 is closed at the top by a lid which is opened automatically by inflation of bag 11.
  • bag 11 when inflated, bag 11 has a longitudinal depth 13 (i.e. measured along a longitudinal axis parallel to the central longitudinal axis 14 of car 1) that decreases substantially in a transverse thrust direction 15 (i.e. perpendicular to longitudinal axis 14 of car 1) from the side to the centre of car 1 (from left to right of the left-hand- drive car 1 shown) , so that the longitudinal depth 13 of the inflated bag 11 is maximum on the side facing the side of car 1, and is minimum on the side facing the centre of car 1.
  • the centreward thrust imparted to the driver's body by the inflated bag 11 compensates the tendency of the driver's body to move sideways towards the side of car 1.
  • the inflated bag 11 has a longitudinal depth 13 (i.e. measured along a longitudinal axis parallel to the central longitudinal axis 14 of car 1) that decreases substantially in a vertical upward thrust direction 15 (i.e. perpendicular to longitudinal axis 14 of car ⁇ 1) , so that the longitudinal depth 13 of the inflated bag 11 is maximum at the bottom and minimum at the top.
  • This shape of the inflated bag 11 so balances the forces acting on the driver's body, in the event of a head-on or glancing collision, as to restrain the driver's pelvic region first, and promote rotation of the driver ' s torso to keep the driver ' s head traj ectory well down (i.e. away from the roof of car 1) with no other safety devices required.
  • the ratio of the maximum longitudinal depth 13 of the inflated bag 11 on the side facing the side of car 1 to the minimum longitudinal depth 13 of the inflated bag 11 on the side facing the centre of car 1 ranges between 1.3 and 2 , so the mean angle of the front surface of the inflated bag 11 ranges between 10° and 30°.
  • Bag 11 being a limp inflatable body that is inevitably curved when inflated, reference is made to the mean angle, on account of the variation in the local angle of the front surface of inflated bag 11. It is important to note that bag 11 described above is asymmetrical, i.e. is not circularly symmetrical like conventional driver's airbags, so driver's airbag 9 is preferably housed in a fixed central hub 6 (i.e. that does not rotate together with steering wheel 8) to ensure bag 11 is oriented as designed in the event of collision.
  • thrust direction 15 is crosswise. In other embodiments, thrust direction 15 may still be perpendicular to the longitudinal axis 14 of the car, but not crosswise. For example, thrust direction 15 may be vertical or halfway between the vertical direction and transverse (horizontal) direction.
  • the inflated bag 11 has a square (as opposed to conventional round) front section, and has a vertical axis 16 of symmetry sloping towards the centre of car 1 with respect to a vertical axis 17 of symmetry of stowage compartment 10. More specifically, the vertical axis 16 of symmetry of the inflated bag 11 slopes towards the centre of car 1 with respect to the vertical axis 17 of symmetry of stowage compartment 10 by an angle of substantially 8° to 30°, and preferably of about 10°.
  • the inflated bag 11 By sloping towards the centre of car 1, the inflated bag 11 provides greater protection on the side facing the side of car 1 than on the side facing the centre of car 1; which difference is determined by the distance between the driver and the rigid vehicle body parts in front of the driver being minimum on the side facing the side of car 1, and maximum on the side facing the centre of car 1.
  • the Figure 3 bag 11. is also asymmetrical, i.e. is not circularly symmetrical like conventional driver's airbags, so driver's airbag 9 is preferably housed in a fixed central hub 6 (i.e. that does not rotate together with steering ' wheel 8) to ensure bag 11 is oriented as designed in the event of collision.
  • the inflated bag 11 has a circular front section, except for two voids 18 on opposite sides, and an additional volume at the top.
  • the additional volume 19 has an arc-shaped front section extending a total of about 90°, and equal in height to roughly 20% of the radius of the front section of inflated bag 11. For example, with a roughly 40 cm front section radius of inflated bag 11, the front section of additional volume 19 is roughly 8 cm high.
  • the two voids 18 extend up to the start of additional volume 19, are substantially located in the top half of inflated bag 11, and each extend roughly
  • addition volume 19 extends between -45° (i.e.
  • the inflated bag 11 in Figures 4, 5 and 6 is characterized by comprising two voids 18 in a "superfluous" area (i.e. that does not come into contact with the driver's body in the event of head-on or glancing collision) ; and an additional volume 19 in an "essential" area (i.e. that may come into contact with the driver's body in the event of head-on or glancing collision) .
  • the inflated bag 11 in Figures 4, 5 and 6 therefore provides for greater protection for a given volume.
  • the Figure 4, 5 and 6 bag 11 is also asymmetrical, i.e.
  • driver's airbag 9 is not circularly symmetrical like conventional driver's airbags, so driver's airbag 9 is preferably housed in a fixed central hub 6 (i.e. that does not rotate together with steering wheel 8) to ensure bag 11 is oriented as designed in the event of collision.
  • Driver's airbag 9 as described above has numerous advantages : it is cheap and easy to produce, and, above all, despite being smaller in volume (roughly 60 litres) , adequately safeguards the driver in the event of a head-on or glancing collision without a seat belt, by preventing the driver's trunk and head from hitting the rigid vehicle body parts in front, such as the frame posts or windscreen.
  • driver's airbag 9 may also be applied in full to a similar front-passenger airbag.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Air Bags (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

A front airbag (9) for a road vehicle (1); the front airbag (9) having : a stowage compartment (10) formed in a front portion of the dashboard (3) of the road vehicle (1); a bag (11) normally deflated and folded inside the stowage compartment (10); and a generator (12) which is housed inside the stowage compartment (10), is connected to the bag (11), and inflates the bag (11) in the event of collision; the inflated bag (11) has a longitudinal depth (13) that decreases substantially in a thrust direction (15) perpendicular to a longitudinal axis (14) of the road vehicle (1).

Description

ROAD VEHICLE FRONT AIRBAG
TECHNICAL FIELD
The present invention relates to a road vehicle front airbag .
The present invention may be applied to advantage to a high-performance sports car driver's airbag, to which the following description refers purely by way of example .
BACKGROUND ART
A car driver's airbag is designed, in the event of a head-on or glancing collision (e.g. with an obstacle at 30° to the travelling direction of the car) , to prevent the driver's trunk and head from hitting the steering wheel and rigid vehicle body parts in front of the driver, such as the frame posts or windscreen. The risk of this happening increases in inverse proportion to the size of the passenger compartment, i.e. the initial distance between the driver's trunk and head and the rigid vehicle body parts in front of the driver.
In a high-performance sports car, the size
(particularly the height) of the passenger compartment is fairly small, to reduce the size of the front section of the car, and so increases the risk, in the event of a head-on or glancing collision without a seat belt, of the driver's trunk and head hitting the rigid vehicle body parts in front. To prevent this from happening, high-performance sports cars must therefore often be equipped with a high-volume driver's airbag (e.g. of at least 70 litres or even more) . Using a high-volume driver's airbag, however, has drawbacks, by requiring a large, bulky airbag stowage compartment in the steering wheel hub, thus impairing the look of the steering wheel; and a high-power airbag inflation generator, which is more dangerous to the driver if the driver should be in an usual driving position, e.g. resting part of the body (such as a hand, forearm or head) on the steering wheel hub, when the airbag is inflated.
DISCLOSURE OF THE INVENTION
It is an object of the present invention to provide a road vehicle front airbag designed to eliminate the aforementioned drawbacks, and which is cheap and easy to produce .
According to the present invention, there is provided a road vehicle front airbag as claimed in the accompanying Claims.
BRIEF DESCRIPTION OF THE DRAWINGS
A non-limiting embodiment of the present invention will be described by way of example with reference to the accompanying drawings, in which:
Figure 1 shows a schematic side view of a car featuring a driver's airbag in accordance with the present invention; Figure 2 shows a schematic top plan view of the Figure 1 driver's airbag;
Figure 3 shows a schematic front view of a different embodiment of a driver's airbag in accordance with the present invention;
Figure 4 shows a schematic front view of a further embodiment of a driver's airbag in accordance with the present invention;
Figure 5 shows a schematic view in perspective of the driver ' s airbag in Figure 4 ;
Figure 6 shows a schematic view in perspective of interaction between the Figure 4 driver's airbag and the driver.
PREFERRED EMBODIMENTS OF THE INVENTION
Number 1 in Figure 1 indicates as a whole a car comprising a passenger compartment 2 bounded at the front by a dashboard 3 and housing two front seats 4 (only one shown in Figure 1) . A front left seat 4 (shown in Figure 1) is the driver's seat, and is located facing a steering wheel assembly 5, which extends from dashboard 3 and provides for steering the front wheels (not shown) . Steering wheel assembly 5 comprises a central hub 6 connected rigidly to a free end of a steering column 7 (shown in Figure 2) ; and a steering wheel 8 extending about central hub 6 and mounted for rotation on steering column 7.
Steering wheel assembly 5 is equipped with a driver's airbag 9 which, in the event of a head-on or glancing collision (e.g. with an obstacle at 30° to the travelling direction of the car), prevents the driver's trunk and head from hitting steering wheel assembly 5 and rigid vehicle body parts in front of the driver, such as the frame posts or windscreen.
Driver's airbag 9 comprises a stowage compartment 10 formed in central hub 6 of steering wheel assembly 5 (i.e. in a front portion of dashboard 3) ; a bag 11 which is normally deflated and folded inside stowage compartment 10; and a generator 12 (typically an explosive charge set off electrically by an impact sensor) , which is housed inside stowage compartment 10, is connected to bag 11, and inflates bag 11 in the event of impact. Stowage compartment 10 is closed at the top by a lid which is opened automatically by inflation of bag 11.
As shown in Figure 2, when inflated, bag 11 has a longitudinal depth 13 (i.e. measured along a longitudinal axis parallel to the central longitudinal axis 14 of car 1) that decreases substantially in a transverse thrust direction 15 (i.e. perpendicular to longitudinal axis 14 of car 1) from the side to the centre of car 1 (from left to right of the left-hand- drive car 1 shown) , so that the longitudinal depth 13 of the inflated bag 11 is maximum on the side facing the side of car 1, and is minimum on the side facing the centre of car 1. In the event of a head-on or .glancing collision, the driver's body, on impact with the inflated bag 11, is thrown towards the centre of car 1, where the rigid vehicle body parts in front of the driver are furthest away, i.e. the driver's body is thrown away from the side of car 1, where the rigid vehicle body parts in front of the driver are closest, thus preventing the driver's trunk and head from striking the rigid vehicle body parts in front. This thrust towards the centre of car 1 is less (though still) useful in the case of a head-on collision, in which the driver's body only travels longitudinally, but is essential in the case of a glancing collision, in which the driver's body travels both longitudinally and laterally towards the side of car 1. In other words, in the event of a glancing collision, the centreward thrust imparted to the driver's body by the inflated bag 11 compensates the tendency of the driver's body to move sideways towards the side of car 1. This is achieved by virtue of the shape of the inflated bag 11, the longitudinal depth 13 of which decreases substantially in a transverse thrust direction 15 from the side to the centre of car 1. In one embodiment, the inflated bag 11 has a longitudinal depth 13 (i.e. measured along a longitudinal axis parallel to the central longitudinal axis 14 of car 1) that decreases substantially in a vertical upward thrust direction 15 (i.e. perpendicular to longitudinal axis 14 of car ■ 1) , so that the longitudinal depth 13 of the inflated bag 11 is maximum at the bottom and minimum at the top. This shape of the inflated bag 11 so balances the forces acting on the driver's body, in the event of a head-on or glancing collision, as to restrain the driver's pelvic region first, and promote rotation of the driver ' s torso to keep the driver ' s head traj ectory well down (i.e. away from the roof of car 1) with no other safety devices required. In one embodiment, the ratio of the maximum longitudinal depth 13 of the inflated bag 11 on the side facing the side of car 1 to the minimum longitudinal depth 13 of the inflated bag 11 on the side facing the centre of car 1 ranges between 1.3 and 2 , so the mean angle of the front surface of the inflated bag 11 ranges between 10° and 30°. Bag 11 being a limp inflatable body that is inevitably curved when inflated, reference is made to the mean angle, on account of the variation in the local angle of the front surface of inflated bag 11. It is important to note that bag 11 described above is asymmetrical, i.e. is not circularly symmetrical like conventional driver's airbags, so driver's airbag 9 is preferably housed in a fixed central hub 6 (i.e. that does not rotate together with steering wheel 8) to ensure bag 11 is oriented as designed in the event of collision. In other words, if central hub 6, instead of being fixed, were to rotate together with steering wheel 8, bag 11, in the event of collision, may be oriented otherwise than as designed (in the worst case scenario, even in the opposite position, which would not only make it ineffective, but would even produce the opposite effect to the one desired) . In the Figure 1 and 2 embodiment, thrust direction 15 is crosswise. In other embodiments, thrust direction 15 may still be perpendicular to the longitudinal axis 14 of the car, but not crosswise. For example, thrust direction 15 may be vertical or halfway between the vertical direction and transverse (horizontal) direction.
In the Figure 3 embodiment, the inflated bag 11 has a square (as opposed to conventional round) front section, and has a vertical axis 16 of symmetry sloping towards the centre of car 1 with respect to a vertical axis 17 of symmetry of stowage compartment 10. More specifically, the vertical axis 16 of symmetry of the inflated bag 11 slopes towards the centre of car 1 with respect to the vertical axis 17 of symmetry of stowage compartment 10 by an angle of substantially 8° to 30°, and preferably of about 10°.
By sloping towards the centre of car 1, the inflated bag 11 provides greater protection on the side facing the side of car 1 than on the side facing the centre of car 1; which difference is determined by the distance between the driver and the rigid vehicle body parts in front of the driver being minimum on the side facing the side of car 1, and maximum on the side facing the centre of car 1.
The Figure 3 bag 11.is also asymmetrical, i.e. is not circularly symmetrical like conventional driver's airbags, so driver's airbag 9 is preferably housed in a fixed central hub 6 (i.e. that does not rotate together with steering 'wheel 8) to ensure bag 11 is oriented as designed in the event of collision.
In the Figure 4, 5 and 6 embodiment, the inflated bag 11 has a circular front section, except for two voids 18 on opposite sides, and an additional volume at the top.
The additional volume 19 has an arc-shaped front section extending a total of about 90°, and equal in height to roughly 20% of the radius of the front section of inflated bag 11. For example, with a roughly 40 cm front section radius of inflated bag 11, the front section of additional volume 19 is roughly 8 cm high.
The two voids 18 extend up to the start of additional volume 19, are substantially located in the top half of inflated bag 11, and each extend roughly
60°. In other words, using the vertical axis 16 of symmetry of inflated bag 11 as an angular reference
(i.e. 0°), addition volume 19 extends between -45° (i.e.
45° to the left in Figure 4) and +45° (i.e. 45° to the right in Figure 4) ; the left void 18 extends between -
45° and -105°; and the right void 18 extends between
+45° and +105° .
The inflated bag 11 in Figures 4, 5 and 6 is characterized by comprising two voids 18 in a "superfluous" area (i.e. that does not come into contact with the driver's body in the event of head-on or glancing collision) ; and an additional volume 19 in an "essential" area (i.e. that may come into contact with the driver's body in the event of head-on or glancing collision) . As compared with a conventional round bag, the inflated bag 11 in Figures 4, 5 and 6 therefore provides for greater protection for a given volume. The Figure 4, 5 and 6 bag 11 is also asymmetrical, i.e. is not circularly symmetrical like conventional driver's airbags, so driver's airbag 9 is preferably housed in a fixed central hub 6 (i.e. that does not rotate together with steering wheel 8) to ensure bag 11 is oriented as designed in the event of collision.
Driver's airbag 9 as described above has numerous advantages : it is cheap and easy to produce, and, above all, despite being smaller in volume (roughly 60 litres) , adequately safeguards the driver in the event of a head-on or glancing collision without a seat belt, by preventing the driver's trunk and head from hitting the rigid vehicle body parts in front, such as the frame posts or windscreen.
Though the above description refers by way of example to a driver's airbag, the design of driver's airbag 9 as described herein may also be applied in full to a similar front-passenger airbag.

Claims

1) A front airbag (9) for a road vehicle (1) ; the front airbag (9) comprising: a stowage compartment (10) formed in a front portion of the dashboard (3) of the road vehicle (1) ; a bag (11) normally deflated and folded inside the stowage compartment (10) ; and a generator (12) which is housed inside the stowage compartment (10) , is connected to the bag (11) , and inflates the bag (11) in the event of collision; the front airbag (9) being characterized in that the inflated bag (11) has a longitudinal depth (13) that decreases substantially in a thrust direction (15) perpendicular to a longitudinal axis (14) of the road vehicle (1) .
2) A front airbag (9) as claimed in Claim 1, wherein the inflated bag (11) has a longitudinal depth
(13) that decreases substantially in a transverse thrust direction (15) from the side of the road vehicle (1) to the centre of the road vehicle (1) , so that the longitudinal depth (13) of the inflated bag (11) is maximum on the side facing the side of the road vehicle
(1) , and is minimum on the side facing the centre of the road vehicle (1) .
3) A front airbag (9) as claimed in Claim 1, wherein the inflated bag (11) has a longitudinal depth
(13) that decreases substantially in a vertical upward thrust direction (15) , so that the longitudinal depth (13) of the inflated bag (11) is maximum at the bottom and minimum at the top .
4) A front airbag (9) as claimed in Claim 2 or 3, wherein the ratio of the maximum longitudinal depth (13) of the inflated bag (11) to the minimum longitudinal depth (13) of the inflated bag (11) ranges between 1.3 and 2.
5) A front airbag (9) as claimed in Claim 2, 3 or 4, wherein the mean angle of the front surface of the inflated bag (11) ranges between 10° and 30°.
6) A front airbag (9) as claimed in one of Claims 1 to 5, wherein the stowage compartment (10) is formed in a central hub (6) of a steering wheel assembly (5) of the road vehicle (1) ; which central hub (6) is fixed, and does not rotate together with a steering wheel (8) of the steering wheel assembly (5) .
7) A front airbag (9) for a road vehicle (1) ; the front airbag (9) comprising: a stowage compartment (10) formed in a front portion of the dashboard (3) of the road vehicle (1) ; a bag (11) normally deflated and folded inside the stowage compartment (10) ; and a generator (12) which is housed inside the stowage compartment (10) , is connected to the bag (11) , and inflates the bag (11) in the event of collision; the front airbag (9) being characterized in that the inflated bag (11) has a square front section, and has a vertical axis (16) of symmetry sloping towards the centre of the road vehicle (1) with respect to a vertical axis (17) of symmetry of the stowage compartment (10) . 8) A front airbag (9) as claimed in Claim 7, wherein the vertical axis (16) of symmetry of the inflated bag (11) slopes towards the centre of the road vehicle (1) with respect to the vertical axis (17) of symmetry of the stowage compartment (10) by an angle ranging between 8° and 30° .
9) A front airbag (9) as claimed in Claim 7, wherein the vertical axis (16) of symmetry of the inflated bag (11) slopes towards the centre of the road vehicle (1) with respect to the vertical axis (17) of symmetry of the stowage compartment (10) by an angle of about 10°.
10) A front airbag (9) as claimed in Claim 7, 8 or 9, wherein the stowage compartment (10) is formed in a central hub (6) of a steering wheel assembly (5) of the road vehicle (1) ; which central hub (6) is fixed, and does not rotate together with a steering wheel (8) of the steering wheel assembly (5) .
11) A front airbag (9) for a road vehicle (1) ; the front airbag (9) comprising: a stowage compartment (10) formed in a front portion of the dashboard (3) of the road vehicle (1) ; a bag (11) normally deflated and folded inside the stowage compartment (10) ; and a generator (12) which is housed inside the stowage compartment (10) , is connected to the bag (11) , and inflates the bag (11) in the event of collision; the front airbag (9) being characterized in that the inflated bag (11) has a circular front section, except for two voids (18) on opposite sides, and an additional volume (19) on top.
12) A front airbag (9) as claimed in Claim 11, wherein the additional volume (19) has an arc-shaped front section.
13) A front airbag (9) as claimed in Claim 12, wherein the additional volume (19) has an arc-shaped front section extending a total of 90°.
14) A front airbag (9) as claimed in Claim 12 or 13, wherein the additional volume (19) has an arc-shaped front section of a height roughly equal to 20% of the radius of the front section of the inflated bag (11) .
15) A front airbag (9) as claimed in one of Claims 11 to 14, wherein the two voids (18) extend up to the start of the additional volume (19) .
16) A front airbag (9) as claimed in one of Claims 11 to 15, wherein the two voids (18) are substantially located in the top half of the inflated bag (11) .
17) A front airbag (9) as claimed in one of Claims 11 to 16, wherein each void (18) extends roughly 60°.
PCT/IB2008/002222 2007-08-29 2008-08-28 Road vehicle front airbag Ceased WO2009027796A2 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US12/675,603 US8794667B2 (en) 2007-08-29 2008-08-28 Road vehicle front airbag
DE602008004553T DE602008004553D1 (en) 2007-08-29 2008-08-28 FRONT AIRBAG FOR ROAD VEHICLE
AT08806928T ATE495061T1 (en) 2007-08-29 2008-08-28 FRONT AIRBAG FOR ROAD VEHICLES
EP08806928A EP2183131B1 (en) 2007-08-29 2008-08-28 Road vehicle front airbag

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITBO2007A000595 2007-08-29
IT000595A ITBO20070595A1 (en) 2007-08-29 2007-08-29 FRONT AIRBAG FOR A ROAD VEHICLE

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WO2009027796A2 true WO2009027796A2 (en) 2009-03-05
WO2009027796A3 WO2009027796A3 (en) 2009-05-28

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US (1) US8794667B2 (en)
EP (3) EP2213525B1 (en)
AT (2) ATE495061T1 (en)
DE (1) DE602008004553D1 (en)
IT (1) ITBO20070595A1 (en)
WO (1) WO2009027796A2 (en)

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Also Published As

Publication number Publication date
US20110285118A1 (en) 2011-11-24
ITBO20070595A1 (en) 2009-02-28
EP2213525B1 (en) 2012-05-30
EP2213525A1 (en) 2010-08-04
US8794667B2 (en) 2014-08-05
DE602008004553D1 (en) 2011-02-24
ATE495061T1 (en) 2011-01-15
EP2213524A1 (en) 2010-08-04
EP2183131B1 (en) 2011-01-12
ATE523390T1 (en) 2011-09-15
EP2183131A2 (en) 2010-05-12
WO2009027796A3 (en) 2009-05-28
EP2213524B1 (en) 2011-09-07

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