阅读说明：本技术 用于车辆的气囊系统和制造该气囊系统的方法 (Airbag system for vehicle and method of manufacturing the same ) 是由 戴维德·奥诺拉托·埃斯泰维兹 贾维厄·马蒂内兹-莱拉 劳伦特·佩蒂特 于 2020-04-14 设计创作，主要内容包括：一种用于车辆的适于面向气囊布置的安全装置(16),所述安全装置(16)包括：-通道(26),其适于引导所述气囊,所述通道(26)界定了用于展开所述气囊的中心开口(42),-面板(28),当所述气囊处于未充气状态时,所述面板(28)至少部分地覆盖所述中心开口(42),以及-网状件(30),其具有被包裹在所述通道(26)中的第一平面部分(30A)和被包裹在所述面板(28)中的第二平面部分(30B),所述网状件(30)还包括在所述第一平面部分(30A)和所述第二平面部分(30B)之间延伸的第三部分(30C),所述第三部分(30C)的至少一部分被包裹在所述通道(26)的接收部分(29)中,其中所述接收部分(29)至少包括厚度减小的部分(27)。(A safety device (16) for a vehicle adapted to be arranged facing an airbag, the safety device (16) comprising: -a channel (26) adapted to guide the airbag, the channel (26) defining a central opening (42) for deploying the airbag, -a panel (28), -the panel (28) at least partially covering the central opening (42) when the airbag is in an uninflated state, and-a mesh (30), having a first planar portion (30A) wrapped in the channel (26) and a second planar portion (30B) wrapped in the panel (28), the mesh (30) further comprising a third portion (30C) extending between the first planar portion (30A) and the second planar portion (30B), at least a portion of the third portion (30C) is wrapped in a receiving portion (29) of the channel (26), wherein the receiving portion (29) comprises at least a portion (27) of reduced thickness.)

1. A safety device (16) for a vehicle adapted to be arranged facing an airbag, the safety device (16) comprising:

a channel (26) adapted to guide the airbag, the channel (26) defining a central opening (42) for deploying the airbag,

-a panel (28), the panel (28) at least partially covering the central opening (42) when the airbag is in an uninflated state, and

-a mesh (30) having a first planar portion (30A) wrapped in the channel (26) and a second planar portion (30B) wrapped in the panel (28), the mesh (30) further comprising a third portion (30C) extending between the first planar portion (30A) and the second planar portion (30B), at least a portion of the third portion (30C) being wrapped in a receiving portion (29) of the channel (26),

wherein the receiving portion (29) comprises at least a portion (27) of reduced thickness.

2. The security device (16) of claim 1, wherein the receiving portion (29) has a first thickness (E1) and a second thickness (E2), the first thickness (E1) being less than the second thickness (E2), and wherein the reduced thickness portion (27) has a first thickness (E1).

3. A safety arrangement (16) according to claim 1 or 2, wherein the channel (26) has an outer surface (37) and an inner surface (36) opposite the outer surface (37), the portion (27) of reduced thickness having a rounded shape when viewed from the outer surface (37).

4. A safety arrangement (16) according to claim 1 or 2, wherein the channel (26) has an outer surface (37) and an inner surface (36) opposite the outer surface (37), the inner surface (36) being substantially flat over its entire surface.

5. A safety arrangement (16) according to claim 1 or 2, wherein the channel (26) comprises a plurality of portions (27) of reduced thickness.

6. A safety arrangement (16) according to claim 5, wherein the reduced thickness portion (27) extends in the same direction as the third portion (30C).

7. The security device (16) of claim 1 or 2, wherein the third portion (30C) forms a hinged connection (32) between the channel (26) and the panel (28).

8. The safety device (16) according to claim 1 or 2, characterized in that said third portion (30C) corresponds to a folded portion of said web (30).

9. An interior trim element of a vehicle, comprising a safety device (16) according to claim 1 or 2.

10. A method of manufacturing an airbag-adapted arrangement of an airbag (16) for a vehicle, the airbag (16) comprising a channel (26) adapted to guide the airbag, the channel (26) defining a central opening (42) for deploying the airbag, a panel (28), the panel (28) at least partially covering the central opening (42) when the airbag is in an uninflated state, and a mesh (30) having a first planar portion (30A) wrapped within the channel (26) and a second planar portion (30B) wrapped in the panel (28), the mesh (30) further comprising a third portion (30C) extending between the first planar portion (30A) and the second planar portion (30B), at least a portion of the third portion (30C) being wrapped in a receiving portion (29) of the channel (26), the receiving portion (29) comprises at least a portion (27) of reduced thickness, wherein the method comprises placing the web (30) in an injection mould and injecting molten material into the mould to form at least the channel (26) and the panel (28).

11. A method of manufacturing a safety device (16) according to claim 10, wherein a slide is provided on the injection mould, said slide pressing the third portion (30C) against the mould.

12. Method for manufacturing a security device (16) according to claim 11, wherein said slider presses two layers of the web (30) corresponding to said third portion (30C) and a layer of the web (30) corresponding to said second planar portion (30B).

13. A method of manufacturing a safety device (16) according to claim 10 or 11, wherein the third portion (30C) of the web (30) is folded before placing the web (30) in an injection mould.

14. A method of manufacturing a security device (16) according to claim 10 or 11, wherein the channel (26) is assembled to an interior trim element.

Technical Field

The present invention relates to a safety device for a vehicle. The safety device is adapted to be arranged facing an airbag, said safety device comprising a channel, also called chute, adapted to receive an airbag module and guide the airbag during deployment of the airbag, a panel and at least one web arranged within the panel and the channel.

The invention also relates to an interior trim element of a vehicle comprising such a safety device.

The invention also relates to a method of manufacturing such a security device.

Background

Generally, vehicles include at least one safety device or airbag system intended to protect a user of the vehicle in the event of a car accident. The safety device is integrated with, for example, an interior trim element of a vehicle.

The safety device is generally intended to cooperate with an airbag module that houses a folded airbag that can be inflated by an inflator. The safety device includes a channel that forms a guide to guide the deployment of the airbag when the airbag is inflated by the inflator. The passage includes a through hole through which an airbag is deployed inside the vehicle to protect a user.

Typically, the channels are integrated into the interior trim component or assembled on the trim component.

More precisely, in the case where the channel is integrated in the interior trim component, the channel is molded together with the interior trim component (i.e., the channel and the interior trim component are molded simultaneously in the same mold). The channel and the interior trim component thus form a single piece.

In the case of the channel being assembled on the decorative element, then the channel and the interior decorative element are molded separately (i.e., in two different molds) and then assembled. More precisely, the assembly portion comprising the channel is assembled on the decorative element. In other words, the channel and the interior trim element form two separate parts, and the channel is provided with an assembly portion which is assembled on the trim element.

Typically, the through-hole of the security device is covered by a deployment panel. The expansion panels may have different configurations depending on whether the channels are integrated in the interior trim element or assembled on the trim element.

In the case of channel integration, the panel comprises only one layer, which corresponds to a portion of the interior trim element. In this case, a mesh (described in detail below) is wrapped in this layer.

In the case of the channel assembly, the panel comprises, for example, two layers. For example, the two layers are welded together. In practice, the first layer (upper layer) of the panel is provided by the interior decoration element and the second layer (lower layer) of the panel is provided by the assembly portion, except for the channel. Thus, the assembled part comprises at least the channel and the second layer (lower layer) of the panel. In such a configuration, the mesh is wrapped in the lower layer (i.e., in the layer belonging to the assembly portion).

Regardless of the deployment panel's configuration (depending on whether the channel is assembled or integrated), the deployment panel is configured, for example, to open during airbag deployment, through a line of least resistance. The line of least resistance designs the outer contour of the panel. Thus, when the channel is integrated into the interior trim component, the line of least resistance appears on a portion of the interior trim component, and when the channel is assembled on the interior trim component, the line of least resistance is affixed to a portion of the assembled portion. The through hole is configured to be covered by a deployment panel that enables the airbag to be deployed through the through hole in the event of a collision, without the collision. Thus, the airbag can be deployed inside the vehicle through the through hole of the passage. More precisely, in the case of inflation of the airbag, the line of least resistance of the panel breaks, the panel opens and the airbag deploys in the interior vehicle.

In addition, the deployment panel may comprise, for example, one flap (U-shaped) or two flaps (H-shaped, I-shaped). In the case of a deployment panel comprising two flaps, the line of least resistance also extends at the intersection of the flaps.

To protect the user of the vehicle, the safety device further includes a flexible retaining mesh disposed within the tunnel and within the deployment panel. More precisely, depending on the configuration of the channels and of the decorative elements, the mesh is wrapped in a sole layer of the panel or in a lower layer of the panel. In fact, when the channel is integrated in the decorative element, the mesh is wrapped in a single layer of panels. Furthermore, when the channel is assembled on the decorative element, the mesh is wrapped in the layer forming the assembled part of the lower layer of the panel (in other words, the mesh is not in the upper layer formed by the decorative element).

The flexible securing mesh has a hinge function allowing the deployment panel to pivot. Thus, during airbag deployment, the flexible retaining mesh retains the deployment panel attached to the interior trim element by the hinge in an area proximate to the interior trim element. In this sense, the deployment panel is not projected anywhere inside the vehicle, nor represents a risk of injury to the occupant.

Typically, the flexible retaining mesh has a first planar portion disposed within (or encased within) the channel and a second planar portion disposed within (or encased within) the spreader plate. The flexible retaining mesh further includes a third portion connecting the first planar portion and the second planar portion. The third portion extends from an edge of the first planar portion and an edge of the second planar portion.

Furthermore, the flexible retaining mesh is typically folded to form a third portion, such that the flexible retaining mesh has a T-shape or S-shape when viewed on a panel that is substantially parallel to a plane that includes the direction of travel of the vehicle and, for example, a vertical direction relative to normal use of the vehicle.

However, during airbag deployment, when the flexible retaining mesh is S-shaped, the deployment panel immediately rotates during airbag deployment. More precisely, the deployment panel is first rotated along an axis corresponding to the transverse direction of the vehicle. Second, the deployment panel remains rotated and also translates slightly toward the windshield of the vehicle. Thus, during airbag deployment, the axis of rotation of the deployment panel translates slightly toward the windshield. Nonetheless, the S-shaped flexible retaining mesh has a kinematic behavior that is difficult to predict. Indeed, with an S-shaped flexible fixation mesh, translational movement may interfere too early with respect to rotational movement. This may result in the bladder diving into the void created by the third portion.

Disclosure of Invention

It is an object of the present invention to provide a safety device with appropriate and predictable kinematic behaviour.

The invention relates to a safety device for a vehicle adapted to be arranged facing an airbag, the safety device comprising: a channel adapted to guide an airbag, the channel defining a central opening for deploying the airbag, a panel at least partially covering the central opening when the airbag is in an uninflated state, and a mesh having a first planar portion wrapped in the channel and a second planar portion wrapped in the panel, the mesh further including a third portion extending between the first planar portion and the second planar portion, at least a portion of the third portion being wrapped in a receiving portion of the channel, wherein the receiving portion includes at least a portion of reduced thickness.

The reduced thickness portion provides a gradual and controlled opening movement of the panel.

Furthermore, the safety device may have the following features, used alone or in combination:

-the receiving portion has a first thickness and a second thickness, the first thickness being smaller than the second thickness, and wherein the reduced thickness portion has the first thickness;

the channel has an outer surface and an inner surface opposite the outer surface, the portion of reduced thickness having a circular shape as seen from the outer surface;

The channel has an outer surface and an inner surface opposite the outer surface, the inner surface being substantially flat over its entire surface;

the channel comprises a plurality of portions of reduced thickness;

the portion of reduced thickness extends in the same direction as the third portion;

-the third part forms a hinge connection between the channel and the panel;

the third portion corresponds to the folded portion of the mesh.

The reduced thickness portion facilitates the unfolding of the third portion of the mesh. Thus, the panel is easily released at the hinge.

The invention also provides an interior trim component of a vehicle comprising a safety device as described above.

The invention also provides a method for manufacturing a security device as described above, comprising at least the steps of:

-placing the web in an injection mould and injecting molten material into the mould to form at least the channel and the panel;

-providing a slide on the injection mould, which slide presses the third portion against the mould;

-the slider presses the two layers of the web corresponding to the third portion and the layer of the web corresponding to the second planar portion;

-folding the third portion of the mesh before placing the mesh in the injection mould;

-assembling the channel to the interior trim component.

Drawings

Other features and advantages of the present invention will become apparent from the following description with reference to the accompanying drawings:

figure 1 is a perspective view of a vehicle interior incorporating the safety device of the present invention,

figure 2 is a cross-sectional view of figure 1 according to plane II-II of figure 1,

fig. 3 is a sectional view of fig. 2 according to a plane parallel to plane II-II of fig. 1.

Figure 4 is a perspective view of the channel,

fig. 5 is another perspective view of the channel.

Detailed Description

In the following description, terms used to define position and direction, such as "front" and "rear", are to be understood as referring to the position of the driver and to the direction of travel of the vehicle. The term "longitudinal direction" is defined as a front-rear direction, and the term "lateral direction" is defined as a direction substantially perpendicular to the front-rear direction in a width direction, i.e., on a horizontal plane, with respect to the vehicle. The terms "upper" and "lower" are defined in terms of the elevation direction.

Referring to the drawings, an airbag-facing arrangement of a safety device 16 is depicted. The vehicle interior trim element is, for example, an instrument panel 10 of a vehicle 12 shown in a simplified manner in fig. 1. However, the vehicle interior trim element may be any type of trim element, such as a door panel or other element.

The instrument panel 10 includes: a rigid support layer 14, commonly referred to by those skilled in the art as the "instrument panel body"; and a safety device 16 housed under or inside the instrument panel main body 14. In fig. 1, the safety device 16 is on the passenger side. However, the security device 16 may be elsewhere where desired. The instrument panel body 14 is manufactured, for example, by an injection type molding operation. The dashboard body 14 is moulded using a thermoplastic type plastic (e.g. polypropylene PP), with or without fibre reinforcement or mineral fillers, depending on the stiffness required. Alternatively, the material used may be PC/ABS (polycarbonate/acrylonitrile butadiene styrene).

Alternatively, the instrument panel 10 further includes a skin covering at least a portion of the instrument panel body 14. The skin is for example made of PVC (polyvinyl chloride), TPO (thermoplastic polyolefin), TPU (thermoplastic polyurethane) or any other thermoplastic material, which may provide a soft skin. Alternatively, there may be a layer of foam between the instrument panel body 14 and the skin. Alternatively, the instrument panel main body 14 may be covered with leather or a leather substitute. In that case, there may be a soft fabric layer (also referred to as "3D soft fabric") between the instrument panel body and the leather or substitute.

Referring to fig. 2 and 3, the instrument panel body 14 has an exterior surface 18 and an interior surface 20 visible to an occupant of the vehicle 12.

The instrument panel body 14 has a line 22 of least resistance. For example, the line of least resistance 22 is formed by a score formed on the inner surface 20. In this configuration, the line of least resistance 22 is not visible from the exterior of the instrument panel 10.

The line of least resistance 22 is obtained in a conventional manner, for example by removing material by grinding or by laser beam or by thickness reduction produced by the local shape of the injection mould.

In the example described herein, the line of least resistance 22 is a closed continuous line having a generally rectangular shape in plan view (fig. 1). Alternatively, the closed continuous line may have a substantially trapezoidal shape. In a variation, the line of least resistance 22 may be a continuous line of opening that is generally U-shaped in plan view with its open side facing the front of the vehicle 12. In another variation, the line of least resistance 22 may be generally I-shaped or H-shaped in plan view.

The security device 16 includes a channel 26, a panel 28, and a web 30. The safety device 16 is intended to cooperate with an airbag module, not shown. The airbag and the airbag inflator are arranged in the airbag module at an initial folded position. The airbag inflator is, for example, a gas or pyrotechnic device that is triggered upon a collision of the vehicle 12.

In the example represented, for example, in fig. 2 and 3, the channel 26 is integral to the dashboard body 14. This means that the channel 26 and the dashboard body are made in one piece.

Alternatively, the security device 16 includes an assembly portion. The assembly portion includes a channel 26. In such a configuration, the assembled portion is assembled to the instrument panel main body by, for example, vibration welding, infrared welding, or other techniques.

As shown in fig. 4, the panel 28 has a generally rectangular shape corresponding to the shape of the central opening 42 so as to cover the central opening 42 when the airbag is in a non-inflated state. Alternatively, the panel 28 has a generally trapezoidal shape.

When the channel 26 is integrated in the instrument panel body 14, the panel 28 is formed by a portion of the instrument panel body 14. When the tunnel 26 is assembled to the instrument panel main body 14, the panel 28 is formed by a portion of the instrument panel main body 14 and a portion of the assembled portion. More precisely, a part of the assembly portion constituting part of the panel 28 corresponds to a part of the assembly portion covering the through hole (central opening 42) of the channel 26.

As shown in fig. 2 and 3, the net 30 includes a first flat portion 30A and a second flat portion 30B.

By "planar portion," it should be understood that the portion of the mesh 30 is not folded upon itself. The first and second planar portions 30A, 30B of the mesh 30 do not form a loop. At least one of the first and second planar portions 30A and 30B may be slightly curved. For example and as can be seen in fig. 2 and 3, the first planar portion 30A is slightly curved.

The first planar portion 30A is disposed within the channel 26. The second planar portion 30B is disposed within the panel 28. More precisely, the first planar portion 30A and the second planar portion 30B are encapsulated (i.e., wrapped) within the respective channels 26 and panels 28, respectively. In effect, the first and second planar portions 30A, 30B are retained in the plastics material of the channel 26 and the panel 28. Preferably, the first and second planar portions 30A, 30B are completely surrounded by the plastic material, in other words, the first and second planar portions 30A, 30B are completely embedded in the plastic material and are not visible from the outside. However, even if not the most preferred embodiment, it may not be possible to completely cover the first and second flat portions 30A, 30B of plastic and/or predict the areas where the first and second flat portions 30A, 30B are not completely embedded in the plastic. For example, some areas of the first and second planar portions 30A and 30B extend over the surface of the channel and panel, respectively.

Further, the mesh 30 includes a third portion 30C. The third portion 30C extends between the first planar portion 30A and the second planar portion 30B. As can be seen in fig. 4, the third portion 30C corresponds to a folded portion of the mesh 30. The third portion 30C forms a loop of the mesh. More precisely, the third portion 30C has a substantially S-shaped cross-section. In other words, the third portion 30C is folded by forming an S-shape. By "S-shaped," it should be understood that the third portion 30C preferably comprises two layers of the mesh 30 forming a loop, and that the loop is folded relative to the first portion 30A of the mesh 30. The third portion 30C is thus folded over on itself twice. In effect, the third portion 30C forms a hinged connection 32 between the channel 26 and the panel 28. Stated differently, the panel 28 is connected to the channel 26 by a hinge connection 32. The panel 28 is thus hinged with respect to the channel 26, substantially about a transverse axis.

The webbing 30 is intended to prevent the panel 28 from injuring the occupant of the vehicle during airbag deployment. More precisely, the web 30 keeps the panel 28 attached to the instrument panel body 14. The mesh 30 also guides the movement of the panel 28 during airbag deployment. Upon deployment of the airbag, the panel 28 swings forward about an unsecured substantially transverse axis, and thus has a greater degree of freedom compared to rotation about a fixed axis. In other words, the mesh 30 allows the panel 28 to rotate over a fixed portion of the instrument panel body 14 (i.e., over the skin of the instrument panel 10).

According to an example of the invention, the panel 28 comprises at least one flap.

In the example shown in the figures, the panel 28 includes a flap and the security device 16 includes a web 30.

In another example, the panel 28 includes two flaps. In this example, the security device 16 may include one mesh 30, or the security device 16 may include two meshes 30. Where the security device 16 comprises a web 30, the web 30 is then cut at the tab cut line to open the tab. Where the security device 16 includes two webs 30, each web 30 links one of the tabs to the channel 26. One web 30 is attached to the front long side of the first flap and channel of the panel 28 and the other web 30 is attached to the rear long side of the second flap and channel 26 of the panel 28.

The channel 26 is adapted to guide the airbag during airbag deployment.

As best seen in fig. 4, the airbag module is omitted for clarity, and the channel 26 has a substantially rectangular cross-section, for example. Alternatively, the channel 26 has a generally trapezoidal cross-section. The channel 26 has an enclosing wall. The enclosure has an inner surface 36 and an outer surface 37.

The outer surface 37 is opposite the inner surface 36.

The inner surface 36 is formed by two short sides 36A, 36C and two long sides 36B, 36D (i.e., two short lengths and two long lengths). The fence also extends substantially radially at its upper end by a peripheral flange 40. The peripheral flange 40 is integrated to the instrument panel main body 14, for example, by molding. Alternatively, the peripheral flange 40 is assembled to the inner surface 20 of the instrument panel body 14, such as by vibration welding, infrared welding, or other techniques.

In the example of fig. 3, the upper end 38 of the inner surface 36 is arranged to substantially face the line of least resistance 22 and thus defines a central opening 42 for deploying the airbag.

The central opening 42 has a generally rectangular shape corresponding to the cross-sectional shape of the channel 26. Alternatively, the central opening 42 has a generally trapezoidal shape.

Fig. 5 shows a perspective view of the channel 26. As can be seen in this fig. 5, the channel 26 comprises a receiving portion 29. The receiving portion 29 corresponds to a portion of the channel 26 within which the third portion 30C of the mesh is wrapped. The receiving portion 29 includes at least a portion 27 of reduced thickness.

As shown in the example shown in fig. 5, the reduced thickness portion 27 is formed on the outer surface 37 opposite the long side 36D. It should be noted that fig. 5 shows the panel 28 with one flap. Where the panel 28 comprises two flaps, each flap comprising a hinge connection 36, the reduced thickness portion 27 may be disposed on an outer surface 37 opposite each long side 36B, 36D.

Fig. 2 and 3 show that the channels 26 have different thicknesses. More precisely, the channel 26 has at least two different thicknesses E1 and E2 between the inner surface 36 and the outer side 37.

The first thickness E1 corresponds to the thickness of the channel 26 at the location of the reduced thickness portion 27. The second thickness E2 corresponds to the thickness of the channel 26 in the absence of the reduced thickness portion 27. In other words, where there is a reduced thickness portion 27, the thickness of the channel 26 is reduced.

The first thickness E1 is less than the second thickness E2. For example, the first thickness E1 is slightly greater than 3 times the thickness of the web 30. Thus, the third portion 30C is well retained in the reduced thickness portion 27 including the first thickness E1, because the first thickness E1 is dimensioned only slightly higher than three times the thickness of the mesh 30. In another example, the second thickness E2 is about 1.5 to 4 times the first thickness E1. For example, the first thickness E1 is between 0.5mm and 1.5mm, for example equal to 0.7 mm. The second thickness E2 is for example between 1mm and 4mm, for example equal to 1.5 mm.

The reduced thickness portion 27 is barely visible from the inner surface 36. This means that the inner surface 36 is substantially smooth over its entire surface: the surface of the inner surface 36 remains substantially flat between the portion of the channel 26 having the first thickness E1 and the portion of the channel 26 having the second thickness E2. Still with respect to the example shown in fig. 5, the reduced thickness portion 27 is circular. In other words, the reduced thickness portion 27 is circular in shape when viewed from the outer surface 37. However, the reduced thickness portion 27 may have other different forms. For example, the reduced thickness portion 27 may be square, oval, or triangular. Furthermore, in the example shown in fig. 5, the channel 26 comprises eight portions 27 of reduced thickness. However, the channel 26 may include fewer or more reduced thickness portions 27. For example, the channel 26 may include five to fifteen reduced portions 27 of thickness. In addition, each reduced thickness portion 27 is separated from each other by a rib 31. With respect to the example of fig. 5, ribs 31 are provided on the outer side 37 to strengthen the channel structure.

Further, the reduced thickness portion 27 is located along a third portion 30C of the mesh 30. This means that the reduced thickness portion 27 extends in the same direction as the third portion 30C extends. For example, when the third portion 30C extends along the long side 36D, the portions 27 of reduced thickness are arranged along the long side 36D with each other. The reduced thickness portion 27 allows the mesh 30 to be more easily released from the channel 26 than a channel without the reduced thickness portion. The reduced thickness 27 thus allows the third portion 30C to be released in order to move the panel upward with respect to the support (fixed portion of the instrument panel body 14), allowing the panel to rotate and avoiding compressive stresses in the hinge area. More precisely, the third portion 30C is more easily deployed under the pressure of the airbag during deployment of the airbag due to the reduced thickness portion 27. In fact, the reduced thickness portion 27 pushes the web 30 in its entirety towards the inner surface 36 of the channel 26. This allows the third portion 30C of the mesh 30 to be deployed on the inside of the channel 26. Furthermore, it avoids that during airbag deployment the walls of the channel 26 break or the third portion 30C of the mesh 30 remains blocked in the channel 26. In other words, this results in a better kinematic behaviour of the opening of the panel, since the kinematic behaviour is more predictable. In fact, the reduced thickness portion 27 makes the unfolding of the third portion 30C easier and controls the movement of the opening of the panel 30. However, in order for the mesh 30 not to release too early and the panel not to start rising at an early stage of deployment, the third portion 30C wrapped in the reduced thickness portion 37 should still be facing a predetermined force to have good kinematic behaviour. Thus, the size of the reduced thickness portion 37 and the number thereof are adjusted according to, for example, the characteristics of the safety device 16 and/or the vehicle and its instrument panel 10.

In addition, due to the area having thickness E2, web 30, and in particular first planar portion 30A, is well retained within channel 26. Thus, this is a combination of two different thicknesses E1 and E2 between the long side 36D and the outer side 37 of the channel 26, which allows the mesh 30 to be well retained within the channel 26 and deployed.

The following describes a method for manufacturing the safety device 16.

First, a pre-folded web 30 is provided. The pre-folded mesh 30 forms at least a loop of the third portion 30C. For example, the pre-folded mesh forms only a loop of the third portion 30C, the first portion 30A and the second portion 30B extending according to a single linear direction. According to another example, the pre-folded web 30 additionally forms a corner profile between the first portion 30A and the second portion 30B to accommodate the angle between the channel 26 and the panel 28.

Then, the mesh 30 is disposed in the injection mold. This step can be accomplished using forceps. For example, the mesh 30 is centered on the injection mold by means of protruding pins of the mold corresponding to the openings of the mesh.

Then, the injection mold is closed. At least one slide is disposed on the injection mold to form the reduced thickness portion. For example, in the step of closing the mold, the slides are moved simultaneously in addition to the mold closing. For example, the slide is a part of the mold that is movable in a slide direction different from the mold closing direction. It allows the creation of weakened portions, i.e. such as the reduced thickness portion 37.

Once the mould is completely closed, the slider holds the third portion 30C in the portion intended to define the portion 37 of reduced thickness. The slide presses the third portion 30C of the web 30 against the portion of the mold intended to delimit the inner surface 36, and in particular the long side 36D of the inner surface 36. The slider holding the third portion 30C allows to hold the third portion 30C during a further injection step. In fact, the third portion 30C cannot bend and move along the outer surface 37 of the fence and/or cannot be randomly disposed within the thickness of the channel 26. This therefore enables a more predictable and controllable opening of the panel during airbag deployment.

Since the third portion 30C of the mesh 30 is intended to be wrapped over a portion of the channel 26 and the first planar portion 30A of the mesh is also intended to be wrapped in the channel 26, the slider presses two layers of the mesh corresponding to the third portion 30C of the mesh and the layer corresponding to the first planar portion 30A of the mesh against the mold portion to define the inner surface 36.

Further, a molten material is injected into the mold. At this stage, in the case of the assembly passage, the mold forms the assembly portion, and in the case of the integration passage, the mold forms the entire instrument panel body (or trim). Thus, the mesh 30 is overmolded by the molten material during injection.

After the injection step, the mold is opened and the molded part is ejected from the mold.

Alternatively, when the channel is an assembled channel, the assembled portion is then assembled to the interior trim piece, for example by welding.