阅读说明：本技术 背面弱化的乘客安全气囊门 (Back-weakened passenger airbag door ) 是由 泰易阳 卢力 肯尼士·J·科瓦斯尼克 利桑德罗·特维诺 于 2020-02-03 设计创作，主要内容包括：本公开提供了“背面弱化的乘客安全气囊门”。一种用于机动车辆的乘客舱的仪表板,包括模制塑料基板和覆盖所述基板的蒙皮。所述基板具有内表面和外表面,并且适于邻近挡风玻璃安装在所述乘客舱中。所述内表面适于接收用于展开安全气囊的安全气囊滑槽总成。所述内表面刻出门凹槽,所述门凹槽限定展开门,所述展开门至少部分地撕开以排出所述安全气囊。所述外表面刻出铰链凹槽,所述铰链凹槽沿循将所述展开门的所述外表面二等分的弦路径并且被配置为响应于所述展开门的边缘碰撞所述挡风玻璃而弯曲。减小了对所述挡风玻璃的碰撞力,同时所述门对所述安全气囊的刚度保持较高,以便由所述安全气囊撕开所述门。(The present disclosure provides a "back-weakened passenger airbag door". An instrument panel for a passenger compartment of an automotive vehicle includes a molded plastic substrate and a skin covering the substrate. The substrate has an inner surface and an outer surface and is adapted to be mounted in the passenger compartment adjacent a windshield. The inner surface is adapted to receive an airbag chute assembly for deploying an airbag. The inner surface is scored with a door groove defining a deployment door that at least partially tears open to vent the airbag. The outer surface inscribes a hinge groove that follows a chordal path bisecting the outer surface of the deployed door and is configured to bend in response to an edge of the deployed door impacting the windshield. The collision force against the windshield is reduced while the rigidity of the door against the airbag is kept high so that the door is torn by the airbag.)

1. A motor vehicle having a passenger compartment, comprising:

an instrument panel substrate mounted in the passenger compartment having an inner surface and an outer surface, wherein the inner surface is scored with a door groove defining a deployment door that at least partially tears open to vent an inflated airbag;

a tubular chute having an exterior flange attached to the instrument panel around the deployment door and extending inwardly from the flange to a lower end configured to receive an airbag module; and

a windshield adjacent the substrate within a sweep range of the deployment door;

wherein the outer surface of the substrate is scored with a first hinge groove that follows a first chordal path that bisects the outer surface of the deployed door and is configured to bend in response to an edge of the deployed door impacting the windshield.

2. The vehicle of claim 1, wherein the swept extent of the deployment door defines a first contact tip on the edge of the deployment door that impacts the windshield, and wherein the first chordal path spans the first contact tip.

3. The vehicle of claim 2, wherein the outer surface of the substrate is scored with a second hinge groove that follows a second chordal path that bisects the outer surface of the deployment door, wherein continued opening of the deployment door causes a second contact tip to impact the windshield after the first contact tip impacts the windshield, and wherein the second chordal path spans the second contact tip.

4. The vehicle of claim 2, wherein the outer surface of the base plate is scored with a plurality of hinge grooves that each follow a respective chordal path bisecting the outer surface of the deployed door and spanning the first contact tip.

5. The vehicle of claim 1, further comprising a skin covering the outer surface of the base plate and hiding the hinge recess from view.

6. The vehicle of claim 1, further comprising:

a skin covering the outer surface of the substrate and hiding the hinge recess from view; and

a foam layer disposed between the skin and the substrate.

7. The vehicle of claim 1, wherein the substrate comprises a molded thermoplastic, and wherein the first hinge groove is scored into the outer surface of the substrate.

8. An instrument panel for a passenger compartment of an automotive vehicle, comprising:

a base plate having an inner surface and an outer surface, wherein the base plate is adapted to be mounted in the passenger compartment adjacent a passenger seat and a windshield, and wherein the inner surface is adapted to receive an airbag chute assembly for deploying an airbag; and

a skin covering the outer surface;

wherein the inner surface is scored with a door groove defining a deployment door that at least partially tears open to expel the airbag; and is

Wherein the outer surface carves a first hinge groove that follows a first chordal path that bisects the outer surface of the deployment door and is configured to bend in response to an edge of the deployment door impacting the windshield.

9. The instrument panel of claim 8, wherein the deployment door has a swept extent that defines a first contact tip on the edge of the deployment door that impacts the windshield, and wherein the first chordal path spans the first contact tip.

10. The instrument panel of claim 9, wherein the outer surface of the substrate is scored with a second hinge groove that follows a second chordal path that bisects the outer surface of the deployment door, wherein continued opening of the deployment door causes a second contact tip to impact the windshield after the first contact tip impacts the windshield, and wherein the second chordal path spans the second contact tip.

11. The instrument panel of claim 9, wherein the outer surface of the base panel is scored with a plurality of hinge grooves that each follow a respective chordal path bisecting the outer surface of the deployed door and spanning the first contact tip.

12. The instrument panel of claim 8, further comprising:

a foam layer disposed between the skin and the substrate.

13. The instrument panel of claim 8, wherein said substrate comprises a molded thermoplastic, and wherein said first hinge groove is scored into said outer surface of said substrate.

Technical Field

The present invention relates generally to automotive airbag systems and, more particularly, to a concealed airbag deployment door formed in an instrument panel substrate with a bi-fold.

Background

Passenger airbag systems are typically located behind the instrument panel. During airbag deployment, the inflation of the airbag ruptures a hidden door in the instrument panel to allow the airbag to inflate into the area between the occupant and the instrument panel. A common configuration of airbag deployment systems has a deployment chute supporting an inflator module, the chute having an outer flange bonded to the underside of the instrument panel substrate. The substrate is molded to define inner and outer surfaces and a deployment door region. The deployed door region (typically rectangular) is defined by a seam of reduced thickness along a closed path formed in the interior surface. At least three sides of the door region are sufficiently weakened to tear during airbag deployment. The tear seam may be formed as part of the initial molding process, or may be later formed into the molded substrate using a scoring process (e.g., a laser or hot knife). In some cases, the outer surface of the substrate may be finished with an exterior skin (e.g., leather or an elastomeric material), and a foam layer may or may not be injected between the skin and the substrate. Corresponding tear seams may also be formed on the inner surface of the skin or foam layer.

A typical deployment chute is a one-piece molded structure that contains several side holes into which hooks extending from the airbag module are attached. The airbag module itself is also rigidly attached to a vehicle structure, such as a cross-car beam. The airbag module contains a folded sailcloth bag and a chemical propellant for inflating the airbag as required. The chute typically includes a tubular outer chute wall, one or more door baffles, a flange surrounding the door area, and one or more hinge members or areas connecting the door baffle(s) to the outer wall and the flange.

Typical passenger airbag doors are designed to transfer the airbag pressure load generated by the inflating airbag to the tear seam to release the door as quickly as possible during deployment. Clean and quick separation of the tear seam helps to avoid material fragmentation during airbag deployment. A stiffer door may transfer airbag loads to the tear seam more quickly and create less risk of fragmentation than a more flexible door. Accordingly, one of the challenges in passenger airbag door design is to develop a chute and door system wherein the door has sufficient rigidity to efficiently transfer airbag deployment forces to the tear seam while maintaining low production costs and low weight.

To provide optimal protection for the occupant, the passenger-side airbag door is placed in or near the top surface of the instrument panel, which results in the door being close to the front windshield of the vehicle. Thus, during deployment of the airbag, the impact of the door on the windshield as the door swings open becomes a potential trap, as the windshield may be damaged. The styling trends of vehicles and the desire for improved aerodynamics often result in increased inclination (i.e., rear elevation) of the windshield and shorter front-to-rear depth of the instrument panel. In addition, passenger airbags are becoming larger and more powerful, which increases the minimum door size required to accommodate airbag deployment. As a result, the potential swing region of the airbag door becomes more likely to intersect the windshield and has a greater force. The use of a rigid door to open the tear seam may result in an increased likelihood of damage to the windshield. It is desirable to reduce the impact force applied when the door contacts the windshield while maintaining sufficient rigidity in the door to properly separate the tear seam.

Us patent 7,594,674 discloses a deployment door having one or more reduced thickness portions (channels) extending laterally in the inner surface of the door. The reduced thickness portion acts as a bend initiator to weaken the door and collapse the door upon contact with the windshield. However, the arrangement of the channel results in an undesirable loss of rigidity during opening of the door, particularly when the channel is formed with sufficient dimensions to provide sufficient bending when contacting the windshield. Thus, the deployment door of U.S. patent 7,594,674 cannot simultaneously maintain good rigidity in the door to properly separate the tear seam while significantly reducing the impact force applied to the windshield.

Disclosure of Invention

In one aspect of the invention, an instrument panel for a passenger compartment of an automotive vehicle includes a substrate and a skin covering the substrate. The base plate has an inner surface and an outer surface and is adapted to be mounted in the passenger compartment adjacent a passenger seat and a windshield. The inner surface is adapted to receive an airbag chute assembly for deploying an airbag. The inner surface is scored with a door groove defining a deployment door that at least partially tears open to vent the airbag. The outer surface inscribes a first hinge groove that follows a first chordal path bisecting the outer surface of the deployment door and is configured to bend in response to an edge of the deployment door impacting the windshield.

Drawings

FIG. 1 is a perspective view of an automotive instrument panel system showing a passenger airbag deployment area.

Fig. 2 is a cross-sectional view taken along line 2-2 of fig. 1, which illustrates one type of conventional passenger airbag system.

FIG. 3 is an exploded perspective view of the airbag chute and the inner surface of the instrument panel substrate.

FIG. 4 is a diagram showing airbag inflation and resulting door pivot movement after tearing of the door seam.

Fig. 5 is a perspective view showing the unfolded door opened in contact with the windshield.

FIG. 6 is a cross-sectional view of a prior art deployment door having an internal channel that provides a bend initiator when contacting a windshield.

FIG. 7 is a cross-sectional view of an instrument panel assembly having a hinge recess in an exterior surface of a base plate according to one embodiment of the present invention.

FIG. 8 is a cross-sectional view of a preferred embodiment of an inscribed substrate covered by a skin and foam layer.

Fig. 9A and 9B are cross-sectional views of a prior art deployment door having hinge grooves scored into the interior surface, where fig. 9A shows the original, molded state, and fig. 9B shows the flexed state during airbag deployment.

Fig. 10A and 10B are cross-sectional views of a deployment door of the present invention having hinge grooves scored into the outer surface, wherein fig. 10A shows the original molded state and fig. 10B shows the bent state during airbag deployment.

FIG. 11 is a top view of the instrument panel showing various possible locations for the chordal path of the exterior hinge groove.

Fig. 12 is a cross-section of the instrument panel along line 12-12 of fig. 11.

FIG. 13 is a cross-sectional view of an airbag deployed through a substrate and chute assembly with a deployment door in contact with a windshield.

FIG. 14 is a top view of the instrument panel showing the location of another chordal path for the exterior hinge groove.

FIG. 15 is a top view of the instrument panel showing a pair of continuous chordal paths for the exterior hinge groove.

FIG. 16 is a top view of the instrument panel showing the location of the multiple chordal paths of the outer hinge groove.

FIG. 17 is a cross-section of an instrument panel assembly of the present invention having a plurality of exterior hinge grooves and illustrating the inflation force of an inflated airbag used to tear open a door.

Detailed Description

Referring now to fig. 1-3, an instrument panel 10 includes a passenger airbag system having a hidden seam 11 defining a deployment door area 12. The instrument panel substrate 15 provides the instrument panel with a desired shape and rigidity. Which is covered by a cover layer 16, which cover layer 16 may comprise a conventional elastomeric skin and a layer of foam between the skin and the substrate 15. Chute 17 includes a tubular passage 18 and a deployment door stop 20 at its upper end. The deployment door 20 is coupled to the channel 18 along one side by a hinge 21. For example, the gap 22 may define an outer edge on three sides of the door shield 20. Instead of a gap, the pre-weakened seam may define a door opening that opens only after being broken during deployment. Chute 17 includes a flange (collar) 23 that surrounds door 20. Flange 23 and door shield 20 may have a plurality of welding ribs for welding runner 17 to instrument panel substrate 15.

As shown in fig. 2, the instrument panel substrate 15 and the cover 16 may include a hidden seam 25 for tearing during opening of the deployment door 20. Seam 25 defines a door aperture, which may be formed by mechanical or laser scoring prior to attachment of chute 17. An airbag module 27 is mounted to the plurality of holes 26 in the chute channel 18. The airbag module 27 includes a rigid case containing a propellant source 30 and a folded airbag (not shown) that, upon inflation by gas from the propellant source 30, is directed to the door 20 along a deployment path defined by the passage 18. The airbag module 27 includes a plurality of hooks 31 that are received in a corresponding plurality of windows 26. Fasteners 32 couple the airbag module 27 to the cross-car beam via brackets (not shown).

As shown in fig. 3, the hidden seam 25 is scored as a door groove that defines a base panel portion of the deployed door and generally follows a generally rectangular closed path. The seam 25 has a groove depth selected to provide the desired stability during normal use and to provide the desired tear/unfold performance, as is known in the art. To achieve the desired strength and appearance, the instrument panel substrate 15 and chute assembly 17 may preferably be formed of a moldable thermoplastic material, such as Acrylonitrile Butadiene Styrene (ABS), polyolefin (TPO), thermoplastic elastomer (TPE), and Thermoplastic Elastomer Olefin (TEO).

Figure 4 depicts the action of the inflating airbag 33 impacting the airbag deployment door 34 (including the base plate and corresponding portion of the door stop of the chute assembly) between the hinge 35 and the tear seam 36. After the force of the impact of the airbag 33 successfully separates the tear seam 36, the door 34 pivots about the hinge 35 to an open position 37, allowing the airbag 33 to escape to provide occupant restraint.

Depending on the configuration of the instrument panel and the deployment door, and the proximity to the windshield, the swept range of the deployment door will typically overlap the windshield such that a door-to-windshield collision occurs during airbag deployment. For example, fig. 5 shows a portion of the front passenger side of a vehicle in which the hidden door 37 has been opened and pivoted through its sweep range toward the windshield 38. Due to the curvature of the windshield 38, the outer corner of the door 37 may hit the windshield 38 at the closest point 39 where the sweep range is most likely to overlap the windshield.

Fig. 6 shows a deployment door 40 having an outer base panel portion 41 and an inner door stop 42. The baffle plate 42 is connected to the main chute channel 44 via a hinge 43. The door 40 is shown by solid lines in a partially open position in which the tear seam 45 of the base plate 41 has been opened by inflation of an airbag (not shown). The base plate portion 41 of the door 40 has a channel or score line 48 cut into the inner surface to act as a bend initiator. The dashed lines show the door 40 in a fully open position 47, in which the windshield 45 has been impacted by the door 40. As a result of the impact, bending of the door 40 has occurred along the score line 48. However, the placement of score line 48 on the interior surface of substrate 41 results in reduced performance with respect to tearing open door 40 for several reasons. The score line 48 is on the side of the base plate 41 that receives the inflated airbag and thus deforms significantly in response to the force of the airbag, which delays the tearing of the door and may lead to asymmetry in the tear.

The present invention instead utilizes hinge grooves on the exterior door surface, as shown in fig. 7. The instrument panel system 50 includes a base plate 51 and a chute assembly 52. The chute assembly 52 includes a hinge 53, a door shield 54, and an attachment flange 55. The chute assembly 52 is mounted to an inner surface of the base plate 51. A skin or upholstery cover 56 is attached to the outer surface of the base plate 51. Base panel 51 has tear seams 57 and 58 that are scored into the interior surface (via molding or scoring). The seam opening may extend to the inner surface of skin ply 56, as indicated by seam 58.

The outer surface of the base plate 51 is scored with a hinge groove 60, the hinge groove 60 bisecting the outer surface of the deployment door and configured to bend in response to an impact against the windshield. Since the hinge groove 50 is located on the outer surface remote from the inflated airbag, the deployment door is less deformed in response to the tearing force applied by the inflated airbag, as compared with the related art. The material of layer 56 may or may not be implanted into recess 60 depending on the type of material used as capping layer 56.

Figure 8 shows a preferred type of cover layer in which a skin layer, such as leather or a simulated fabric or faux leather material, provides a class a surface presented to a vehicle occupant and is supported by a foam layer 62 injected between the skin 61 and the substrate 51.

Fig. 9A shows a prior art deployment door base plate 63 having a hinge seam 64 inscribed on an interior surface. As shown in fig. 9B, when the prior art door base plate 63 bends in response to a load on the windshield, the degree of bending is limited by the size and shape of the seam 64 (because the gap within the seam 64 is closed). In other words, a relatively large seam width and/or seam depth is necessary in order to obtain a significant degree of curvature. However, the increase in seam size may significantly reduce the stiffness of the door and have a negative impact on the deployment of the door. In contrast, fig. 10A shows a substrate deployment door 65 having a hinge recess 66 cut into an outer surface according to the present invention. During bending under the influence of the windshield, as shown in FIG. 6, the groove 66 expands rather than contracts. Thus, greater bending can be achieved without significantly increasing the size of the seam. Thus, the initial tearing of the door seam is not compromised.

The geometry of the shape, size and arrangement of the hinges can be adjusted to achieve optimum performance. The hinge grooves can be fine tuned to ensure that the deployment of the airbag is not compromised while being able to bend upon impact with the windshield. For example, hinge stiffness may be controlled by depth scoring into the class a (i.e., outer) surface of the door, while the door stiffness of the entire Passenger Airbag (PAB) is affected by the geometric arrangement of the hinges. CAE may be used to determine the advantageous location for placement of one or more hinge grooves.

Figure 11 shows several hinge arrangements for comparative analysis. The dash substrate 67 has a deployment door defined by a door groove 68 scored into its inner (class B) surface. The door recess 68 provides a closed door perimeter that may be generally rectangular and defines a corresponding door shape on the outer (class a) surface shown in fig. 11. The pivot edge 69 corresponds to the pivoting side of the door (i.e., the main hinge for door opening, as opposed to the edge of the door that may impact the windshield). The cross-section of fig. 12 shows the door recess 68 to the inner score in the base plate 67 and the outer score of the hinge recess 72.

In fig. 11, each possible hinge groove engraved into the outer surface for bending the door panel upon impact with the windshield is arranged along a chordal path extending between two points on the periphery of the door, thereby bisecting the door. The three possible locations for the chordal path (i.e., hinge lines) that are parallel to edge 69 are shown as rear hinge line 70, middle hinge line 71, and front hinge line 72. In one particular PAB system design for CAE analysis, scoring depths up to 60% of the base thickness at each of the chordal path positions were investigated. In this particular example, the best results are obtained for the rear hinge line 70, such that the impact force on the windshield is reduced by about 50% and the stress level to the windshield is reduced by about 33%. The tear of the deployment door (e.g., the length of time required to open and the uniformity of the tear) is substantially unaffected.

Fig. 13 shows the bending of the hinge groove 60 when the deployment door collides with the windshield 74 in response to the inflation of the airbag 73. Tear seam 57 may or may not be completely separated. When doing so, the hinge 53 of the chute assembly 52 holds the deployed door portion of the base plate 51 in a manner that constrains the sweep range of the door and keeps all of the tear pieces bound together. As shown, the optimal location for the hinge recess may be a location where it remains spaced from the windshield 74 during a collision.

Depending on the size and layout of the deployment door in the base plate and the relative position of the windshield, the extent of the sweep of the deployment door determines which point along the edge of the door hits the windshield first. As shown in fig. 14, the door profile 68 defines a first contact tip 75 along the door edge. For optimum performance, the bending of the door upon impact with the windshield is along a chordal path across the contact tip. Thus, a hinge groove is scored along chordal path 76 between points 77 and 78 across tip 75.

After the deployment door begins to bend due to the impact of the first contact tip, further pivoting of the door may cause another portion of the door edge to subsequently impact the windshield. A second hinge recess may be introduced in response to a second contact as shown in fig. 15. Thus, the door profile 68 defines a first contact tip 75 and a second contact tip 83. A hinge groove is scored (e.g., in-molded) along chordal path 80 between points 81 and 82 across tip 75 and another hinge groove is scored along chordal path 84 between points 81 and 85 across tip 83.

Hinge grooves responsive to specific contact tips may be combined with main hinge grooves parallel to the main door hinge. As shown in fig. 16, chordal paths 86, 87 and 88 may be used to tailor the response of the door during impact with the windshield to optimally reduce and distribute the stresses experienced by the windshield.

Fig. 17 shows a deployment door 90 having hinge grooves 91 and 92 engraved on its outer surface. Skin 93 covers the outer surface and hides hinge grooves 91 and 92 from view. When force 94 is generated by the inflated airbag, door 90 tears along tear seams 95 and 96. Since the hinge grooves 91 and 92 are on the side of the door 90 opposite to the side receiving the force, and since the positions for the hinge grooves 91 and 92 can be adjusted in a manner that takes into account the opening force, the desired bending performance during a windshield impact can be obtained without adversely affecting the responsiveness of the tearing force 94.