SEATBELT AIRBAG

An embodiment seatbelt airbag includes a diaphragm configured to divide an internal space of an airbag cushion in a deployed state into a first chamber and a second chamber, the airbag cushion being configured to be deployed from a seatbelt, a first support part disposed at a lower side of the first chamber, wherein the first support part has a first shape that widens toward a front side of a passenger and is configured to be supported on thighs of the passenger, a second support part disposed at an upper side of the second chamber, wherein the second support part has a second shape that widens toward the passenger and is configured to support a head of the passenger, and a deployment adjustment device configured to adjust an operation of deploying the first chamber and the second chamber in accordance with a seat arrangement.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of Korean Patent Application No. 10-2023-0110737, filed on Aug. 23, 2023, which application is hereby incorporated herein by reference.

TECHNICAL FIELD

The present disclosure relates to a seatbelt airbag.

BACKGROUND

An airbag operates to absorb an impact applied to a passenger's body and restrain a motion of the passenger's body by filling an airbag cushion with high-pressure gas generated by an inflator in the event of a vehicle collision.

An airbag module includes the inflator configured to generate gas, the airbag cushion configured to restrain and protect the passenger by being filled with gas, and a housing or mounting plate configured to accommodate and fix the inflator and the airbag cushion.

The airbag module is installed on a part, such as an armature of a steering wheel or cowl cross bar, to which the airbag module may be sufficiently securely fixed.

However, because an installation space for the airbag and a deployment route for the cushion need to be ensured, there is a problem in that a degree of freedom related to an interior design deteriorates.

In addition, it is difficult to not only cope with changes in interior structures, seated postures, and seat positions, but also ensure excellent protection performance in various situations because protection regions greatly vary depending on a driver's gender, age, and body condition.

The foregoing explained as the background is intended merely to aid in the understanding of the background of embodiments of the present disclosure and is not intended to mean that embodiments of the present disclosure fall within the purview of the related art that is already known to those skilled in the art.

SUMMARY

The present disclosure relates to a seatbelt airbag. Particular embodiments relate to a seatbelt airbag that ensures a protection region for a passenger by adjusting a deployment shape of an airbag cushion deployed from a seatbelt in accordance with a seat arrangement.

Embodiments of the present disclosure can solve problems in the art and provide a seatbelt airbag that ensures a protection region for a passenger by adjusting a deployment shape of an airbag cushion deployed from a seatbelt in accordance with a seat arrangement.

An embodiment of the present disclosure provides a seatbelt airbag including a diaphragm configured to divide an internal space of an airbag cushion, which is configured to be deployed from a seatbelt, into a first chamber and a second chamber, a first support part provided at a lower side of the first chamber, formed in a shape widened toward a front side of a passenger, and supported on the passenger's thighs, a second support part provided at an upper side of the second chamber, formed in a shape widened toward the passenger, and configured to support the passenger's head, and a deployment adjustment device configured to adjust an operation of deploying the first and second chambers in accordance with a seat arrangement.

The first support part may be formed such that a bottom surface of the first chamber is widened leftward and rightward toward the front side of the passenger in a passenger direction.

The second support part may be formed such that an upper surface of the second chamber is widened leftward and rightward toward the passenger from a location in front of the passenger.

The diaphragm may divide the internal space in an oblique shape between a front end of the first support part and a rear end of the second support part.

Two opposite sides of the diaphragm may be fixed to edges at which rear lateral regions extending upward from two opposite sides of the first support part meet front lateral regions extending downward from two opposite sides of the second support part.

A portion between the diaphragm and the front end of the first support part and a portion between the diaphragm and the rear end of the second support part may be configured such that a flow rate of gas passing therethrough is less than a predetermined flow rate.

The deployment adjustment device may include first and second inflators configured to independently supply gas into the first and second chambers and a controller configured to perform control to selectively operate the first and second inflators in accordance with a seat position.

A diffuser, which communicates with the first chamber, may be provided in a gas inlet port of the airbag cushion, such that the gas of the first inflator is introduced into the first chamber through the diffuser, and a gas hose, which communicates with the second chamber, may be provided in the gas inlet port of the airbag cushion, such that the gas of the second inflator is introduced into the second chamber through the gas hose.

A discharge port, which communicates with the first chamber, may be provided in the diffuser, and the gas hose may penetrate the diffuser and be connected to communicate with the second chamber.

In response to a signal from a seat position sensor, the controller may perform control to operate the first inflator when a leg protection condition for a passenger is satisfied, and the controller may perform control to operate the second inflator when a head protection condition for the passenger is satisfied.

The deployment adjustment device may include an active vent formed in a hole shape in the diaphragm, a tether having one end connected to the active vent, the tether being configured to close the active vent when tension is applied as the tether is pulled in a direction in which the airbag cushion is deployed when the airbag cushion is deployed, an active actuator connected to the other end of the tether and configured to apply tension to the tether and eliminate the tension by operating to be disconnected from the tether, and a controller configured to perform control to selectively operate the active actuator in accordance with a seat position.

The tether may be wound around a rim of the active vent, and the tension applied to the tether may allow the tether to tighten the rim of the active vent to close the active vent.

A diffuser may be fixed to an inner surface of a gas inlet port of the airbag cushion, a heat shield may be fixed to an inner surface of the diffuser, a slit may be formed in the diffuser overlapping the heat shield, and the tether may be connected by passing through a portion between the heat shield and the diffuser and passing through the slit.

A distance between an end of the heat shield and the slit may be equal to or longer than a predetermined length.

An inflator, the heat shield, and the diffuser may be bound by a fastener, and the slit may be formed between a fixing point, at which the gas inlet port and the diffuser are fixed, and a binding point of the fastener.

In response to a signal of a seat position sensor, the controller may perform control not to operate the active actuator when a leg protection condition for a passenger is satisfied, and the controller may perform control to operate the active actuator when a head protection condition for the passenger is satisfied.

The deployment adjustment device may include an active vent formed in a hole shape in the diaphragm, a tether having one end connected to the active vent, the tether being configured to be pulled in a direction in which the airbag cushion is deployed when the airbag cushion is deployed, and a tether fixing part to which the other end of the tether is fixed at ordinary times, the tether fixing part being configured not to be changed in position when a seat arrangement is changed. A marginal length of the tether extending from the tether fixing part to the active vent may be a length by which the tether is pulled to close the active vent at the time of switching to a seat arrangement that satisfies a leg protection condition for passenger, and the marginal length of the tether may be a length by which an open state of the active vent is maintained even though the tether is pulled at the time of switching to a seat arrangement that satisfies a head protection condition for passenger.

According to the above-mentioned technical solutions of embodiments of the present disclosure, the airbag cushion is deployed while varying whether to deploy the first chamber and the second chamber and the deployment timing of the first chamber and the second chamber, which are divided based on the forward/rearward direction of the airbag cushion, depending on the seat arrangement. Therefore, the airbag cushion may be deployed in a shape optimized for a collision situation, and the passenger protection region may be stably ensured.

Moreover, the first chamber is deployed in a shape widened toward the front side of the passenger, such that the airbag cushion is supported on the passenger's thighs, and the passenger's upper body is stably restrained. In addition, the second chamber is deployed in a shape widened toward the passenger, such that the range in which the passenger's head is supported is increased, and the passenger is safely protected.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

Hereinafter, embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings. The same or similar constituent elements are assigned with the same reference numerals regardless of figure numbers, and the repetitive description thereof will be omitted.

The suffixes ‘module’, ‘unit’, ‘part’, and ‘portion’ used to describe constituent elements in the following description are used together or interchangeably in order to facilitate the description, but the suffixes themselves do not have distinguishable meanings or functions.

In the description of the embodiments disclosed in the present specification, the specific descriptions of publicly known related technologies will be omitted when it is determined that the specific descriptions may obscure the subject matter of the embodiments disclosed in the present specification. In addition, it should be interpreted that the accompanying drawings are provided only to allow those skilled in the art to easily understand the embodiments disclosed in the present specification, and the technical spirit disclosed in the present specification is not limited by the accompanying drawings, and includes all alterations, equivalents, and alternatives that are included in the spirit and the technical scope of the present disclosure.

The terms including ordinal numbers such as “first,” “second,” and the like may be used to describe various constituent elements, but the constituent elements are not limited by the terms. These terms are used only to distinguish one constituent element from another constituent element.

When one constituent element is described as being “coupled” or “connected” to another constituent element, it should be understood that one constituent element can be coupled or connected directly to another constituent element, and an intervening constituent element can also be present between the constituent elements. When one constituent element is described as being “coupled directly to” or “connected directly to” another constituent element, it should be understood that no intervening constituent element is present between the constituent elements.

Singular expressions include plural expressions unless clearly described as having different meanings in the context.

In the present specification, it should be understood the terms “comprises,” “comprising,” “includes,” “including,” “containing,” “has,” “having” or other variations thereof are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, components, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

A controller may include a communication device configured to communicate with another controller or a sensor to control a corresponding function, a memory configured to store an operating system, a logic command, and input/output information, and one or more processors configured to perform a determination, computation, decision, or the like required to control the corresponding function.

A seatbelt airbag of embodiments of the present disclosure includes a diaphragm200configured to divide an internal space of an airbag cushion100, which is configured to be deployed from a seatbelt10, into a first chamber100aand a second chamber100b,a first support part110formed in a shape widened from a lower side of the first chamber100atoward a front side of a passenger and configured to be supported on the passenger's thighs, a second support part120formed in a shape widened from an upper side of the second chamber100btoward the passenger and configured to support the passenger's head, and a deployment adjustment device configured to adjust an operation of deploying the first chamber100aand the second chamber100bin accordance with a seat arrangement.

With reference toFIGS.1to3, in a seat arrangement in an opposite-seating state in which passengers face one another, there is no structure on which airbags are installed in front of the passengers. Therefore, it is necessary to protect the passengers by deploying the airbag cushion100at a location in front of the passenger.

In addition, in a seat arrangement in which a partition wall is positioned in front of a passenger, it is necessary to deploy the airbag cushion100having a sufficient volume between the passenger and the partition wall to protect the passenger and prevent the passenger from strongly colliding with the partition wall.

Therefore, in embodiments of the present disclosure, the airbag cushion100is configured to be deployed from a wrap webbing11of the seatbelt10that surrounds the passenger's waist. The airbag cushion100is deployed in front of the passenger and protects the passenger.

The internal space of the airbag cushion100is divided into front and rear spaces by the diaphragm200. Therefore, the first chamber100ais formed at the rear side of the airbag cushion100, and the second chamber100bis formed at the front side of the airbag cushion100.

In particular, the airbag cushion100is deployed in a shape in which the lower side of the first chamber100ais widened toward the front side of the passenger, and the portion of the airbag cushion100, which is deployed widely, is supported on the passenger's thighs.

Therefore, the airbag cushion100is prevented from exiting between the legs of the passenger, thereby safely protecting the passenger in the seat arrangement in the opposite-seating state.

Further, the upper side of the second chamber100bis deployed in a shape widened toward the passenger, and the portion of the airbag cushion100, which is deployed widely, supports the passenger's head, thereby protecting the passenger.

Because the main protection regions for the passenger vary depending on the seat arrangements as described above, it is necessary to provide the passenger with protection performance appropriate for a collision situation.

Therefore, the first chamber100ais deployed prior to the deployment of the second chamber100bin a seat arrangement that satisfies a leg protection condition for the passenger, and the second chamber100bis deployed prior to the deployment of the first chamber100ain a seat arrangement that satisfies a head protection condition for the passenger, such that the airbag cushion100may be appropriately deployed in a collision situation, thereby safely protecting the passenger.

In the present disclosure, the first support part110may be formed such that a bottom surface of the first chamber100ais formed to be widened leftward and rightward toward the front side of the passenger in the passenger direction.

With reference toFIGS.1and3, the first support part110provided on the bottom surface of the first chamber100ais supported on the passenger's thighs.

Specifically, in the event of a collision, the passenger's body is primarily restrained by the seatbelt10.

That is, the passenger's upper body rotates forward about the pelvis close to the center of gravity of the passenger's body, such that the rotational motion of the passenger's upper body is restrained by the airbag cushion100.

In this case, in order to restrain the passenger's upper body, the airbag cushion100needs to provide a sufficient supporting force but should not sway leftward and rightward nor lose a restrictive force.

In particular, because the passenger's knees may open in the event of a collision, the bottom surface of the airbag cushion100may be formed in a shape widened as the distance from the pelvis increases forward.

Therefore, according to embodiments of the present disclosure, the bottom surface of the first chamber100ais deployed widely toward the knee, such that the airbag cushion100is prevented from exiting between the knees or swaying leftward and rightward. Further, the airbag cushion100provides a restrictive force at the portion distant from the rotation center, thereby providing a stronger supporting force.

Further, the second support part120is formed such that an upper surface of the second chamber100bis widened leftward and rightward toward the passenger from the location in front of the passenger, thereby supporting the passenger's head.

Specifically, in case that a collision occurs in a state in which a structure is positioned in front of the passenger, there is a great risk that the passenger's upper body rotates, and the passenger's head collides with the structure. Therefore, the airbag cushion100needs to be deployed in a space between the structure and the passenger's head in order to prevent the collision between the structure and the passenger's head.

Therefore, the front and rear lengths of the airbag cushion100are maintained, and the rear surface of the airbag cushion100, which is configured to come into contact with the passenger's head, is formed to be widened leftward and rightward. Therefore, the airbag cushion100may stably restrain the passenger's head even though the passenger's upper body partially sways leftward and rightward.

Further, the airbag cushion100is formed to be narrowed leftward and rightward toward the front side of the passenger in the passenger direction, such that the sufficient protection region is provided, and the overall volume of the airbag cushion100is reduced.

Therefore, the size of the airbag cushion100is reduced, such that the deterioration in wearing comfort of the seatbelt10may be prevented, and a capacity of an inflator300may be reduced in the state in which the airbag cushion100is accommodated in the seatbelt10.

Meanwhile, in embodiments of the present disclosure, the diaphragm200may divide the internal space in an oblique shape between the front end of the first support part110and the rear end of the second support part120.

That is, as illustrated inFIG.2, an upper end of the diaphragm200adjusts a rear end edge of the second support part120that supports the passenger's head, and a lower end of the diaphragm200adjoins a front end edge of the first support part110that is supported on the passenger's knees.

Therefore, the diaphragm200may extend to be inclined from a front lower end toward a rear upper end in the airbag cushion100and divide the internal space of the airbag cushion100.

Further, two opposite sides of the diaphragm200may be fixed to edges at which rear lateral regions b2extending upward from two opposite sides of the first support part110meet front lateral regions a2extending downward from two opposite sides of the second support part120.

Specifically, with reference toFIGS.2,4, and5, a front region a1of the airbag cushion100directed toward the front side of the passenger is formed in a surface shape of a right-angled triangle, the front lateral regions a2are respectively connected to left and right hypotenuses of the front region a1, and folding lines FL are formed on the portions where the front region a1and the front lateral regions a2are connected, such that the front lateral regions a2are folded about the folding lines FL with respect to the front region a1.

In addition, a base of a bottom region a3is connected to a base of the front region a1, and the folding line FL is formed on the portion where the front region a1and the bottom region a3are connected, such that the bottom region a3is folded about the folding line FL with respect to the front region a1.

Further, a rear region bi of the airbag cushion100directed toward the passenger is formed in a surface shape of an inverted right-angled triangle, the rear lateral regions b2are respectively connected to left and right hypotenuses of the rear region b1, and the folding lines FL are formed on the portions where the rear region bi and the rear lateral region b2are connected, such that the rear lateral regions b2are folded about the folding lines FL with respect to the rear region b1.

In addition, a base of an upper surface region b3is connected to a base of the rear region b1, and the folding line FL is formed on the portion where the rear region bi and the upper surface region b3are connected, such that the upper surface region b3is folded about the folding line FL with respect to the rear region b1.

Further, the other hypotenuse of the front lateral region a2and the other hypotenuse of the rear lateral region b2are connected by sewing, the bases of the two opposite front lateral regions a2and two opposite hypotenuses of the upper surface region b3are connected by sewing, and the bases of the two opposite rear lateral regions b2and the two opposite hypotenuses of the bottom region a3are connected by sewing, such that the shape of the airbag cushion100is implemented.

In particular, the left and right sides of the diaphragm200are respectively sewed along the portion where the other hypotenuse of the front lateral region a2and the other hypotenuse of the rear lateral region b2are sewed, such that the diaphragm200divides the internal space of the airbag cushion100in an oblique line.

Because the diaphragm200is sewed when the rear lateral region b2and the front lateral region a2are sewed, a sewing process of fixing only the diaphragm200is not required.

Further, a portion between the diaphragm200and the front end of the first support part110and a portion between the diaphragm200and the rear end of the second support part120are configured such that a flow rate of gas passing therethrough is less than a predetermined flow rate.

That is, the diaphragm200is fixed to two opposite sides of the inner surface of the airbag cushion100by sewing the two opposite surfaces of the diaphragm200. However, because the upper and lower ends of the diaphragm200are not sewed to the airbag cushion100, a gap may be formed between the diaphragm200and the inner surface of the airbag cushion100.

Therefore, gas may flow through the gaps at the upper and lower ends of the diaphragm200.

However, the gaps, which are formed at the upper and lower ends of the diaphragm200, are formed to be narrowed, such that the flow rate of the gas may be restrictive. In some instances, the upper and lower ends of the diaphragm200may be sewed to the inner surface of the airbag cushion in order to ensure sealability.

Meanwhile, as a first embodiment of the deployment adjustment device, the inflator may be used to adjust the operation of deploying the first chamber100aand the second chamber100b.

With reference toFIGS.6to8, the deployment adjustment device of an embodiment of the present disclosure includes first and second inflators300aand300bconfigured to independently supply gas to the first and second chambers100aand100band a controller C configured to perform control to selectively operate the first inflator300aand the second inflator300bin accordance with the seat position.

For example, the first inflator300aand the second inflator300bmay provide gas to the first chamber100aand the second chamber100bthrough different routes.

Therefore, the first and second inflators300aand300bare simultaneously operated or only one of the first and second inflators300aand300bis selected and operated depending on the seat arrangement, such that the order of deploying the first chamber100aand the second chamber100bmay be adjusted.

Further, a diffuser140, which communicates with the first chamber100a,is provided in a gas inlet port130of the airbag cushion100, such that the gas of the first inflator300amay be introduced into the first chamber100athrough the diffuser140. A gas hose150, which communicates with the second chamber100b,is provided in the gas inlet port130of the airbag cushion100, such that the gas of the second inflator300bmay be introduced into the second chamber100bthrough the gas hose150.

Further, a discharge port141, which communicates with the first chamber100a,is provided in the diffuser140, and the gas hose150may penetrate the diffuser140and be connected to communicate with the second chamber100b.

For example, the first inflator300aand the second inflator300bmay be connected to the diffuser140.

Further, the discharge port141provided in the diffuser140is directed toward the airbag cushion100, and the discharge port141is provided to communicate with the first chamber100a.

Therefore, the gas generated by the first inflator300ais moved to the diffuser140and supplied into the first chamber100athrough the discharge port141provided in the diffuser140.

One end of the gas hose150is connected to the second inflator300b,and the other end of the gas hose150penetrates the diffuser140and is connected to communicate with the first chamber100a.

To this end, the other end of the gas hose150may be connected to enter the second chamber100bthrough a gap formed at the lower end of the partition wall or connected to enter the second chamber100bby penetrating the partition wall.

Therefore, the gas generated by the second inflator300bis moved along the gas hose150and supplied into the second chamber100b.

Further, in response to a signal from a seat position sensor400, the controller C may perform control to operate the first inflator300awhen the leg protection condition for the passenger is satisfied, and the controller C may perform control to operate the second inflator300bwhen the head protection condition for the passenger is satisfied.

That is, the seat position sensor400may detect a rotation angle of the seat with respect to a ‘Z’-axis, such that the seat arrangement in the opposite-seating state in which the passengers face each other and the seat arrangement in which the passenger faces the partition wall may be determined on the basis of a signal detected by the seat position sensor400.

First, in the seat arrangement in the opposite-seating state in which the passengers face each other, only the first inflator300aoperates, as illustrated inFIG.7, such that the first chamber100ais deployed first, and then the gas, which fills the first chamber100a,is moved to the second chamber100b,such that the second chamber100bis deployed.

Therefore, the first chamber100ais inflated and deployed prior to the second chamber100b,and particularly, the lower end of the first chamber100ais deployed in a shape widened toward the front side of the passenger, such that the first support part110of the first chamber100ais supported on the passenger's thighs and stably restrains the passenger's upper body.

Further, in the seat arrangement in which the passenger faces the structure of the vehicle such as the partition wall, only the second inflator300boperates, as illustrated inFIG.8, such that the second chamber100bis deployed first, and then the gas, which fills the second chamber100b,is moved to the first chamber100a,such that the first chamber100ais deployed.

Therefore, the second chamber100bis inflated and deployed prior to the first chamber100a,and particularly, the upper end of the second chamber100bis deployed in a shape widened toward the passenger's head, such that the passenger's head is supported on the second support part120of the second chamber100b,and the passenger's head is safely protected.

Meanwhile, as a second embodiment of the deployment adjustment device, a tether230and an active vent210may be used to adjust the operation of deploying the first chamber100aand the second chamber100b.

With reference toFIGS.9to11, the deployment adjustment device includes the active vent210formed in a hole shape in the diaphragm200, the tether230having one end connected to the active vent210, the tether230being configured to close the active vent210when tension is applied to the tether230as the tether230is pulled in a direction in which the airbag cushion100is deployed when the airbag cushion100is deployed, an active actuator240connected to the other end of the tether230and configured to apply tension to the tether230and eliminate the tension by operating to be disconnected from the tether230, and the controller C configured to perform control to selectively operate the active actuator240in accordance with the seat position.

For example, a single inflator300may be connected to the diffuser140.

Further, the discharge port141provided in the diffuser140is directed toward the airbag cushion100, and the discharge port141is provided to communicate with the first chamber100a.

Therefore, the gas generated by the inflator300is moved to the diffuser140and supplied into the first chamber100athrough the discharge port141provided in the diffuser140.

In particular, the active vent210may be formed in the diaphragm200, and a typical vent220may be additionally formed in a portion of the diaphragm200positioned above the active vent210.

Further, one end of the tether230may be connected to the active vent210, and the other end of the tether230may be caught, in a ring shape or the like, by the active actuator240. In this case, the tether230may pass through the discharge port141of the diffuser140and be connected to the active vent210and the active actuator240.

Further, the active actuator240may operate to maintain the state in which the other end of the tether230is caught, or the active actuator240may operate to release the tether230.

That is, the gas may be supplied into the first chamber100ain a state in which the active vent210is closed as tension is applied to the tether230depending on whether the active actuator240operates. Alternatively, the gas may be supplied into the first chamber100ain a state in which the active vent210is opened as no tension is applied to the tether230.

Therefore, the active actuator240may selectively operate in accordance with the seat arrangement to adjust the operation of deploying the first chamber100aand the second chamber100b.

Further, in embodiments of the present disclosure, the tether230may be wound around a rim of the active vent210, and the tension applied by the tether230may allow the tether230to tighten the rim of the active vent210to close the active vent210.

With reference toFIGS.10and11, the tether230is wound around an outer wall211, which defines the hole in the active vent210, and sewed along a periphery of the outer wall211in a state in which one end of the tether230is fixed to the outer wall211. Further, the tether230wound around the outer wall211exits through a passing hole212formed in the outer wall211, thereby constituting the active vent210.

Therefore, when the active vent210is moved away from the active actuator240by pressure of the gas that deploys the airbag cushion100, the tether230is pulled, and tension is applied to the tether230, such that the tether230wound around the outer wall211tightens the outer wall211and closes the active vent210.

Further, in embodiments of the present disclosure, the diffuser140may be fixed to the inner surface of the gas inlet port130of the airbag cushion100, a heat shield160may be fixed to an inner surface of the diffuser140, a slit142may be formed in the diffuser140overlapping the heat shield160, and the tether230may be connected by passing through a portion between the heat shield160and the diffuser140and passing through the slit142.

With reference toFIGS.10and12, the slit142is formed in the diffuser140, and the heat shield160is fixed to the diffuser140while having a shape that closes the slit142in the inner surface of the diffuser140.

Therefore, the tether230connected to the active vent210passes through a portion between the slit142and the heat shield160, exits to the outside of the diffuser140through the slit142, and is connected to the active actuator240.

That is, because the heat shield160closes the slit142, a route along which the gas of the inflator300moves to the slit142is formed complicatedly.

Therefore, even though the tether230passes through the slit142, a leak of gas through the slit142is minimized.

Further, a distance between the end of the heat shield160and the slit142may be equal to or longer than a predetermined length.

Further, the inflator300, the heat shield160, and the diffuser140are bound by the fastener170. The slit142may be formed between a fixing point P1, at which the gas inlet port130and the diffuser140are fixed, and a binding point P2of the fastener170. The fastener170may be a clamp.

For example, a distance between the slit142and the end of the heat shield160is at least 10 mm or more.

Further, because the slit142is formed in a section between the point at which the airbag cushion100and the diffuser140are sewed and the point at which the clamp is fastened, the route, along which the gas of the inflator300moves to the slit142, may be formed to be as long as possible, thereby minimizing a leak of gas.

Further, in response to a signal from the seat position sensor400, the controller C may perform control not to operate the active actuator240when the leg protection condition for the passenger is satisfied, and the controller C may perform control to operate the active actuator240when the head protection condition for the passenger is satisfied.

First, in the seat arrangement in the opposite-seating state in which the passengers face each other, the active actuator240does not operate, as illustrated inFIG.10, such that the tether230is kept in the fixed state.

Therefore, when the first chamber100ais inflated by being filled with the gas provided from the inflator300, the distance between the active vent210and the active actuator240increases, such that tension is applied to the tether230, and the active vent210is closed in this process.

Therefore, the amount of gas transferred from the first chamber100ato the second chamber100bdecreases, such that the first chamber100ais inflated and deployed prior to the second chamber100b.Particularly, the lower end of the first chamber100ais deployed in a shape widened toward the front side of the passenger, such that the first support part110of the first chamber100ais supported on the passenger's thighs and stably restrains the passenger's upper body.

Further, in the seat arrangement in which the passenger faces the structure of the vehicle such as the partition wall, the active actuator240operates, as illustrated inFIG.12, such that the tether230is unfixed.

Therefore, when the first chamber100ais inflated by being filled with the gas provided from the inflator300, no tension is applied to the tether230, and the tether230cannot pull the active vent210, such that the second chamber is filled with the gas in the state in which the active vent210is opened.

Therefore, the amount of the gas transferred from the first chamber100ato the second chamber100bincreases, such that the second chamber100bis easily inflated. Particularly, the upper end of the second chamber100bis deployed in a shape widened toward the passenger's head, such that the passenger's head is supported on the second support part120of the second chamber100b,and the passenger's head is safely protected.

Meanwhile, as a third embodiment of the deployment adjustment device, the operation of deploying the first chamber100aand the second chamber100bmay be adjusted by a change in marginal length of the tether230.

With reference toFIGS.13to15, the deployment adjustment device includes the active vent210formed in a hole shape in the diaphragm200, the tether230having one end connected to the active vent210, the tether230being configured to be pulled in the direction in which the airbag cushion100is deployed when the airbag cushion100is deployed, and a tether fixing part250to which the other end of the tether230is fixed at ordinary times, the tether fixing part250being configured not to be changed in position when the seat arrangement is changed. The marginal length of the tether230extending from the tether fixing part250to the active vent210may be a length by which the tether230is pulled to close the active vent210at the time of switching to the seat arrangement that satisfies the leg protection condition for the passenger. The marginal length of the tether230may be a length by which the open state of the active vent210is maintained even though the tether230is pulled at the time of switching to the seat arrangement that satisfies the head protection condition for the passenger.

That is, inFIG.10, the active actuator240is used to release the tether230. However, inFIG.13, the tether fixing part250is used instead of the active actuator240so that the other end of the tether230is kept fixed to the tether fixing part250at ordinary times.

Further, a rotation center is defined on the seat and serves as a rotation criterion, and the seat always rotates about the rotation center.

The tether fixing part250exists at a particular position based on the rotation center of the seat. The rotation center of the seat and the position of the tether fixing part250are not changed when the seat rotates, such that a positional relationship between the tether fixing part250and the rotation center of the seat is fixed.

For reference, even though the position of the seat is changed forward and rearward or leftward and rightward, the seat moves in the state in which the positional relationship between the rotation center and the tether fixing part250is maintained.

Therefore, as illustrated inFIGS.14and15, in case that the seat rotates and switches to a state in which the seat faces the front side of the vehicle or a state in which the seat faces the rear side of the vehicle, the position of the tether fixing part250, to which the other end of the tether230is fixed, is not changed, but the position of one end of the tether230connected to the inflator300is changed, such that the length of the tether230extending from the tether fixing part250to the active vent210varies.

Therefore, in accordance with the seat arrangement implemented by the rotation of the seat, the airbag cushion100is coupled when the active vent210is in the open or closed state, such that the operation of deploying the first chamber100aand the second chamber100bmay be adjusted.

More specifically, as illustrated inFIG.14, in the seat arrangement in the opposite-seating state in which the passengers face each other, the length of the tether230is not sufficiently long because the marginal length of the tether230extending from the tether fixing part250to the active vent210is relatively short.

Therefore, when the first chamber100ais inflated by being filled with the gas provided from the inflator300, the distance between the active vent210and the tether fixing part250is long, such that tension is applied to the tether230, and in this process, the active vent210is closed.

Therefore, the amount of gas transferred from the first chamber100ato the second chamber100bdecreases, such that the first chamber100ais inflated and deployed prior to the second chamber100b.Particularly, the lower end of the first chamber100ais deployed in a shape widened toward the front side of the passenger, such that the first support part110of the first chamber100ais supported on the passenger's thighs and stably restrains the passenger's upper body.

Further, as illustrated inFIG.15, in the seat arrangement in which the passenger faces the structure of the vehicle such as the partition wall, the length of the tether230is sufficiently long because the marginal length of the tether230extending from the tether fixing part250to the active vent210is relatively long.

Therefore, when the first chamber100ais inflated by being filled with the gas provided from the inflator300, no tension is applied to the tether230because the distance between the active vent210and the tether fixing part250is short, such that the tether230cannot pull or tighten the active vent210, and the second chamber is filled with the gas in the state in which the active vent210is opened.

Therefore, the amount of the gas transferred from the first chamber100ato the second chamber100bincreases, such that the second chamber100bis easily inflated. Particularly, the upper end of the second chamber100bis deployed in a shape widened toward the passenger's head, such that the passenger's head is supported on the second support part120of the second chamber100b,and the passenger's head is safely protected.

According to embodiments of the present disclosure described above, the airbag cushion100is deployed while varying whether to deploy the first chamber100aand the second chamber100band the deployment timing of the first chamber100aand the second chamber100b,which are divided based on the forward/rearward direction of the airbag cushion100, depending on the seat arrangement. Therefore, the airbag cushion100may be deployed in a shape optimized for a collision situation, and the passenger protection region may be stably ensured regardless of the seating types of the passengers and the types of passengers.

Moreover, the lower end of the first chamber100ais deployed in a shape widened toward the front side of the passenger, such that the airbag cushion100is supported on the passenger's thighs, and the passenger's upper body is stably restrained. In addition, the upper end of the second chamber100bis deployed in a shape widened toward the passenger, such that the range in which the passenger's head is supported is increased, and the passenger is safely protected.

While embodiments of the present disclosure have been described with reference to the specific examples, it is apparent to those skilled in the art that various modifications and alterations may be made within the technical spirit of the present disclosure, and these modifications and alterations belong to the appended claims.