Abstract:
Inflatable side airbags are employed to cushion an occupant in the event of a side impact. An occupant&#39;s outboard arm may become trapped between a deploying side airbag and the occupant&#39;s torso. This situation may cause injury to the occupant&#39;s ribs. Side airbags can be engineered such that the occupant&#39;s arm is moved out of the way by the airbag during deployment.

Description:
TECHNICAL FIELD 
     The present disclosure relates generally to the field of automotive safety systems. More specifically, the present disclosure relates to inflatable airbag cushion assemblies with side airbags. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The present embodiments will become more fully apparent from the following description and appended claims, taken in conjunction with the accompanying drawings. Understanding that the accompanying drawings depict only typical embodiments, and are, therefore, not to be considered to be limiting of the disclosure&#39;s scope, the embodiments will be described and explained with specificity and detail in reference to the accompanying drawings. 
         FIG. 1A  is a perspective view from inside a vehicle before a side airbag has deployed. 
         FIG. 1B  is a perspective view of the vehicle of  FIG. 1A  after the airbag has begun to be deployed. 
         FIG. 1C  is a perspective view of the vehicle of  FIG. 1B  at a later stage of airbag deployment. 
         FIG. 2  is a top view of an occupant after the airbag of  FIG. 1C  has been fully deployed. 
         FIG. 3  is a perspective view of panels of material from which the airbag shown in  FIG. 1C  can be formed. 
         FIG. 4A  is a perspective view of the airbag of  FIG. 1C , wherein the airbag is in an un-inflated state. 
         FIG. 4B  is a perspective view of the airbag of  FIG. 4A , wherein the airbag is in an inflated state. 
         FIG. 5A  is a cross-sectional view of the airbag shown in  FIG. 4A . 
         FIG. 5B  is a cross-sectional view of the airbag shown in  FIG. 4B . 
         FIG. 6  is a cross-sectional view of a portion of another embodiment of an arm-manipulating inflatable side airbag. 
         FIG. 7A  is a perspective view from inside a vehicle before another embodiment of an arm-manipulating side airbag has deployed. 
         FIG. 7B  is a perspective view of the embodiment of an arm-manipulating side airbag of  FIG. 7A  after the airbag has been deployed and inflated. 
         FIG. 8  is a perspective view of the inflatable airbag of  FIG. 7B . 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     It will be readily understood that the components of the embodiments as generally described and illustrated in the figures herein could be arranged and designed in a wide variety of different configurations. Thus, the following more detailed description of various embodiments, as represented in the figures, is not intended to limit the scope of the disclosure, as claimed, but is merely representative of various embodiments. While the various aspects of the embodiments are presented in drawings, the drawings are not necessarily drawn to scale unless specifically indicated. 
     The phrases “connected to,” “coupled to” and “in communication with” refer to any form of interaction between two or more entities, including mechanical, electrical, magnetic, electromagnetic, fluid, and thermal interaction. Two components may be coupled to each other even though they are not in direct contact with each other. The term “abutting” refers to items that are in direct physical contact with each other, although the items may not necessarily be attached together. 
     Inflatable airbag systems are widely used to minimize occupant injury in a collision scenario. Airbag modules have been installed at various locations within a vehicle, including, but not limited to, the steering wheel, the instrument panel, within the side doors or side seats, adjacent to roof rail of the vehicle, in an overhead position, or at the knee or leg position. Side airbags may be installed on an outboard side of an occupant&#39;s seat, or on an inboard side of a vehicle column. During installation, the airbags are rolled, folded, or both, and are retained in the packaged configuration behind a cover. During a collision event, vehicle sensors trigger the activation of an inflator, which rapidly fills the airbag with inflation gas. Thus the airbag rapidly changes confirmations from the packaged configuration to a deployed and inflated configuration. 
       FIGS. 1A-1C  depict an interior of a vehicle  10 , which comprises an instrument panel  12 , and a vehicle seat  18 , upon which an occupant  20  is seated. Seat  18  comprises an outboard side  19  on which side airbag assembly  100  may be mounted. Assembly  100  may have a cover  130  through which an airbag may deploy. In  FIG. 1A , assembly  100  is in a packaged configuration. An outboard arm  22  of occupant  20  may be in an extended position, as depicted. One skilled in the art will recognize that the airbag assembly may be located on a driver&#39;s side front seat, driver&#39;s side rear seat, passenger&#39;s side front or passenger&#39;s side rear seat. Further, one skilled in the art will recognize that the occupant&#39;s outboard arm may be in any starting position and is not limited to the depicted position. 
       FIG. 1B  depicts inflatable airbag assembly after inflatable deployment has begun and may be more specifically described as depicting an early or a mid-stage of deployment. The terms, “early,” “mid-,” and “late” stages of airbag deployment are not intended to indicate specific stages or elapsed times of airbag deployment; rather, the terms are meant to indicate a general sequential progression of airbag deployment. As such, early airbag deployment occurs before mid-airbag deployment, and mid-airbag deployment occurs before late airbag deployment. Early airbag deployment may refer to any time point during inflatable airbag deployment before the airbag is fully deployed and/or inflated. 
     In  FIG. 1B , airbag  110  has emerged from behind cover  130  and a lower chamber  118  has at least partially inflated with inflation gas from an inflator. An upper chamber  119  has begun to inflate. Lower and upper chambers  118  and  119  may also be described as lower and upper regions of airbag  110 . Depending on the position of arm  22  of occupant  20 , upper chamber  119  of airbag  110  may contact the occupant&#39;s outboard arm before a top portion (not shown) has fully deployed and/or inflated. Timing of deployment of the top portion may be delayed by tucking and/or sewing with tear stitching the top portion. In the depicted embodiment, the top portion has been tucked into upper chamber  119  and stitched via tear stitching  106  to the upper chamber. 
     In  FIG. 1C , airbag  110  is in a late stage of inflatable airbag deployment, wherein the airbag has fully deployed from behind cover  130 . Lower chamber  118  has deployed and been inflated, and a top portion  120  of upper chamber  119  has deployed and been inflated. For top portion  120  to become deployed and inflated, tear stitching  106  ruptures and the top portion un-tucks from upper chamber  119 . In the depicted embodiment, upper chamber  119  is configured to cause top portion  120  to interact with, and manipulate, arm  22  of occupant  20 . Specifically, top portion  120  of upper chamber  119  is configured to elevate and/or move in an inboard direction, outboard arm  22 , such that the arm is not located between an outboard vehicle structure and the occupant&#39;s torso. With regards to the depicted embodiment, top portion  120  deploys after lower chamber  118  and then top portion  120  inflates after lower chamber  118 . If an embodiment lacks distinct upper and lower chambers, the airbag may be said to comprise upper and lower regions, which may roughly coincide with upper and lower chambers  119  and  118  of airbag  110 . In such embodiments, an arm-manipulating portion of the airbag deploys after a lower region of the airbag. 
     Upper chamber  119  of cushion  110  is the portion of the cushion that is closest to the headliner of a vehicle when the cushion is in a deployed state. Lower chamber  118  is below upper chamber  119  when cushion  110  is in a deployed state, and is closest to a floor of the vehicle. The term “lower chamber” is not necessarily limited to the portion of cushion  110  that is below a horizontal medial plane of the cushion, but may include less than half, more than half or exactly half of the bottom portion of the cushion. Likewise, the term “upper chamber” is not necessarily limited to the portion of cushion  110  that is above a horizontal medial plane of the cushion, but may include less than half, more than half or exactly half of the top portion of the cushion. 
     As will be appreciated by those skilled in the art, a variety of types and configurations of airbag cushion membranes can be utilized without departing from the scope and spirit of the present disclosure. For example, the size, shape, and proportions of the cushion membrane may vary according to its use in different vehicles or different locations. Also, the cushion membrane may comprise one or more pieces of any material well known in the art, such as a woven nylon fabric. Additionally, the airbag cushion may be manufactured using a variety of techniques such as one piece weaving, “cut and sew”, or a combination of the two techniques. Further, the cushion membrane may be manufactured using sealed or unsealed seams, wherein the seams are formed by stitching, adhesive, taping, radio frequency welding, heat sealing, or any other suitable technique or combination of techniques. 
       FIG. 2  is a top view of vehicle  10  with occupant  20  seated on seat  18 , wherein airbag assembly  100  is in a deployed configuration. Airbag  110  may be described as being fully deployed and inflated. In the deployed and inflated configuration, airbag  110  is configured to substantially fill a void between the torso of occupant  20  and a vehicle structure, such as an inside surface of a car door  14 , or a vehicle pillar  16 . Vehicle pillars may include B-pillars and C-pillars. Top portion  120  of upper chamber  119  has contacted outboard arm  22  and moved it in an upward and inboard direction. In  FIG. 2 , outboard arm  22  of occupant  20  is shown in phantom before airbag  110  has been deployed and inflated and occupant&#39;s outboard arm  22  is also shown after it has been contacted and manipulated by inflatable side airbag  110 . 
       FIG. 3  is a perspective view of a plurality of panels of material from which airbag  110  can be formed. Airbag  110  may comprise an outboard panel  111 , an inboard panel  112 , a top panel  113 , an internal tether  114 , and a throat panel  115 . Internal tether  114  may comprise one or more chamber to chamber vents, which allow inflation gas to travel from the lower chamber to the upper chamber, and vice versa. 
       FIGS. 4A-4B  depict the panels of material of  FIG. 3  after the panels have been assembled to form airbag  110 .  FIG. 4A  depicts airbag  110  in an un-inflated state and  FIG. 4B  depicts the airbag in an inflated state. In the depicted embodiment, inboard panel and outboard panels  111  and  112  have been coupled together via a perimeter seam comprising stitching  102 . Inboard and outboard panels  111  and  112  have also been coupled together via internal tether  114 , which is located between the inboard and outboard panels. Each of the inboard and outboard panels  111  and  112  may be attached to internal tether  114 . Top panel  113  may be attached to each of the inboard and outboard panels, as well as throat panel  115 , which itself may be coupled to each of the inboard and outboard panels. Top portion  120  may comprise all of, or a portion of, top panel  113 . Top portion  120  may also comprise a portion of throat panel  115 , as well as panels  111  and  112 . Top portion  120  may generally be described as that portion of airbag  110  that interacts with and/or manipulates an occupant&#39;s arm, or causes the occupant&#39;s arm to be manipulated. 
     In  FIG. 4A , a portion of upper panel  113  and throat panel  115  has been tucked into upper chamber  119  and retained in a tucked configuration via tear stitching  106 . In one embodiment, tear stitching  106  includes, no more than 25 threads per 100 millimeters, although one skilled in the art will appreciate that other thread counts may similarly allow the rupture of stitching  106  during deployment without damaging cushion  110 . Thus, tear stitching  106  is configured to rupture during deployment of cushion  110  without damaging the cushion. Portions of upper panel  113 , inboard panel  111 , outboard panel  112  and throat panel  115  may comprise a throat portion  117  of airbag  110 . When coupled together, the various panels form an inflatable void  116 . In  FIG. 4B , pressure from inflation gas has caused the tear stitching to rupture and allowed top portion  120  to un-tuck from within upper chamber. 
       FIGS. 5A-5B  depict transverse cross-sectional views of airbag  110 , wherein the airbag is in an un-inflated and tucked configuration in  FIG. 5A , and an inflated configuration in  FIG. 5B . Inboard and outboard panels  111  and  112  may be coupled together at a seam  102 , which may comprise stitching. Top panel  113  may be coupled to each of the inboard and outboard panels  111  and  112  via other seams  104 , which may also comprise stitching. Internal tether  114  may be coupled to each of the inboard and outboard panels  111  and  112  via stitching  108 . Internal tether  114  at least partially defines a division between upper chamber  119  and lower chamber  118 . When coupled together, the various panels form inflatable void  116 . In  FIG. 5A , top portion  120  comprises a tuck  121  that extends into upper chamber  119  and is retained in the tucked configuration via tear stitching  106 . In the depicted embodiment, a portion of top panel  113  is tucked into upper chamber  119 . Upon activation of an inflator, inflation gas applies tension to tear stitching  106  to rupture the stitching to enable top portion  120  to exit upper chamber  119  such that the top portion un-tucks and adopts the deployed and inflated configuration. 
     When inflated, an average cross-sectional width W 1  of upper chamber  119  is greater than an average cross-sectional width W 2  of lower chamber  118 . The difference in the average cross-sectional width of upper chamber  119  and lower chamber  118  is primarily caused by outboard panel  111  and inboard panel  112  being sewn together at seam  102  at lower chamber  118  and the inboard and outboard panels having top panel  113  being located between the inboard and outboard panels. The difference in the average cross-sectional width of upper chamber  119  and lower chamber  118  may also be partially determined by a width and location of internal tether  114 . The widths W 1  and W 2  may vary based on an initial gap between the occupant and interior of door  14 . In some embodiments, W 1  may be between about 130 mm and about 190 mm. In some embodiments, W 2  may be between about 100 mm and 170 mm. One skilled in the art will recognize that W 1  and W 2  may vary based on vehicle interior characteristics. 
       FIG. 6  is a cross-sectional view of a portion of another embodiment of an inflatable side airbag  210 , wherein airbag  210  resembles airbag  110 , described above, in certain respects. Accordingly, like features may be designated with like reference numerals, with the leading hundreds numeral incremented from “1” to “2”. Any suitable combination of the features described with respect to airbag  110  can be employed with airbag  210 , and vice versa. 
     In  FIG. 6 , airbag  210  comprises a component of airbag assembly  200 , wherein the airbag has an outboard panel  211 , an inboard panel  212 , and a top panel  213 . Top panel  213  may be coupled to each of the outboard and inboard panels  211  and  212  via stitching  204 . In the depicted embodiment, outboard panel  211  comprises a greater length than inboard panel  212 , such that an attachment point of top panel  213  to outboard panel  211  may be said to be higher than an attachment point of top panel  213  to inboard panel  212 . As a result, when airbag  213  is inflated, an angle A 1  may be formed by top panel  213 . Angle A 1  may also be said to be formed by a horizontal plane extending from a junction of outboard panel  211  and top panel  213  and a plane running from the junction of the outboard panel and the top panel to a junction of inboard panel  212  and the top panel. Angle A 1  may comprise an angle between about 5° and about 30°. An angled top panel, such as disclosed above, may be described as “beveled”. 
       FIGS. 7A-8  depict another embodiment of an inflatable side airbag assembly  300  with an airbag  310 , wherein assembly  300  resembles assemblies  100  and  200  and airbags  110  and  210 , described above, in certain respects. Accordingly, like features may be designated with like reference numerals, with the leading hundreds numeral incremented from “1” or “2” to “3”. Any suitable combination of the features described with respect to airbag assemblies  100  and  200 , and airbags  110  and  210  can be employed with airbag assembly  300  and airbag  310 , and vice versa. 
       FIGS. 7A-7B  depict another embodiment of an airbag assembly  300 , wherein the figures depict an interior of a vehicle  10 , which comprises an instrument panel  12 , and a vehicle seat  18 , upon which an occupant  20  is seated. Seat  18  comprises an outboard side  19  on which side airbag assembly  300  may be mounted. Assembly  300  may have a cover  330  through which an airbag may deploy. In  FIG. 7A , assembly  300  is in a packaged configuration. An outboard arm  22  of occupant  20  may be in an extended position, as depicted. 
       FIG. 7B  depicts inflatable airbag assembly  300  in a deployed and inflated configuration, wherein a lower chamber  318  and an upper chamber  319  are inflated and are positioned to cushion occupant  20 . Top portion  320  may comprise an inflatable button  325 , wherein the inflatable button is configured to interact with outboard arm  22  of occupant  20 . In an un-inflated and tucked configuration, top portion  320  and button  325  may be inverted into upper chamber  319  such that the top portion and button comprise a tuck. Airbag  310  may be retained in the tucked configuration via tear stitching  306 , which in  FIG. 7B , has ruptured to allow top portion  320  and button  325  to deploy. 
       FIG. 8  is a perspective view of inflatable side airbag  310 , wherein the airbag comprises outboard panel  311  and inboard panel  312 . Airbag  310  may be divided into lower and upper chambers  318  and  319 . Inflatable button  325  may be located on top portion  320  of upper chamber  319 . Inflatable button  325  may comprise an upper button panel  327  and a lower button panel  328  that are coupled together via a seam  326 , which in the depicted embodiment, comprises stitching. The upper and lower button panels  327  and  328  define an inflatable void of button  325  that is in fluid communication with inflatable void  316  of airbag  310  via vent apertures  329 . Button  325  may be coupled to airbag  310  at a seam  308 , which may comprise stitching. Button  325  may be located on a car-forward portion of airbag  310 , such that the button may be described as being located on an upper car-forward portion  320  and  322  of the airbag. 
     Any methods disclosed herein comprise one or more steps or actions for performing the described method. The method steps and/or actions may be interchanged with one another. In other words, unless a specific order of steps or actions is required for proper operation of the embodiment, the order and/or use of specific steps and/or actions may be modified. 
     Reference throughout this specification to “an embodiment” or “the embodiment” means that a particular feature, structure or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the quoted phrases, or variations thereof, as recited throughout this specification are not necessarily all referring to the same embodiment. 
     Similarly, it should be appreciated that in the above description of embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure. This method of disclosure, however, is not to be interpreted as reflecting an intention that any claim require more features than those expressly recited in that claim. Rather, as the following claims reflect, inventive aspects lie in a combination of fewer than all features of any single foregoing disclosed embodiment. Thus, the claims following this Detailed Description are hereby expressly incorporated into this Detailed Description, with each claim standing on its own as a separate embodiment. This disclosure includes all permutations of the independent claims with their dependent claims. 
     Recitation in the claims of the term “first” with respect to a feature or element does not necessarily imply the existence of a second or additional such feature or element. Elements recited in means-plus-function format are intended to be construed in accordance with 35 U.S.C. §112 ¶ 6. It will be apparent to those having skill in the art that changes may be made to the details of the above-described embodiments without departing from the underlying principles of the invention. Embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows.