Patent Description:
Existing automotive front seat overhead airbags are unable to protect children in an out of position (OOP) condition from serious injuries. Conventional overhead airbags can cause very severe injuries to the neck and head of a dummy without a seat belt load.

It is therefore necessary to design an automobile with an automotive front seat overhead airbag and an automobile capable of protecting children in an out of position condition and passengers without a seat belt load from injuries.

Aiming at overcoming the disadvantages of the prior art, the present invention provides an automobile as defined by claim <NUM>.

The technical solution of the present invention provides an automotive front seat overhead airbag, comprising a supporting air chamber and a protective air chamber mounted on a roof.

The supporting air chamber is inflated from the roof towards a dashboard upon inflation.

The protective air chamber is in communication with the supporting air chamber. After the supporting air chamber is inflated, the protective air chamber is inflated from the supporting air chamber towards the human body.

A first protective space is reserved between the supporting air chamber and the protective air chamber on a side facing the human body. The first protective space corresponds to the head of the human body for protecting the head and neck of the human body.

Further, the supporting air chamber comprises a first air chamber and a second air chamber.

The protective air chamber comprises a third air chamber and a fourth air chamber. The first air chamber and the second air chamber are connected at upper ends thereof, and then separate and extend therefrom to respectively connect to outer sides of the third air chamber and the fourth air chamber. Inner sides of the third air chamber and the fourth air chamber are in communication with each other.

The first protective space is formed between extended sections of the first air chamber and the second air chamber and sides of the third air chamber and the fourth air chamber facing the human body.

Further, the first air chamber and the second air chamber are both tubular, and extend downward from the roof along a windshield upon inflation.

Further, lower ends of the first air chamber and the second air chamber abut the dashboard upon inflation. Middle sections of the first air chamber and the second air chamber are in communication with the third air chamber and the fourth air chamber.

Further, a first air inlet hole is provided between the middle section of the first air chamber and the third air chamber. A second air inlet hole is provided between the middle section of the second air chamber and the fourth air chamber.

Further, a circle of sewing thread at a junction of the inner sides of the third air chamber and the fourth air chamber is located on a vertical plane. The length of the sewing thread is less than the maximum perimeter of the third air chamber and that of the fourth air chamber.

Further, a connecting sheet is further arranged at the junction of the inner sides of the third air chamber and the fourth air chamber, and is provided with a plurality of air holes in communication with the third air chamber and the fourth air chamber. An edge of the connecting sheet is sewn to the third air chamber and the fourth air chamber to form the sewing thread.

Further, a second protective space for reducing injuries caused to children is reserved between the supporting air chamber and the protective air chamber on a side away from the human body.

Further, the supporting air chamber comprises a first air chamber and a second air chamber. The first air chamber and the second air chamber are connected at upper ends thereof, and then separate and extend therefrom to respectively connect to an outer side of the protective air chamber.

The second protective space is reserved between lower ends of the first air chamber and the second air chamber and the protective air chamber on a side away from the human body.

The present invention also provides an automobile, comprising a roof and a dashboard, and further comprising the automotive front seat overhead airbag as described in any of the foregoing. An upper end of the supporting air chamber is connected to a gas generator.

The above technical solution can achieve the following beneficial effects:.

A first protective space is reserved between a supporting airbag and a protective airbag on a side facing the human body in the present invention. The first protective space corresponds to the head of the human body for protecting the head and neck of the human body. The first protective space provides a sufficient cushioning space for the head of the human body, such that the head of the human body will sink into the first protective space after a forward collision, thereby protecting the neck and the head from severe injures under the condition of no seat belt load.

The disclosure of the present invention will become better understood with reference to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of the present invention. In the drawings:.

Specific embodiments of the present invention are described further below with reference to the accompanying drawings.

It may be easily understood that those of ordinary skills in the art may propose a plurality of interchangeable structural modes and implementation methods according to the technical solutions of the present invention without changing the essential spirit of the present invention. Therefore, the following specific embodiments and the accompanying drawings are merely exemplary description of the technical solutions of the present invention, and should not be regarded as the whole of the present invention or regarded as limitations to the technical solutions of the present invention.

The positional terms of up, down, left, right, before, behind, front, back, top, bottom, etc. which are referred to or possibly referred to in this specification are defined with respect to the configurations shown in the drawings, and they are relative concepts; therefore, they may possibly change correspondingly according to different positions thereof and different use states. Therefore, these or other positional terms should not be construed as restrictive terms. Specifically, "before" and "behind" in the present invention are based on the orientation of the entire automobile.

As shown in <FIG>, an automotive front seat overhead airbag <NUM> includes a supporting air chamber <NUM> and a protective air chamber <NUM> mounted on a roof.

The supporting air chamber <NUM> is inflated from the roof towards a dashboard upon inflation.

The protective air chamber <NUM> is in communication with the supporting air chamber <NUM>. After the supporting air chamber <NUM> is inflated, the protective air chamber <NUM> is inflated from the supporting air chamber <NUM> towards the human body <NUM>.

A first protective space <NUM> is reserved between the supporting air chamber <NUM> and the protective air chamber <NUM> on a side facing the human body <NUM>. The first protective space <NUM> corresponds to the head of the human body for protecting the head and neck of the human body <NUM>.

Specifically, as shown in <FIG>, an upper end of the supporting air chamber <NUM> is directly connected to a gas generator. The supporting air chamber <NUM> feeds gas from the gas generator to the protective air chamber <NUM>. Therefore, the supporting air chamber <NUM> is configured to guide gas and support the protective air chamber <NUM>, such that the protective air chamber <NUM> can be rapidly inflated towards the human body <NUM> to protect the human body <NUM>.

The automotive front seat overhead airbag <NUM> is folded and stored in the roof before being inflated. When the automobile is subjected to a forward collision, the gas generator inflates the automotive front seat overhead airbag <NUM>. First, the supporting air chamber <NUM> is inflated. The supporting air chamber <NUM> is ejected from the roof and is inflated obliquely downward and forward (towards the head). After the supporting air chamber <NUM> is inflated, the protective air chamber <NUM> starts to be inflated. The protective air chamber <NUM> is inflated towards the human body <NUM> from the front of the human body.

In this example, as shown in <FIG>, a first protective space <NUM> is formed between the supporting air chamber <NUM> and the protective air chamber <NUM>. The first protective space <NUM> is located on a side facing the human body <NUM>, i.e., on a side facing the rear of an automobile body. When the human body <NUM> is subjected to a forward collision, the protective air chamber <NUM> is in contact with the chest of the human body. The head of the human body sinks into the first protective space <NUM>. The first protective space <NUM> provides a cushioning space for the head and neck of the human body under the condition of no seat belt load, so as to reduce injuries caused to the neck and the head.

Further, as shown in <FIG>, the supporting air chamber <NUM> includes a first air chamber <NUM> and a second air chamber <NUM>.

The protective air chamber <NUM> includes a third air chamber <NUM> and a fourth air chamber <NUM>. The first air chamber <NUM> and the second air chamber <NUM> are connected at upper ends thereof, and then separate and extend therefrom to respectively connect to outer sides of the third air chamber <NUM> and the fourth air chamber <NUM>. Inner sides of the third air chamber <NUM> and the fourth air chamber <NUM> are in communication with each other.

The first protective space <NUM> is formed between extended sections of the first air chamber <NUM> and the second air chamber <NUM> and sides of the third air chamber <NUM> and the fourth air chamber <NUM> facing the human body.

The upper ends of the first air chamber <NUM> and the second air chamber <NUM> are directly connected to the gas generator. The gas generator performs inflation starting from the upper ends of the first air chamber <NUM> and the second air chamber <NUM>. Lower ends of the first air chamber <NUM> and the second air chamber <NUM> are closed ends and extend to the dashboard.

The first air chamber <NUM> and the second air chamber <NUM> are connected at the upper ends thereof and then separate to form structures similar to tree branches. After separation, the first air chamber <NUM> and the second air chamber <NUM> are connected to outer sides of the third air chamber <NUM> and the fourth air chamber <NUM> respectively.

"Outer side" and "inner side" here are relative to the centers of the third air chamber and the fourth air chamber. "Outer side" is located away from the centers of the two air chambers. "Inner side" is located close to the centers of the two air chamber.

The first air chamber <NUM> and the second air chamber <NUM> are connected to the outer sides of the third air chamber <NUM> and the fourth air chamber <NUM>, so as to increase the size of the first protective space <NUM>.

The first protective space <NUM> is located between extended sections of the first air chamber <NUM> and the second air chamber <NUM> and sides of the third air chamber <NUM> and the fourth air chamber <NUM> facing the human body and has a shape similar to a rhombus shape. When the human body is subj ected to a forward collision, the head of the human body moves forward and sinks into the first protective space <NUM> under the condition of no seat belt load. The first protective space <NUM> provides a sufficient cushioning space for the head and neck of the human body.

Since the protective air chamber <NUM> includes two air chambers, good performance can be achieved under the conditions of <NUM>/h oblique moving deformation barrier (<NUM> OMDB) and <NUM>/h small overlap barrier (<NUM> SOB).

Alternatively, the shape of the first protective space <NUM> is not limited to the shape presented in this example.

Optionally, if the widths of the third air chamber <NUM> and the fourth air chamber <NUM> in a left-right direction of the automobile body are sufficient, the first air chamber <NUM> and the second air chamber <NUM> can also separate and extend to connect to top portions of the third air chamber <NUM> and the fourth air chamber <NUM>.

Further, as shown in <FIG> and <FIG>, the first air chamber <NUM> and the second air chamber <NUM> are both tubular, and extend downward from the roof along a windshield <NUM> upon inflation.

The first air chamber <NUM> and the second air chamber <NUM> extend obliquely downward and forward from the roof along the windshield <NUM> towards the dashboard. This inflation path facilitates rapid inflation of the first air chamber <NUM> and the second air chamber <NUM>. After the first air chamber <NUM> and the second air chamber <NUM> are inflated, upper surfaces thereof abut the windshield <NUM>. The protective air chamber <NUM> can be stably supported by means of the windshield <NUM>.

Optionally, the first air chamber <NUM> and the second air chamber <NUM> may also have a flat tubular shape or a rectangular tubular shape.

Further, as shown in <FIG>, lower ends of the first air chamber <NUM> and the second air chamber <NUM> abut the dashboard upon inflation. Middle sections of the first air chamber <NUM> and the second air chamber <NUM> are in communication with the third air chamber <NUM> and the fourth air chamber <NUM>.

Since the lower ends of the first air chamber <NUM> and the second air chamber <NUM> abut the dashboard upon inflation, the first air chamber <NUM> and the second air chamber <NUM> are held between the roof and the dashboard to stably support the protective air chamber <NUM>.

Further, a first air inlet hole is provided between the middle section of the first air chamber <NUM> and the third air chamber <NUM>. A second air inlet hole is provided between the middle section of the second air chamber <NUM> and the fourth air chamber <NUM>.

Specifically, the first air chamber <NUM> supplies air to the third air chamber <NUM> by means of the first air inlet hole, and the second air chamber <NUM> supplies air to the fourth air chamber <NUM> by means of the second air inlet hole. The third air chamber <NUM> and the fourth air chamber <NUM> are in communication with each other to facilitate rapid inflation of the entire airbag.

Further, as shown in <FIG> and <FIG>, a circle of sewing thread <NUM> at a junction of the inner sides of the third air chamber <NUM> and the fourth air chamber <NUM> is located on a vertical plane. The length of the sewing thread <NUM> is less than the maximum perimeter of the third air chamber <NUM> and that of the fourth air chamber <NUM>.

Specifically, the sewing thread <NUM> is a circle of closed thread between the third air chamber <NUM> and the fourth air chamber <NUM>.

After being inflated, each of the third air chamber <NUM> and the fourth air chamber <NUM> has a shape similar to a loaf of bulged bread and is arranged in a vertical direction. The maximum perimeters of the third air chamber <NUM> and the fourth air chamber <NUM> along the vertical plane are greater than the length of the sewing thread <NUM> therebetween.

Therefore, the first protective space <NUM> has a recess structure formed on sides of the third air chamber <NUM> and the fourth air chamber <NUM> facing the human body <NUM>. The recess structure and extended ends of the first air chamber <NUM> and the second air chamber <NUM> form a space having a shape similar to a rhombus shape.

When the head of the human body moves forwards at a high speed, the head sinks into the recess structure while being supported by the extended ends of the first air chamber <NUM> and the second air chamber <NUM>. The recess structure cushions the head and the neck from an impact, and prevents the head from passing through the first protective space <NUM> when moving forwards.

Further, as shown in <FIG>, a connecting sheet <NUM> is further arranged at the junction of the inner sides of the third air chamber <NUM> and the fourth air chamber <NUM>. The connecting sheet <NUM> is provided with a plurality of air holes <NUM>. The air holes <NUM> are in communication with the third air chamber <NUM> and the fourth air chamber <NUM>. An edge of the connecting sheet <NUM> is sewn to the third air chamber <NUM> and the fourth air chamber <NUM> to form the sewing thread <NUM>.

The plurality of air holes <NUM> enable a balance to be attained between air pressures of the third air chamber <NUM> and the fourth air chamber <NUM>. The third air chamber <NUM> and the fourth air chamber <NUM> are inflated at the same time when possible.

Optionally, there may be one or more than two air holes <NUM> on the connecting sheet <NUM>.

Optionally, the connecting sheet <NUM> is not provided, and the third air chamber <NUM> and the fourth air chamber <NUM> have openings on inner sides thereof and are connected by means of the sewing thread <NUM>.

Further, as shown in <FIG>, a second protective space <NUM> is reserved between the supporting air chamber <NUM> and the protective air chamber <NUM> on a side away from the human body <NUM>. The second protective space <NUM> is used for reducing injuries caused to children.

Specifically, the supporting air chamber <NUM> includes a first air chamber <NUM> and a second air chamber <NUM>. The first air chamber <NUM> and the second air chamber <NUM> are connected at upper ends thereof, and then separate and extend therefrom to respectively connect to an outer side of the protective air chamber <NUM>.

A second protective space <NUM> is reserved between lower ends of the first air chamber <NUM> and the second air chamber <NUM> and the protective air chamber <NUM> on a side away from the human body <NUM>.

The second protective space <NUM> is located on a side close to a front region of an automobile. The lower ends of the first air chamber <NUM> and the second air chamber <NUM> define left and right boundaries of the second protective space <NUM>. The protective air chamber <NUM> defines a rear boundary of the second protective space <NUM>. An upper boundary of the second protective space <NUM> is the windshield <NUM>. A front boundary is the dashboard.

The second protective space <NUM> is located on the front side of the protective air chamber <NUM>. Upon occurrence of a forward collision, when the human body <NUM> hits against the protective air chamber <NUM>, the protective air chamber <NUM> provides cushioning while exerting large reaction force to the human body <NUM>. The second protective space <NUM> can enhance the cushioning performance of the protective air chamber <NUM>. The protective air chamber <NUM> can deform towards the second protective space <NUM>.

The above arrangement can reduce reaction force exerted by the protective air chamber <NUM> to children aged <NUM>-<NUM> years in out of position (OOP) condition, thereby avoiding serious injuries.

The present invention also provides an automobile. The automobile includes a roof and a dashboard, and further includes the automotive front seat overhead airbag <NUM>. An upper end of the supporting air chamber <NUM> is connected to a gas generator.

The automotive front seat overhead airbag <NUM> in this example is mounted on the roof at a position above the passenger seat for protecting a passenger on the passenger seat.

Claim 1:
An automobile, comprising a roof and a dashboard and an automotive front seat overhead airbag (<NUM>), the automotive front seat overhead airbag (<NUM>) comprising a supporting air chamber (<NUM>) and a protective air chamber (<NUM>) mounted on the roof, wherein
the supporting air chamber (<NUM>) is inflated from the roof towards the dashboard upon inflation, wherein the supporting air chamber (<NUM>) comprises a first air chamber (<NUM>) and a second air chamber (<NUM>), wherein the first air chamber (<NUM>) and the second air chamber (<NUM>) are both tubular, and extend downward from the roof along a windshield upon inflation, wherein lower ends of the first air chamber (<NUM>) and the second air chamber (<NUM>) abut the dashboard upon inflation,
the protective air chamber (<NUM>) is in communication with the supporting air chamber (<NUM>), after the supporting air chamber (<NUM>) is inflated, the protective air chamber (<NUM>) is inflated from the supporting air chamber (<NUM>) towards the human body (<NUM>), wherein the protective air chamber (<NUM>) comprises a third air chamber (<NUM>) and a fourth air chamber (<NUM>), the first air chamber (<NUM>) and the second air chamber (<NUM>) are connected at upper ends thereof and then separate and extend therefrom to respectively connect to outer sides of the third air chamber (<NUM>) and the fourth air chamber (<NUM>), inner sides of the third air chamber (<NUM>) and the fourth air chamber (<NUM>) are in communication with each other, and wherein middle sections of the first air chamber (<NUM>) and the second air chamber (<NUM>) are in communication with the third air chamber (<NUM>) and the fourth air chamber (<NUM>),
a first protective space (<NUM>) is reserved between the supporting air chamber (<NUM>) and the protective air chamber (<NUM>) on a side facing the human body (<NUM>), and the first protective space (<NUM>) corresponds to the head of the human body for protecting the head and neck of the human body (<NUM>), wherein the first protective space (<NUM>) is formed between extended sections of the first air chamber (<NUM>) and the second air chamber (<NUM>) and sides of the third air chamber (<NUM>) and the fourth air chamber (<NUM>) facing the human body (<NUM>).