Patent Application
20120261911
The following disclosure relates generally to stitch patterns for use with inflatable personal restraint systems, and associated systems and methods.
Although a seat belt will generally restrain a person during an accident or similar event in a car, aircraft, or other vehicle, an airbag can provide additional protection. In cars, for example, airbags can deploy from the steering column, dashboard, side panel, etc., to protect the driver and/or passenger(s). During a sudden deceleration of the car, such as in a collision, the airbag rapidly inflates and deploys in front of, or to the side of, the driver and/or passenger(s). An airbag positioned in the steering column, for example, can expand in front of the driver to cushion his torso and head. The airbag can prevent the driver's head from hitting the steering wheel, and can also reduce the likelihood of whiplash.
Although the airbags described above are common in automobiles, other types of airbags are used in other types of vehicles. These other types of airbags are useful because airbags that deploy from a specific location in an automobile (e.g., from the steering column) may not be as effective in other types of vehicles, or for occupants in different locations in a vehicle. To accommodate different vehicles and different occupant positions, airbags have been developed that deploy from seat belts. Such airbags can deploy from, for example, a lap belt and/or shoulder belt to provide additional protection during a sudden deceleration. Seat belt-deployable airbags can be used in various types of vehicles, including land-based vehicles, aircraft, etc.
Due to the variety of ways in which a seatbelt can be oriented or twisted during use or during a crash, airbags affixed to seatbelts can experience different stresses at attachment points than airbags mounted to rigid structures such as a steering wheel or a doorframe. Moreover, the process of attaching an airbag to a seatbelt and packaging the airbag can also be time-consuming and labor-intensive.
The present disclosure describes fastening systems for attaching an airbag to a personal restraint, such as a seatbelt, and associated systems and methods. Many specific details are set forth in the following description and in
In selected embodiments, the fastening system 100 includes a first stitch pattern 102 formed of a series of individual stitches 103 arranged in rows or paths, with the stitches 103 passing through the first layer 110a and the web 122 to attach the airbag 110 to the web 122. The first stitch pattern 102 can be made with the stitches 103 arranged in curved stitch paths that mitigate stresses caused during a crash or other similar event by eliminating stress concentrations that can be caused at a corner of a stitch pattern. In particular, the first stitch pattern 102 can include several concentric, elliptical, curvilinear, or oval-shaped rows of stitches 103. In other embodiments, the first stitch pattern 102 includes a spiral pattern of stitches 103. Alternatively, the first stitch pattern 102 can include circular rings or rows of stitches 103. The individual stitches 103 are generally straight due to the nature of stitches, wherein each stitch 103 is a small segment of thread pulled taut (and therefore straight) between two small holes in the web 122 made by a needle (not shown). The thread can be nylon or another suitable material. The first stitch pattern 102 of the present disclosure can be made up of several discrete stitches 103 in a line, row, or path having straight sections and curves but without sharp corners. In some embodiments, an angle between each consecutive stitch is no greater than approximately 10°. In other embodiments, the angle between each consecutive stitch is between approximately 3° and 23°. In some embodiments, the first stitch pattern 102 is approximately 2.5 inches by 1 inch. Other aspect ratios and dimensions are also possible. Some conventional stitch patterns have sharp corners, such as right angles or other, even more acute angles that can contribute to failure of a fastening system because the angled stitch pattern may cause a stress concentration. The continuous or curvilinear shape of the first stitch pattern 102 mitigates stress concentrations and therefore strengthens the fastening system 100 even when stress is applied from an unexpected direction.
In some embodiments, the first layer 110a and/or the second layer 110b can be made of a textile material having interwoven warp threads and transverse weft (or fill) threads. The warp threads can be oriented in any direction relative to the length of the web 122. Orienting the warp threads away from alignment with the length of the web 122 can provide additional strength to the layers 110a, 110b, but can cause some waste material when the layers 110a, 110b are cut to shape. In some embodiments, the additional strength is needed and thus the cost of the waste material is acceptable. In some embodiments, the airbag 110 can include a first thread orientation for the first layer 110a, and a second, different thread orientation for the second layer 110b.
In general, a stitch in a textile is strongest when the stitch is transverse to the warp threads, and weakest when the stitch is parallel with the warp threads. Orienting all the stitches 103 transverse to the warp threads, however, is both impractical and can cause a stress concentration at each of the stitches 103. The first stitch pattern 102, including stitches 103 of various angles in a continuous, curvilinear formation, offers the additional advantage of increased strength independent of the orientation of the warp threads of the layers 110a, 110b. Whether an angle between the warp threads and the length of the web 122 is zero, 45°, 90° or any other suitable orientation, at least some of the stitches 103 are transverse to the warp threads. Accordingly, the first stitch pattern 102 can be used with layers 110a, 110b having any desired warp thread orientation without weakening the bond between the web 122 and the airbag 110.
The fastening system 100 can also include a second stitch pattern 104 formed of stitches 105 to attach an end portion 112a of the gas tube 112 to the airbag 110 and the web 122. The stitches 105 of the second stitch pattern 104 can be similar to the stitches 103 of the first stitch pattern 102. Similar to the first stitch pattern 102, the second stitch pattern 104 can include curved rows (e.g. circular rows) of stitches 105 to mitigate stress concentrations in the fastening system 100. In further embodiments, the second stitch pattern 104 can pass through the web 122, the first layer 110a, and the gas tube 112. In some embodiments, the first stitch pattern 102 and the second stitch pattern 104 do not overlap, and thus none of the stitches 103 overlap with the stitches 105. Either or both of the first stitch pattern 102 and the second stitch pattern 104 can be made in a single stitching procedure. For example, a jig can temporarily hold the web 122, the first layer 110a, and the gas tube 112 in a suitable alignment before the first and/or second stitch pattern 102, 104 is sewn.
Many of the details and features shown in the Figures are merely illustrative of particular embodiments of the disclosure. Accordingly, other embodiments can have other details and features without departing from the spirit and scope of the present disclosure. In addition, those of ordinary skill in the art will understand that further embodiments can be practiced without several of the details described below. Furthermore, various embodiments of the disclosure can include structures other than those illustrated in the Figures and are expressly not limited to the structures shown in the Figures. Moreover, the various elements and features illustrated in the Figures may not be drawn to scale.
From the foregoing, it will be appreciated that specific embodiments have been described herein for purposes of illustration, but that various modifications may be made without deviating from the spirit and scope of the various embodiments of the disclosure. For example, the attachment stitch patterns for the restraint systems described above can include different patterns, including different curvilinear patterns in addition to those illustrated in the Figures. Moreover, specific elements of any of the foregoing embodiments can be combined or substituted for elements in other embodiments. For example, the stitches 103 of the first stitch pattern 102 can be different than the stitches 105 of the second stitch pattern. Also, the restraint assemblies described can be implemented in a number of other non-automobile or non-aircraft systems. Certain aspects of the disclosure are accordingly not limited to automobile or aircraft systems. Furthermore, while advantages associated with certain embodiments of the disclosure have been described in the context of these embodiments, other embodiments may also exhibit such advantages, and not all embodiments need necessarily exhibit such advantages to fall within the scope of the invention. Accordingly, the disclosure is not limited except as by the appended claims.
