Stitch patterns for restraint-mounted airbags and associated systems and methods

Abstract

Stitch patterns for inflatable personal restraint systems and associated systems and methods. A stitch pattern between a web of a restraint and an airbag mounted to the restraint has a continuous, or curvilinear pattern to reduce stress concentrations. The stitch pattern can be applied to the web, the airbag, and a gas tube in a single stitching procedure.

Description

TECHNICAL FIELD

The following disclosure relates generally to stitch patterns for use with inflatable personal restraint systems, and associated systems and methods.

BACKGROUND

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.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top isometric view of a fastening system for attaching an airbag to a restraint configured according to embodiments of the present disclosure.

FIG. 2 is a top view of the fastening system of FIG. 1.

FIG. 3A is a bottom isometric view of the fastening system of FIG. 1.

FIG. 3B is another bottom isometric view of the fastening system of FIG. 1.

DETAILED DESCRIPTION

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 FIGS. 1-3B to provide a thorough understanding of various embodiments of the disclosure. Other details describing well-known structures and systems often associated with airbags, restraint systems, etc., however, are not set forth below to avoid unnecessarily obscuring the description of the various embodiments of the disclosure.

FIG. 1 is a top isometric view of a fastening system 100 for attaching an airbag 110 to a personal restraint 120 configured according to embodiments of the present disclosure. In some embodiments, the restraint 120 can be a seatbelt (e.g. lap belt, shoulder strap, etc.) for an aircraft. In other embodiments, the restraint 120 can be a seatbelt or other restraint for another vehicle such as an automobile or watercraft. The restraint 120 can include a flexible web 122, such as a woven nylon web. In some embodiments, the web is approximately 1.92 inches wide. The airbag 110 can be formed from a first layer of material 110a (“first layer 110a”) and a second layer of material 110b (“second layer 110b”) sewn or glued together along an outer seam in a conventional manner. In selected embodiments, the first and second layers of material 110a, 110b are sheets of conventional airbag material, such as woven nylon fabric that may be coated with fire-resistant material and a lubricating substance as is known in the art. Only a small, cut-away portion of the second layer 110b is shown to avoid obscuring the fastening system 100. A space between the first and second layers 110a, 110b defines an interior of the airbag 110. The airbag 100 can include a gas tube 112 that is aligned with the web 122 and enters the airbag 110 through a slit 106 in the first layer 110a. The gas tube 112 can include gas exit ports 114 at an end portion 112a of the gas tube 112 that are positioned between the first layer 110a and the second layer 110b within the interior space of the airbag 110. When the airbag 110 deploys, the gas tube 112 inflates the airbag 110 rapidly in response to a signal from a corresponding controller.

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.

FIG. 2 is a top view of the fastening system 100 according to embodiments of the present disclosure in which the second layer 110b is not shown. The curved rows of stitches 103 and 105 that make up the stitch patterns 102, 104 can be formed in many different shapes. For example, the first stitch pattern 102 can be curvilinear without having a distinct oval or elliptical shape. In some embodiments, the first stitch pattern 102 can form a single, eccentric, spiraling stitch pattern. The first stitch pattern 102 can be elliptical, having a major axis A and a minor axis B. The major axis A is generally parallel with the length of the web 122, and the minor axis B is generally perpendicular to the major axis A. As defined by general geometric principles, an ellipse is defined by two points called foci, and the elliptical shape is defined as a series of points wherein the distance from any point on the ellipse to the first focus, to the second focus, and back to the point is the same distance for all the points in the ellipse. In some embodiments, at least one row of stitches of the first stitch pattern 102 defines an ellipse having two foci 115, and the circular rows of stitches 105 of the second stitch pattern 104 are centered on the foci 115. The first stitch pattern 102 can also include other rows of stitches 103 that may depart from the strict geometrical definition of an ellipse centered on the foci 115. Some of the other rows of stitches 103 can be larger than the ellipse, and some can be smaller. In some embodiments, each row of stitches 103 can be positioned a constant distance from an adjacent (larger or smaller diameter) row of stitches 103.

FIG. 3A is an isometric view of the fastening system 100 comprising concentric rows of stitches 103 in the first stitch pattern 102 configured according to embodiments of the present disclosure showing an underside of the web 122 and the first layer 110a of the airbag 110. In some embodiments, the first stitch pattern 102 can be sewn into the web 122 and the first layer 110a before attaching the gas tube 112 via the second stitch pattern 104 (shown in FIGS. 1 and 2) or with another attachment mechanism. FIG. 3B is an isometric view showing the underside of the web 122 after the gas tube 112 has been added and stitched to the web 122 and airbag 110 with the stitches 105 forming the second, circular stitch pattern 104.

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.

Claims

1. A personal restraint system for use in a vehicle, the restraint system comprising: a web configured to extend around a portion of an occupant seated in the vehicle;an airbag;a gas tube configured to deliver gas to the airbag; anda fastening system attaching the airbag to the web, wherein the fastening system includes a plurality of curved rows of stitches extending through the airbag and the web, and wherein at least one individual stitch passes through the airbag, the web and the gas tube.

2. The personal restraint system of claim 1 wherein the curved rows define an oval shape having a major axis and a minor axis, and wherein the major axis is at least generally aligned with a longitudinal direction of the web and the minor axis is at least generally perpendicular to the major axis.

3. The personal restraint system of claim 2 wherein the curved rows are concentric oval-shaped rows of stitches.

4. The personal restraint system of claim 1 wherein an angle between any two consecutive stitches is less than approximately 10°.

5. The personal restraint system of claim 1 wherein the fastening system includes a row of stitches forming a spiral.

6. The personal restraint system of claim 1 wherein the curved rows of stitches are continuous with no corners at a periphery of the curved rows of stitches.

7. The personal restraint system of claim 1 wherein the airbag comprises a textile having warp threads oriented at an angle relative to a length of the web.

8. The personal restraint system of claim 7 wherein the angle is between about 0° and 90°.

9. The personal restraint system of claim 1 wherein the airbag comprises a first textile layer having warp threads oriented in a first direction and a second textile layer having warp threads oriented in a second direction different from the first direction.

10. A personal restraint system for use in a vehicle, the restraint system comprising: a web configured to extend around a portion of an occupant seated in the vehicle;an airbag; anda fastening system attaching the airbag to the web, wherein the fastening system includes a plurality of curved rows of stitches extending through the airbag and the web, wherein the curved rows of stitches have an elliptical shape having two foci, and wherein the curved rows of stitches further comprise individual circular stitches at least approximately centered on the individual foci.

11. A method of constructing a vehicle restraint having an airbag, the method comprising: positioning a gas delivery tube within the airbag, the gas delivery tube having at least one gas delivery hole positioned within the airbag;aligning a web of the vehicle restraint with the airbag and the gas delivery tube; andstitching thread through the web, the airbag, and the gas delivery tube in a plurality of curvilinear rows of stitches, wherein at least one individual stitch passes through the web, the airbag and the gas delivery tube.

12. A method of constructing a vehicle restraint having an airbag, the method comprising: positioning a gas delivery tube within the airbag, the gas delivery tube having at least one gas delivery hole positioned within the airbag;aligning a web of the vehicle restraint with the airbag and the gas delivery tube; andstitching thread through the web, the airbag, and the gas delivery tube in a plurality of curvilinear rows of stitches, wherein stitching thread through the web, the airbag, and the gas delivery tube comprises stitching a concentric spiral-shaped row of stitches through the web, the airbag, and the gas delivery tube in a single stitch procedure.

13. A method of constructing a vehicle restraint having an airbag, the method comprising: positioning a gas delivery tube within the airbag, the gas delivery tube having at least one gas delivery hole positioned within the airbag;aligning a web of the vehicle restraint with the airbag and the gas delivery tube; andstitching thread through the web, the airbag, and the gas delivery tube in a plurality of curvilinear rows of stitches, wherein stitching thread through the web, the airbag, and the gas delivery tube comprises stitching a plurality of discrete, concentric, oval-shaped rows of stitches through at least the web and the airbag in a single stitch procedure.

14. A method of constructing a vehicle restraint having an airbag, the method comprising: positioning a gas delivery tube within the airbag, the gas delivery tube having at least one gas delivery hole positioned within the airbag;aligning a web of the vehicle restraint with the airbag and the gas delivery tube; andstitching thread through the web, the airbag, and the gas delivery tube in a plurality of curvilinear rows of stitches, wherein stitching thread through the web and the airbag comprises stitching a plurality of curvilinear rows of stitches comprising concentric, oval-shaped rows of stitches, and wherein stitching thread through the gas delivery tube comprises stitching thread in a discrete circular pattern of stitches through the web, the airbag, and the gas delivery tube, and further wherein the circular pattern of stitches is positioned within the concentric, oval-shaped stitches.

15. A method of constructing a vehicle restraint having an airbag, the method comprising: positioning a gas delivery tube within the airbag, the gas delivery tube having at least one gas delivery hole positioned within the airbag;aligning a web of the vehicle restraint with the airbag and the gas delivery tube;fixing the web, the airbag, and the gas delivery tube in a jig; andstitching thread through the web, the airbag, and the gas delivery tube in a plurality of curvilinear rows of stitches.

16. A vehicle restraint, comprising: a web configured to restrain a passenger in the vehicle;an airbag stitched to the web with a plurality of first individual stitches forming a first curvilinear pattern, wherein the first individual stitches comprise generally straight stitches, and further wherein an angle between any two consecutive individual stitches is less than about 10°; anda gas delivery tube stitched to the airbag and to the web with a plurality of second individual stitches forming a second curvilinear pattern, wherein the gas delivery tube comprises a gas exit port positioned within the airbag, and wherein at least one individual stitch passes through the web, the airbag and the gas delivery tube.

17. The vehicle restraint of claim 16 wherein the angle between any two consecutive individual stitches is less than about 5°.

18. The vehicle restraint of claim 16 wherein the first curvilinear pattern comprises a plurality of concentric ovals.

19. The vehicle restraint of claim 16 wherein the first curvilinear pattern comprises a spiral.

20. The vehicle restraint of claim 16 wherein the first individual stitches pass through the web, the airbag, and the gas delivery tube.

21. The vehicle restraint of claim 16 wherein the first individual stitches pass through the web and the airbag, and wherein the second individual stitches pass through the web, the airbag, and the gas delivery tube.

22. The vehicle restraint of claim 16 wherein the web is configured to restrain a passenger in an aircraft.

23. The vehicle restraint of claim 16 wherein the first stitch pattern does not overlap with the second stitch pattern.