DE102023111332A1 - vehicle with a restraint device - Google Patents

Abstract

The invention relates to a vehicle with a restraint device (1) for securing a person (3) lying on a bed (2) of the vehicle, wherein the restraint device (1) has at least one upper body airbag (5) designed in an upper body section (4) of the bed (2). In particular, at least one upper body airbag (5) is designed in each of the two longitudinal side regions (12) of the bed (2), wherein each upper body airbag (5) in a triggered state (11) extends from the side regions (12) at least in sections across the bed (10) of the upper body section (4) and these upper body airbags (5) rest against one another at least in sections.

Description

The invention relates to a vehicle with a restraint device for securing a person located on a reclining device of the vehicle, wherein the restraint device has at least one upper body airbag designed in an upper body section of the reclining device.

In conventional motor vehicles, various active and passive safety systems ensure, as far as possible, the greatest possible safety for the vehicle's occupants. These safety systems include seat belts, which can be fitted with active belt tensioners, and airbags, which protect the occupant from the front and, if necessary, from the side. These safety systems have generally proven to be effective. But even with safety systems that have already proven to be effective, efforts are still being made to increase the safety of the occupants.

So is the DE 10 2009 044 688 A1 an airbag device arranged in the area of the roof of a vehicle. The airbag cushion of the airbag device is supported on a hinged flap of a housing in which the airbag cushion is arranged when it is deployed towards the interior of the passenger compartment. The maximum opening angle of the flap is limited so that the airbag cushion unfolds towards an occupant sitting upright on a rear seat of the vehicle.

The use of existing, conventional safety systems is also known from the field of autonomous vehicles that are at least optionally self-driving. US 11 351 949 B2 For this purpose, an autonomous vehicle is to be taken in which the occupants on the front and rear vehicle seats sit facing each other in an upright position on the vehicle seats in the passenger compartment while the vehicle is in operation, with the occupants being secured in the vehicle seats by seat belts. In addition, airbag modules are arranged in the area of the vehicle roof of the vehicle, with a main airbag of an airbag module that deploys or has already deployed from the vehicle roof into the passenger compartment in the event of an accident being supported by a hinged flap of the airbag module and/or a support airbag. The main airbag can have two chambers that are fluidically connected to one another.

However, sitting in an upright position is a forced position that is considered to be less than comfortable, especially in autonomous vehicles where every occupant can basically spend the journey in any way they want, e.g. reading, using audiovisual media or resting or sleeping. In the interests of increased comfort, it therefore makes sense for occupants to be able to spend a journey in a lying position in which the occupant can, for example, sleep comfortably.

However, this reveals the disadvantages of previous, regular safety systems such as seat belts and airbags. These are usually designed in such a way that they can only be secured in an upright or at least almost upright sitting position. This is especially true for a seat belt, which basically only works optimally when the occupant's upper body is moving in the direction of the impact and is essentially in an upright position. Airbags arranged in the dashboard on the passenger side to restrain the head and upper body can also cause serious injuries if the occupant is positioned in an unintended position in the vehicle, for example with their legs resting on the dashboard. Thus, although conventional safety systems are suitable for an occupant sitting in an upright position, they are not or only partially effective for occupants in a lying position.

However, proposed solutions to address this problem are already known from the state of the art.

For this purpose, the DE 10 2019 115 254 A1 an inflatable safety blanket, which also serves to protect an occupant of a motor vehicle who is, among other things, in a lying position. The safety blanket has an airbag arranged between a first blanket layer and a second blanket layer connected to the first blanket layer. The airbag also has several chambers that can be inflatable independently of one another and are thus fluid-tight. These chambers cover different areas of the occupant, such as the legs, the pelvic area and the upper body, and have different pressures when inflated. It is also possible for the inflatable safety blanket with the chambers to be individually manufactured for the occupant based on biometric data. This biometric data can include the occupant's weight, height, upper body height and/or leg length. This biometric data can be made available when the vehicle is purchased and the safety blanket can be individually tailored to the occupant. Other possible ways of implementing the biometric One way to collect data is to use a camera sensor and then analyze the images to obtain the required information. In addition, it is possible for the safety blanket to include a main section and a head protection section to protect the occupant's head. In the non-deployed state, the head protection section is hidden in an upper section of the first blanket layer and the second blanket layer facing the occupant's head and only extends over the occupant's head when the airbag goes into the deployed state. On the one hand, the head protection section can be formed via a head protection chamber of the airbag which is inflatable independently of the rest of the airbag, i.e. independently of the main section. On the other hand, instead of via a chamber of the airbag, the head protection section can be formed via an independent head protection airbag which is inflatable independently of the main airbag.

The above solution for transporting passengers lying down only ensures that passengers in a lying down position are safe, but with little comfort. The disadvantage is that the passenger is always covered to a very high degree by the safety blanket during transport, i.e. including the upper body and especially the arms, which is very uncomfortable, even for a sleeping passenger and especially for a passenger who wants to carry out other activities. In addition, passengers transported lengthways are only protected from slipping by the solutions by the friction between the safety blanket and the passenger, which represents an insufficient level of safety.

Against this background, the invention is based on the object of designing a vehicle with a restraint device of the type mentioned above in such a way that the safety of a person lying down in the vehicle is improved while providing increased comfort.

This object is achieved with a vehicle according to the features of patent claim 1. The subclaims relate to particularly expedient developments of the invention.

According to the invention, a vehicle, preferably a land vehicle, particularly preferably a passenger car, is provided with a restraint device for securing a person who is located on a reclining device of the vehicle, in particular in a lying or highly inclined position. The restraint device has at least one upper body airbag designed in an upper body section of the reclining device.

The upper body section in which the upper body airbag is located is therefore the section of the reclining device in which the upper body of the person lying down on the reclining device is essentially positioned. The section can be predetermined, for example, based on the measurements of the 5th percentile woman and/or the 95th percentile man. It is also conceivable that the reclining device is individually adapted to the person using the reclining device so that the person's upper body is in the upper body section. In principle, the upper body section covers approximately the head-side third of the reclining device or is located in this third.

In particular, according to the invention, at least one upper body airbag is provided in each of the two longitudinal side areas of the reclining device, with each upper body airbag extending in a triggered state, in particular the upper body airbag(s) - at least temporarily - from the side areas, at least in sections across a reclining surface of the upper body section. These upper body airbags, at least two each from different side areas, rest against each other at least in sections. The upper body airbags are in the same longitudinal position in the upper body section of the reclining device and/or are preferably in a state of maximum deployment in the triggered state. The restraint of the person, here in the upper body area, is achieved essentially by frictional forces, i.e. the friction between the upper body airbags and the person and between the person and the reclining device.

The design of the upper body airbags offers the fundamental advantage that the upper body and, for example, the arms of the person can remain uncovered by further safety systems such as a cover element in the form of a safety blanket and such a cover element extends, for example, only from the base of the lower legs to the person's pelvis. This increases the comfort of the person on the reclining device, as their mobility is largely maintained. In addition, the arrangement in the side area of the reclining device, in particular compared to an arrangement on or in a vehicle structure facing the reclining surface of the reclining device, for example located above the reclining device, has the advantage that the person can be provided with significantly more freedom to move and short deployment times can be guaranteed until the upper body airbags are fully deployed. When designed on or in one of the However, for the vehicle structure facing the lying surface of the reclining device, a small distance to the vehicle structure would have to be selected in order to ensure a small volume and thus a short deployment time, or to accept an increased deployment time, which however reduces the safety of the person. In addition, this design of the upper body airbags efficiently contributes to the person being pressed or held in the direction of the reclining device over a large area in the normal direction to the lying surface of the reclining device, in particular along the vertical axis of the vehicle. In the longitudinal direction of the reclining device, one aim can also be to clamp the person's upper body using the two upper body airbags in particular.

In this way, the safety of the person lying down on the vehicle's reclining seat is significantly improved while also providing increased comfort.

One way of improving the retention of the person on the reclining device, in particular by increasing the friction, is to design the upper body airbags with at least one main chamber and at least one secondary chamber. In a further development, the main chamber and the secondary chamber are connected to one another in a fluidic and/or fluid-permeable manner via at least one overflow opening. A respective secondary chamber is arranged on a main chamber in such a way that it is shaped to face the reclining surface when the upper body airbag is triggered. The secondary chamber preferably has a smaller volume than the main chamber and - when triggered - extends essentially over the entire width of the main chamber oriented in the longitudinal direction of the reclining device. The secondary chamber therefore has a more elongated design. By designing the upper body airbags with the two chambers, i.e. main and secondary chambers, a largely homogeneous wrap around the person's upper body is achieved, which means that high normal forces and, as a result, high friction forces act on the upper body.

In an extremely advantageous development of the invention, each of the upper body airbags is also supported in the triggered state on at least one support structure that forms an abutment for the respective upper body airbag. This - passive - support of the upper body airbags can already advantageously increase the forces exerted on the person by the upper body airbags, in particular contact forces or normal forces, so that the restraining forces or the restraining effect are also increased. In a further development of this, the support structure also has at least one support element that is movable relative to the upper body airbag and/or the reclining device. The support structure is preferably arranged on a side of the upper body airbag facing away from the reclining device. Active support of the upper body airbags can advantageously be achieved via the at least one support element that is designed to be movable on the support structure, whereby the restraining of the person on the reclining device in the upper body area is improved and the loads acting on the person in the area of the lower extremities, in particular the legs and/or feet, are reduced.

It is also advantageous if, when the upper body airbags are triggered, at least one support structure per upper body airbag is moved into a pressing position in which at least one support element of the support structure is positioned - at least partially - in the direction of the upper body airbag and/or the reclining device compared to a basic position of the support structure. As a result, the force acting on the person in the pressing position, in particular the pressing and/or normal force on the person, is increased compared to the basic position, since the upper body airbags are actively pressed against the person and/or the reclining device by the support elements. Since the restraint in the upper body area is essentially achieved by frictional forces, i.e. the friction between the upper body airbags and the person and between the person and the reclining device, the frictional force between the upper body airbags, the reclining device and the person is also increased, thus further improving the restraint of the person.

An embodiment of the invention is also considered to be advantageous if the support element or the support elements are arranged on the support structure and/or a vehicle structure of the vehicle in a pivotable and/or linearly movable manner, in particular transversely to a vehicle-fixed vertical axis or parallel to the lying surface of the lying device. Depending on the type, shape, size and/or position of the support element within the vehicle, in particular relative to the upper body airbags, the movement of the support element suitable for the optimal restraint of the person can be provided. In addition, the upper body airbags can be supported along and/or against the vehicle vertical axis, in particular in a vertical direction.

It is also advantageous if a surface area of at least one section of the support structure is designed to be changeable by moving at least one of the support elements of the section, wherein the surface area of the section in the pressing position of the support structure changes compared to a basic position of the support structure. increased, in particular maximum and/or minimal in the basic position. In this way, at least the section of the support structure could be held in a position that takes up little installation space and only moved into the pressing position when required. This is particularly advantageous for support structures that have support elements at least in the section that are not designed as vehicle structures but as dedicated structures that only serve the purpose of supporting the upper body airbags. It would also be conceivable for the support element or elements of the support structure to be designed so that they can be folded out and/or rolled out, for example. Vehicle structures that also serve more than one purpose are, for example, doors and/or pillars, such as the A and/or B pillars, and/or the roof of the vehicle, e.g. designed as a passenger car, or their paneling.

It is also advantageous if at least the section of the support structure, the surface area of which can be changed, has several support elements connected in a common axis of rotation and pivotable relative to one another and/or in relation to one another, so that the support elements form a fan structure in the pressed state, in particular shaped in the manner of a circular sector. Due to the connection in a common axis of rotation, the support structure can advantageously be transferred to the pressed position using just one actuator. For this, the actuator only needs to be connected to just one support element of the section if there is also a connection between the support elements themselves. This connection can be implemented, for example, via a rod.

Furthermore, an embodiment of the invention is to be considered advantageous if the at least section of the support structure, the surface area of which can be changed, has several support elements that can be moved linearly parallel to one another and/or opposite one another, so that the support elements form a slatted curtain structure when pressed together. The slatted curtain structure thus has a substantially rectangular design. This advantageously ensures that the upper body airbag is always supported evenly, regardless of the position in which an upper body airbag is placed on the section of the support structure. In this embodiment, too, it is possible for only one actuator for moving the support elements to be connected to a support element of the section. Preferably, however, two actuators are connected to a support element of the section. There can also be a connection between the support elements themselves, which is again implemented, for example, via a rod.

The support elements of the fan structure and/or the slatted curtain structure would preferably be formed as slats.

It is also advantageous if the support elements of a support structure are connected to one another via a material web applied to the support elements, in particular a fabric web. This advantageously increases the rigidity of the support elements and/or the support structure. In this context in particular, but also in general, it is conceivable that the support elements and/or the support structure are made of a plastic and thus the mass of the support elements and/or the support structure to be moved is also minimized.

In a further development of the invention, at least one movable support element of the respective support structure is advantageously connected to at least one actuator that provides movement of the support element, and the actuator is connected to the support structure and/or a vehicle structure of the vehicle. In this way, the support structures can be advantageously transferred between their positions. A respective actuator can be, for example, a pyrotechnic, pneumatic or electrical actuator. It is also conceivable that an actuator is also controlled in an occupant-adaptive manner in order to set an optimal force, in particular contact force or normal force, for people on the reclining device with different anthropometry, i.e., for example, different weight, different height, different chest circumference, and in particular to avoid overloading the upper body, in this case, for example, the chest. For this purpose, the actuators would be connected to sensors, such as a weight sensor, at least one interior camera and/or at least one airbag pressure sensor.

In a further advantageous embodiment of the invention, it is further provided that the vehicle structure is at least a section of a body component of the vehicle and at least a part of the support structure and/or the support element is at least a section of a trim component of the interior trim of the vehicle. Advantageously, the design of dedicated support structures and/or support elements can thus be dispensed with, which on the one hand makes optimal use of the installation space available in the vehicle and on the other hand also minimizes costs. In this case, the actuator providing the movement of the support elements can also advantageously be arranged between the body component and its trim component or the section of the body component and the section of the trim component and in this case correspondingly connected to the body component and the trim component or the sections of Body component and trim component are connected. In addition to optimal use of installation space, this also results in an attractive, aesthetic appearance of the vehicle interior. One possible design is that several, for example at least or exclusively two sections of the trim component are designed as support elements and are each designed to be movable via at least one actuator. A first section of the trim component can, for example, be arranged on the body component so that it can pivot and a further, second section can be arranged so that it can move linearly. It is conceivable that the sections are designed to be separate from one another or that a predetermined separation point is formed between the sections so that the sections are only separated from one another when they move into the pressing position. The body component can, for example, be a sheet metal structure of a vehicle door and the trim component can be the door panel of the vehicle door.

In a further development of the invention, the lying device also comprises a flexible, in particular pliable and/or tensile, flat cover element which, in a position of use of the cover element, covers at least, but preferably exclusively, a part of the body surface of the person. The cover element is a blanket, preferably a safety blanket or a restraint blanket.

Furthermore, in one embodiment of the invention, it is envisaged that the restraint device has a pelvic airbag arranged in a thigh and/or pelvic section of the reclining device, via which a reclining surface of the reclining device is formed in a triggered state of the pelvic airbag - at least - in some areas, in the thigh and/or pelvic section, towards the interior of the reclining device, in particular at least temporarily in the opposite direction, i.e. protruding outwards. The shaping therefore takes place in the direction of the cover element in the position of use. In the triggered state, the pelvic airbag is preferably in a state of maximum deployment.

The thigh and/or pelvic section in which the pelvic airbag is located is the section of the reclining device in which a transition area between the thigh and pelvis of the person lying down on the reclining device is positioned. This section can in turn be predetermined based on the measurements of the 5th percentile woman and/or the 95th percentile man. It is also conceivable that the reclining device is individually adapted to the person using the reclining device so that the transition area between the thigh and pelvis of the person is in the thigh and/or pelvic section. In principle, the thigh and/or pelvic section covers approximately the middle third of the reclining device or is located in this third.

It is also advantageous if a zone with variable stiffness and/or hardness is formed in the upper body section within the reclining device. On the one hand, this minimizes or even prevents the person's upper body from sinking into the reclining device and, on the other hand, it can generate an additional force on the back, particularly on the person's upper body. This advantageously leads to the upper body airbags and/or the cover element fitting better on the person.

It is also considered advantageous if the zone of variable stiffness and/or hardness is formed by a stiffening device and/or a material with variable stiffness and/or hardness. If the stiffening device is designed as a stiffening airbag, this is a structurally advantageous, simple design of the stiffening device, which is also in line with the arrangement of other airbags such as the upper body airbag and the pelvic airbag, thus implementing an overall concept. This enables, for example, a similar control and a simplified supply chain.

Furthermore, it can be provided that a footrest, which is designed to be movable in particular relative to the reclining device, is arranged on the reclining device at the foot end of the reclining device. The footrest and reclining device can also be connected to one another via an energy absorption element, for example a damping element and/or deformation element.

It is also possible for the reclining device to be movably arranged on a base frame, in particular a chassis and/or a body of the vehicle, in particular a passenger car. The reclining device and the base frame can also be coupled or connected to one another via at least one energy absorption element, for example a damping element and/or deformation element.

• 1a, 1b eine Weiterbildung einer erfindungsgemäßen Rückhaltevorrichtung;
• 2a, 2b eine Ausführungsform der Rückhaltevorrichtung mit einem beweglichen Stützelement je Stützstruktur;
• 3 eine Ausführungsform der Rückhaltevorrichtung mit zwei beweglichen Stützelementen je Stützstruktur;
• 4 eine Ausführungsform der Rückhaltevorrichtung mit in seiner Flächenausdehnung veränderbarem Abschnitt einer Stützstruktur;
• 5a, 5b Ausgestaltungen von in ihrer Flächenausdehnung veränderbaren Abschnitten einer Stützstruktur.

The invention allows for numerous embodiments. To further illustrate its basic principle, several of them are shown in the drawing and are described below. The drawing shows in

• 1a , 1b a further development of a restraint device according to the invention;
• 2a , 2b an embodiment of the restraint device with one movable support element per support structure;
• 3 an embodiment of the restraint device with two movable support elements per support structure;
• 4 an embodiment of the retaining device with a section of a support structure whose surface area can be changed;
• 5a , 5b Designs of sections of a support structure whose surface area can be changed.

The 1a and 1b show a further development of the restraint device 1 according to the invention for arrangement in a vehicle not shown in detail. The restraint device 1 serves to secure the person 3 located on the reclining device 2. For this purpose, the restraint device 1 has two upper body airbags 5 designed in the upper body section 4 of the reclining device 2. In particular, one of the upper body airbags 5 is arranged in each of the two longitudinal side areas 12 of the reclining device 2. The upper body airbags 5, which are in the triggered state 11 and designed in the two longitudinal side areas 12 of the reclining device 2, extend, as shown in the 1b shown again in a head-side view, starting from the side areas 12, in sections across the lying surface 10 of the upper body section 4.

In addition, the restraint device 1 has the flexible, pliable and flat cover element 6, which is designed as a restraint blanket. In the 1 and 2 In the use position 7 of the cover element 6 shown, the cover element 6 covers only a part of the body surface of the person 3 in order to enable the person 3 to lie as comfortably as possible on the reclining device 2. In the use position 7 shown, the cover element 6 is also connected to the reclining device 2 in both longitudinal side areas 12 of the reclining device 2 at three connection points 19, wherein in the 1a only a first connection point 19 is shown. The connection of the cover element 6 with the lying device 2 is carried out in particular via a connecting element 20 per connection point 19, wherein the in 1a The connecting element 20 shown is designed as a combination of force limiter and tightener for the cover element 6. Further connection points 19 comprise connecting elements 20 which are designed only as force limiters or as fixed connectors.

Furthermore, the restraint device 1 in this development comprises the pelvic airbag 9 arranged in the thigh and/or pelvic section 8 in the middle of the reclining device 2, which can be seen in the illustration of the 1a is also in the triggered state 11. The pelvic airbag 9 serves on the one hand to pivot the thighs of the person 3 upwards in order to cause the knees to buckle if the person 3 is displaced forwards relative to the reclining device 2, opposite to the head-side end 27 of the reclining device 2, in the event of an accident. On the other hand, the pelvic airbag 9 also forms a type of wedge or ramp under the pelvis of the person 3 as he or she moves on the reclining device 2, whereby the person 3 is moved into the cover element 6. The increased form-fitting connection between the person 3 and the cover element 6 due to the effect of the pelvic airbag 9 as a ramp and also due to the effect of the bent legs and/or the force of the cover element 6 on the person 3 significantly increase the restraint of the person 3 by means of the cover element 6.

Like the 1a and 1b As can also be seen, the upper body airbags 5 each have the main chamber 14 and the secondary chamber 15, wherein the main chamber 14 and the secondary chamber 15 are connected in a fluid-permeable manner via several, here in particular three overflow openings 16. A respective secondary chamber 15 is also arranged on the main chamber 14 in such a way that it is shaped to face the lying surface 10 in the triggered state 11. The secondary chambers 15 have a smaller volume than the main chambers 14 and extend almost over the entire width of the main chambers 14 oriented in the longitudinal direction of the lying device 2 and thus have a rather elongated design.

In this further development, the upper body airbags 5 are further designed via the secondary chambers 15 in such a way that they also take over the restraint of the head of the person 3, as in particular in the 1b Furthermore, the design of the upper body airbags 5 with the main chamber 14 and the secondary chamber 15 achieves a homogeneous wrap around the upper body of the person 3, wherein the upper body airbags 5 and the secondary chambers 15 rest against one another at least in sections and thus exert high normal forces F on the upper body of the person 3.

The normal forces F acting on the person 3 can also be increased by the stiffening airbag 23 integrated in the upper body section 4 of the reclining device 2. In particular, the stiffening airbag 23 in the triggered state 11 can be used to minimize or even prevent the upper body of the person 3 from sinking into the reclining device 2 and, on the other hand, to apply additional normal forces F to the rear. the upper body of the person 3. This leads to an improved fit of the upper body airbags 5 and the cover element 6 on the person 3.

From the 2a to 4 Further embodiments of the restraint device 1 are now apparent. In these embodiments, each of the upper body airbags 5 is supported in its deployment state 11 on a support structure 13 forming an abutment for the respective upper body airbag 5. The support structures 13, which are each arranged laterally and/or in the direction of the vehicle-fixed vertical axis 29 above the reclining device 2, have at least one support element 17, which is movable relative to the upper body airbag 5, which is in particular in the deployment state 11, and also to the reclining device 2. The transfer of the upper body airbags 5 into their deployment state 11 takes place by the flow S of the gas deploying the upper body airbags 5, which is in the 2a to 4 indicated by arrows. The gas is generated by the gas generators 28.

In particular, in the deployment state 11 of the upper body airbags 5, at least one support structure 13 for each upper body airbag 5 is transferred to a pressing position 19. In this pressing position 19, the pressing force exerted by the upper body airbags 5 on the person 3 located on the reclining device 2, here the pressing force from the 1b known normal force F, is increased compared to the basic position 20 of the support structures 13. This is due to the fact that in the pressing position 19 at least one support element 17 of the respective support structure 13 is positioned in the direction of the upper body airbag 5 supported by the support structure 13 or the reclining device 2 compared to the basic position 20 of the support structure 13 and as a result the respective upper body airbag 5 is pressed more strongly in the direction of the reclining device 2 or the person 3 against which the upper body airbag 5 rests with its side facing away from the support structure 13. This also applies to the 4 known embodiment of the restraint device 1, in which the support elements 17 are moved transversely to the vehicle vertical axis 29 or parallel to the lying device 2 and in the direction of the vehicle vertical axis 29 above the lying device 2 and are thus delivered to the lying device 2. The basic position 20 of the support structures 13 is in the 2a to 3 shown in dashed lines.

The movement B of the support elements 17 when moving from the basic position 20 to the contact position 19 is effected by the actuators 25 and is in the 2a to 5b indicated by arrows.

Here, a respective actuator 25 in the embodiments of the restraint devices 1 of the 2a to 3 on the one hand with the support element 17 to be moved and on the other hand with a vehicle structure 18 on which the actuator 25 is supported and is accordingly arranged between the support element 17 and the vehicle structure 18.

The embodiment of the restraint device 1 of the 2a and 2b is designed in particular in such a way that only one support element 17 of the respective support structures 13 arranged on both sides of the long sides of the bed 2 is articulated in a movable and pivotable manner to the further, stationary support element 17 of the support structure 13 via the joint 35. The pivotable support element 17 is the upper support element 17 in the direction of the vehicle vertical axis 29 and thus further away from the bed 2. The actuators 25 of the embodiment of the 2a are electromechanical lifting cylinders 31, the actuators 25 of the embodiment of the 2b pyrotechnic actuators 25 in the form of airbags 32.

In the embodiment of the restraint device 1 of 3 the respective support structure 13, however, has two movable support elements 17. In this case, however, the respective upper support element 17, again in the direction of the vehicle's vertical axis 29, is pivotably connected to a respective vehicle structure 18 on one side, e.g. via a film hinge, and the respective lower support element 17 in the direction of the vehicle's vertical axis 29 is pivotably connected to a respective vehicle structure 18 on two sides via the joints 35. The respective lower support element 17 is aligned - essentially - parallel to the vehicle structure 18 due to the two-sided articulation during movement B. In this way, a higher contact pressure is also exerted on the person 3 from the side.

The vehicle structure 18 is in the embodiments of the restraint device 1 of 2a to 3 as a body component 26 of the vehicle, here the sheet metal structure of a vehicle door, and the support elements 17 as a section of the trim component 30 of the interior trim of the vehicle, here the door trim of the vehicle door.

In the embodiment of the restraint device 1 of 4 Only the stationary support element 17 of the support structure 13 is designed as a panel component 30, here as a door panel. In addition, the support structure 13 has the section 21, which is made up of several support elements 17. Here, the surface area of the section 21 of the support structure 13 is designed to be variable by moving B one of the support elements 17 of the section 21, wherein the surface area of the section 21 in the illustrated pressing position 19 of the support structure 13 is maximum. As already explained above, the support elements 17 of the section 21 are movable transversely to the vehicle vertical axis 29 or parallel to the lying device 2, wherein the support elements 17 of the section 21 arranged in the direction of the vehicle vertical axis 29 above the lying device 2 are moved from a basic position of the support structure 13 (not shown in detail) to the transition to the pressing position 19 starting from the stationary support element 17 and are thereby advanced towards the lying device 2.

From the 5a and 5b This includes the design of section 21 of the plan, which can be changed in its area, 4 support structure 13 shown.

The 5a indicates a first embodiment of the section 21, in which the section 21 has several support elements 17 connected in a common axis of rotation 22, which can pivot relative to one another and/or opposite one another, so that the support elements 17 form the fan structure 34 in the pressing position 19. In order to move all of the support elements 17 of the section 21, only one of the support elements 17 is connected to the actuator 25 supported on the vehicle structure 18. In order to ensure the movement B of all of the support elements 17, the support elements 17 are connected to one another via, among other things, the material web 33 applied to the support elements 17, in this case a fabric web, and a rod.

The 5b a second embodiment of section 21 can be seen, wherein this has several support elements 17 that can be moved linearly parallel to one another and/or opposite one another, so that the support elements 17 form the slatted curtain structure 24 in the pressing position 19. In order to move all of the support elements 17, only one of the support elements 17 is connected to two actuators 25 in order to effect a linear movement B of the support elements 17. In order to also ensure the movement B of all of the support elements 17, the support elements 17 are connected to one another, among other things, via the material web 33 applied to the support elements 17, in this case a fabric web.

In the two versions of Sections 21 of the 5a and 5b The support elements 17 are in the basic position (not shown in detail) of the 4 The support structure 13 shown is arranged between the stationary support element 17 designed as a cladding component 30 and the vehicle structure 18 designed as a body component 26.

list of reference symbols

1

restraint device

2

reclining facility

3

person

4

upper body section

5

upper body airbag

6

cover element

7

usage position

8

thigh and/or pelvic section

9

pelvic airbag

10

lying surface

11

trigger state

12

side area

13

support structure

14

main chamber

15

side chamber

16

overflow opening

17

support element

18

vehicle structure

19

contact pressure position

20

basic position

21

Section

22

axis of rotation

23

stiffening airbag

24

slatted curtain structure

25

actuator

26

body component

27

head end

28

gas generator

29

vehicle vertical axis

30

cladding component

31

lifting cylinder

32

airbag

33

material web

34

subject structure

35

joint

B

Move

F

normal force

S

flow

QUOTES INCLUDED IN THE DESCRIPTION

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Cited patent literature

• DE 102009044688 A1 [0003]
• US 11351949 B2 [0004]
• DE 102019115254 A1 [0008]

Claims (10)

Vehicle with a restraint device (1) for securing a person (3) located on a reclining device (2) of the vehicle, wherein the restraint device (1) has at least one upper body airbag (5) designed in an upper body section (4) of the reclining device (2), characterized in that at least one upper body airbag (5) is designed in each of the two longitudinal side regions (12) of the reclining device (2), wherein each upper body airbag (5) in a triggered state (11) extends from the side regions (12) at least in sections across the reclining surface (10) of the upper body section (4) and these upper body airbags (5) rest against one another at least in sections. vehicle after claim 1 , characterized in that each of the upper body airbags (5) in the triggered state (11) is supported on at least one support structure (13) forming an abutment for the respective upper body airbag (5), wherein the support structure (13) has at least one support element (17) which is movable relative to the upper body airbag (5) and/or the reclining device (2). vehicle after claim 1 or 2 , characterized in that in the deployment state (11) of the upper body airbags (5), at least one support structure (13) per upper body airbag (5) is displaced into a pressing position (19) in which at least one support element (17) of the support structure (13) is at least partially advanced in the direction of the upper body airbag (5) and/or the reclining device (2) relative to a basic position (20) of the support structure (13). Vehicle according to at least one of the preceding claims, characterized in that the support element (17) or the support elements (17) is or are arranged pivotably and/or linearly movable on the support structure (13) and/or a vehicle structure (18) of the vehicle. Vehicle according to at least one of the preceding claims, characterized in that a surface area of at least one section (21) of the support structure (13) is designed to be changeable by moving (B) at least one of the support elements (17) of the section (21), wherein the surface area of the section (21) in the pressing position (19) of the support structure (13) is increased compared to a basic position of the support structure (13). Vehicle according to at least one of the preceding claims, characterized in that the at least section (21) of the support structure (13), which is variable in its surface area, has a plurality of support elements (17) connected in a common axis of rotation (22) and pivotable relative to one another and/or relative to one another, so that the support elements (17) form a fan structure (34) in the pressing position (19). Vehicle according to at least one of the preceding claims, characterized in that the at least section (21) of the support structure (13) which is variable in its surface area has a plurality of support elements (17) which are linearly movable parallel to one another and/or relative to one another, so that the support elements (17) form a slatted curtain structure (24) in the pressing position (19). Vehicle according to at least one of the preceding claims, characterized in that the support elements (17) of at least one section (21) of a support structure (13) are connected to one another via a material web (33) applied to the support elements (17). Vehicle according to at least one of the preceding claims, characterized in that at least one movable support element (17) of the respective support structure (13) is connected to at least one actuator (25) providing the movement (B), and the actuator (25) is connected to the support structure (13) and/or a vehicle structure (18) of the vehicle. Vehicle according to at least one of the preceding claims, characterized in that the vehicle structure (18) is at least a portion of a body component (26) of the vehicle and at least a part of the support structure (13) and/or the support element (17) is at least a portion of a trim component (30) of the interior trim of the vehicle.

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