Related Application

[0001] This application claims the benefit of U.S. Provisional Application Serial Number 62/585,571 , which was filed on November 14, 2017.

Background

[0002] It is known to provide an inflatable vehicle occupant protection device, such as an air bag, for helping to protect an occupant of a vehicle. Air bags are deployable in response to the occurrence of an event for which occupant protection is desired, such as an impact to the vehicle, a vehicle collision, a vehicle rollover, or a combination thereof. Frontal collisions refer to collision events in which a vehicle experiences an impact at the front of the vehicle. These frontal collisions cause front seat vehicle occupants to move forward in the vehicle toward structures, such as the steering wheel (driver side occupant) and/or the instrument panel (passenger side occupant).

[0003] Frontal collisions of a vehicle can occur as a result of the vehicle travelling forward into an object, such as another vehicle, a tree, a pole, etc. Frontal collisions can also occur as a result of a stationary vehicle being impacted at the front by another vehicle. Frontal collisions can further occur as a result of two or more moving vehicles moving toward each other in a“head on” impact.

[0004] To help protect occupants of vehicles involved in frontal collisions, the vehicle can be equipped with driver frontal air bags. On the passenger side of the vehicle, driver frontal air bags are typically deployed from a housing located within the instrument panel of the vehicle. Because the occupant on the passenger side is not charged with operating the vehicle, the passenger driver frontal air bag can be configured to cover a large area in front of the front passenger seat, i.e., the instrument panel, windshield, etc., and can extend laterally, in both outboard and inboard directions in the vehicle, for example, from adjacent the passenger door to the centerline of the instrument panel or beyond.

[0005] On the driver side of the vehicle, driver frontal air bags are typically deployed from a housing located within the steering wheel. Because the occupant on the driver side is charged with operating the vehicle, the driver frontal air bag has to be configured with this in mind. For example, the operator may not be steering the vehicle in a straight forward direction at the time of the collision and, therefore, the steering wheel can be rotated when the air bag deploys. Because of this, steering wheel mounted air bags typically have a round/circular cushion configuration that coincides with the position and attitude of the steering wheel. Additionally, the driver frontal air bag must be configured taking into account that the operator of the vehicle will likely have one or both hands on the steering wheel at the time a collision takes place. Because of this, the steering wheel mounted air bag can be configured to have a diameter that is selected to provide adequate frontal impact protection while avoiding air bag deployment into contact with the operator’s hands and arms.

[0006] One particular type of collision for which an air bag may be deployed can be referred to as an oblique collision. Oblique collisions are considered generally to be any non-frontal, i.e. , any non-zero degree angle, vehicle collision. In its simplest form, a frontal, zero degree angle vehicle collision would involve a vehicle impacting, for example, a flat brick wall when the vehicle is travelling at a straight forward direction perpendicular to that wall. As a result of this impact, the occupant would move forward in a direction parallel to the vehicle axis and the direction of forward vehicle travel into contact with the deployed air bag. From this, it follows that an oblique collision, i.e., a non-frontal or non-zero angle collision, would be any collision scenario that results in the occupant moving relative to the central vehicle axis and direction of forward vehicle travel in a direction that is not parallel to the axis of straight forward vehicle travel.

[0007] Oblique collisions can occur in a variety of scenarios. For example, a vehicle travelling in a straight forward direction colliding with an angled surface, such as another vehicle oriented in a non-parallel manner, would be considered an oblique collision. As another example, an offset collision in which a vehicle collides with an object, such as another vehicle, that is offset laterally would be considered an oblique collision. This would be the case, for instance, in a vehicle collision in which the front passenger side bumper strikes the rear driver side bumper of another vehicle. As a further example, vehicles colliding when travelling in directions that are not parallel, i.e., at an angle, would be considered an oblique collision.

[0008] Additionally, in oblique collision scenarios causing forward-inboard movement of a seatbelt restrained occupant, whether a driver seat occupant or a passenger seat occupant, the movement of the occupant is in a direction that escapes the shoulder belt portion of the seatbelt. By“escapes,” it is meant to refer to the fact that the shoulder belt restraint extends downward and inward from the outboard shoulder across the torso and around the inboard hip. This being the case, forward-inboard occupant movement can cause the occupant’s torso to slip out from behind the shoulder belt, thereby becoming partially unbelted or unrestrained.

[0009] Because the size and extent of the steering wheel air bag is limited, the occurrence of an oblique collision presents unique challenges from an occupant safety perspective. This is because an oblique collision produces occupant movements in the vehicle that are also oblique, that is, the occupant moves obliquely relative to a central axis of the steering wheel and steering wheel mounted air bag. This movement can be forward-outboard (i.e., toward the door) or forward-inboard (i.e., toward the vehicle centerline). Forward-outboard movement of a driver seat occupant in response to an oblique collision can be handled through the deployment of known side or lateral air bag structures, such as side curtains, door mounted side air bags, seat mounted side air bags, pillar mounted side air bags. Conventional air bag structures do not, however, cover for forward-inboard movement of a driver seat occupant. Additionally, forward-inboard moving occupants can escape the shoulder belt portion of the seatbelt, which presents further challenges.

[0010] Additionally, because the passenger air bag necessarily occupies a large volume, it can be challenging to provide the desired area of coverage within the necessary air bag deployment time. Since the passenger air bag is typically deployed centrally from the instrument panel, i.e., directly in front of the passenger side occupant, it can be difficult to configure the air bag to expand laterally to provide coverage for the passenger side occupant in the case of an oblique collision, while at the same time meeting deployment time requirements. SUMMARY

[0011] According to one aspect, a vehicle safety system includes a steering wheel mounted driver frontal air bag and an oblique air bag configured to be mounted in an instrument panel or steering column of the vehicle. The oblique air bag is inflatable to a deployed position in which at least a portion of the oblique air bag is positioned between the driver frontal air bag and the instrument panel such that the oblique air bag supports the driver frontal air bag against a driver penetrating the driver frontal air bag in a direction that is oblique with respect to the forward direction of vehicle travel.

[0012] According to another aspect, alone or in combination with any other aspect, the safety system can also include an instrument panel mounted passenger frontal air bag. The oblique air bag can be inflatable to a deployed position in which at least a portion of the oblique air bag is positioned between the passenger frontal air bag and the instrument panel such that the oblique air bag supports the passenger frontal air bag against a passenger penetrating the passenger frontal air bag in a direction that is oblique with respect to the forward direction of vehicle travel.

[0013] According to another aspect, alone or in combination with any other aspect, the deployed position of the oblique air bag can be between the driver frontal air bag and the passenger frontal air bag.

[0014] According to another aspect, alone or in combination with any other aspect, the oblique air bag can engage inboard positioned portions of the driver frontal air bag and the passenger frontal air bag.

[0015] According to another aspect, alone or in combination with any other aspect, the passenger frontal air bag can support the oblique air bag against moving away from an impacting driver moving obliquely inboard in the vehicle.

[0016] According to another aspect, alone or in combination with any other aspect, the steering wheel can support the oblique air bag against moving away from an impacting passenger moving obliquely inboard in the vehicle. [0017] According to another aspect, alone or in combination with any other aspect, the oblique air bag and the driver frontal air bag inflate into engagement with each other.

[0018] According to another aspect, alone or in combination with any other aspect, the oblique air bag when inflated can displace the driver frontal air bag laterally outboard in the vehicle.

[0019] According to another aspect, alone or in combination with any other aspect, the oblique air bag and the passenger frontal air bag can inflate into engagement with each other.

[0020] According to another aspect, alone or in combination with any other aspect, the oblique air bag when inflated can displace the passenger frontal air bag laterally outboard in the vehicle.

[0021] According to another aspect, alone or in combination with any other aspect, the safety system can include a lateral oblique air bag inflatable to a deployed position between an outboard portion of the driver frontal air bag and a side structure of the vehicle.

[0022] According to another aspect, alone or in combination with any other aspect, the lateral oblique air bag can engage an outboard positioned portion of the driver frontal air bag.

[0023] According to another aspect, alone or in combination with any other aspect, the lateral oblique air bag can support the driver frontal air bag against moving away from an impacting driver moving obliquely outboard in the vehicle.

[0024] According to another aspect, alone or in combination with any other aspect, the oblique air bag when inflated can displace the driver frontal air bag laterally inboard in the vehicle. [0025] According to another aspect, an oblique air bag is mounted centrally in a vehicle. The oblique air bag is inflatable to a deployed position in which the oblique air bag engages a frontal air bag deployed adjacent to the oblique air bag. The oblique air bag supports the frontal air bag against moving away from an occupant moving obliquely inboard into engagement with the frontal air bag.

[0026] According to another aspect, alone or in combination with any other aspect, the frontal air bag can be a driver frontal air bag.

[0027] According to another aspect, alone or in combination with any other aspect, the frontal air bag can be a passenger frontal air bag.

DRAWINGS

[0028] Fig. 1 is a schematic illustration of a vehicle including a safety system for helping to protect an occupant of the vehicle, according to one example configuration.

[0029] Fig. 2 is a schematic illustration of the vehicle safety system of Fig. 1 in a first deployed condition.

[0030] Fig. 3 is a schematic illustration of the vehicle safety system of Fig. 1 in a second deployed condition.

[0031] Fig. 4 is a schematic illustration of the vehicle safety system in the second deployed condition of Fig. 3 illustrating occupant movement in response to oblique crash scenarios.

[0032] Fig. 5 is a schematic illustration of a vehicle including a safety system for helping to protect an occupant of the vehicle, according to another example configuration.

DESCRIPTION

[0033] The invention relates to an air bag that helps protect an occupant of a vehicle seat in the event of an oblique collision. Referring to Fig. 1 , a vehicle 12 includes a safety system 10 for helping to protect occupants 14a and 14b of front seats 20 of the vehicle 12. More specifically, the system 10 helps protect the occupant 14a of a front seat 22 on a driver side 16 of the vehicle 12, and the occupant 14b of a passenger side 18 of the vehicle. In this description, these occupants are referred to as a driver 14a and passenger 14b.

[0034] The driver side 16 and passenger side 18 of the vehicle 12 are positioned on opposite sides of a longitudinal centerline 20 of the vehicle. The driver side 16 is the side from which the driver 14a controls or operates the vehicle 12. In the illustrations of Figs. 1 -4, the driver side 16 is the side of the vehicle to the left of a vehicle centerline 20, as viewed from the perspective of the occupants 14a and 14b in a normally seated position (as shown) and looking in the direction of forward vehicle travel, as indicated generally by the arrow labeled A. Those skilled in the art will appreciate that in some countries, such as England, the driver side of the vehicle can be opposite of that illustrated in Figs. 1 -4. Those skilled in the art will further appreciate that all of the features of the system 10 described herein are equally applicable to vehicles having this“right side driver” configuration.

[0035] Each vehicle seat 22 includes a seat base or bottom 24 and a seat back 26.

The safety system 10 includes seatbelts 30 for helping to restrain the occupants 14a and 14b in the seats 22. Each seatbelt 30 includes a lap belt portion 32 and a shoulder belt portion 34. Each seatbelt 30 has a first end connected to the vehicle 12 at an anchor point 36 located outboard of its associated vehicle seat bottom 24. Each seatbelt 30 has an opposite second end connected to a retractor 38 connected to a side structure 50 of the vehicle, such as a B-pillar, at a location generally at or above and outboard of an upper extent of the associated seat back 26.

[0036] Between the anchor point 36 and the D-ring/retractor 38, each seatbelt extends through a buckle 40 that is detachably anchored to the vehicle 12 on an inboard side of the associated seat bottom 22. Each shoulder belt portion 34 extends from the retractor 38, over the occupant’s outboard shoulder 42, and across the torso 44 to the buckle 40 located in the region adjacent the occupant’s hip 46. The lap belt portion 32 extends from the buckle 40, across the occupant’s lap, i.e. , the hips 46 and legs 48, to the anchor point 36.

[0037] The vehicle 12 includes a steering wheel 60 that is connected to a steering column 62 extending from an instrument panel 64 of the vehicle. The steering wheel 60 includes a central hub 70 and a rim 72 that encircles the hub. The occupant 14 can grasp the rim 72 to manipulate the steering wheel 60 to steer the vehicle 12 in a known manner.

[0038] The safety system 10 also includes a driver frontal air bag 100 that is mounted in a housing 104 formed in the steering wheel hub 70. The driver frontal air bag 100 has a stored condition, illustrated in dashed lines at 100’ in Figs. 1 and 2, in which the air bag is folded, rolled, or otherwise placed within the housing 104 in the steering wheel hub 70. The driver frontal air bag 100 is inflatable from the stored condition (dashed lines at 100’) to the deployed condition (solid lines at 100) as shown in Fig. 2. The safety system 10 includes an inflator 102 that is actuatable to produce inflation fluid for inflating the driver frontal air bag 100 in a known manner.

[0039] The safety system 10 also includes a passenger frontal air bag 120 that is mounted in a housing 124 formed in the instrument panel 64. The passenger frontal air bag 120 has a stored condition, illustrated in dashed lines at 120’ in Figs. 1 and 2, in which the air bag is folded, rolled, or otherwise placed within the housing 124 in the instrument panel 64. The passenger frontal air bag 120 is inflatable from the stored condition (dashed lines at 120’) to the deployed condition (solid lines at 120) as shown in Fig. 2. The safety system 10 includes an inflator 122 that is actuatable to produce inflation fluid for inflating the passenger frontal air bag 120 in a known manner.

[0040] In the deployed condition, the driver frontal air bag 100 covers the steering wheel 60 and helps protect the driver 14a from impacts with the steering wheel by cushioning impacts with the occupant and helping to provide a controlled deceleration or“ride down” effect. Because the steering wheel 60 is rotated during vehicle operation, the shape of the driver frontal air bag 100 is round (as viewed from the occupant’s perspective) and generally centered on the steering wheel axis of rotation. This way, the driver frontal air bag 100 provides the same degree of coverage regardless of the rotational position of the steering wheel 60 at the time of deployment. [0041] In the deployed condition, the passenger frontal air bag 120 covers the portions of the instrument panel 64 positioned forward (as viewed in the direction of arrow A) of the passenger 14b. The passenger frontal air bag 120 helps protect the passenger 14b from impacts with the instrument panel 64 by cushioning impacts with the occupant and helping to provide a controlled deceleration or“ride down” effect. Because the passenger 14b is not charged with operating the vehicle 12, his or her position in the passenger side 18 seat 22 can vary. As a result, the passenger frontal air bag 120 is configured to cover a large area of the instrument panel 64.

[0042] The safety system 10 also includes an oblique air bag 150 that is mounted for deployment between the driver frontal air bag 100 and the passenger frontal air bag 120. In the example configuration illustrated in the figures, the oblique air bag 150 is mounted in the instrument panel 64 centrally in the vehicle 12. The oblique air bag 150 could, however, have alternative mounting locations due, for example, do structural features, such as electronics, HVAC components, etc. For example, the oblique air bag 150 can be mounted in the instrument panel 64 at any location positioned between the driver frontal air bag 100 and passenger frontal air bag 120. Alternatively, the oblique air bag 150 could be mounted in the steering column 62 or in the area of a center console 66 of the vehicle 12.

[0043] The oblique air bag 150 has a stored condition, illustrated in dashed lines at 150’, in which the air bag is folded, rolled, or otherwise placed within the housing 154 on the steering column/instrument panel. The oblique air bag 150 is inflatable from the stored condition (dashed lines at 150’) to the deployed condition (solid lines at 150) as shown in Figs. 3 and 4. The safety system 10 includes an inflator 152 that is actuatable to produce inflation fluid for inflating the oblique air bag 150 in a known manner.

[0044] The safety system 10 also includes a sensor 90 for sensing the occurrence of an event for which deployment of the driver frontal air bag 100 and/or the oblique air bag 150 is desired. The sensor 90 monitors vehicle conditions, such as acceleration, in a known manner to detect the occurrence of an event, such as a vehicle impact caused by a collision with another vehicle or object, for which occupant protection is desired. Upon detecting the occurrence of such an event, the sensor 90 sends a signal to the inflators 102, 122, and 152 via lead wires. The inflators 102, 122, and 152, when actuated, operate in a known manner to produce inflation fluid that is directed into their respective air bags 100, 120, and 150, which causes the air bags to inflate to their respective deployed positions. The air bags 100, 120, and 150, when inflated and deployed, are positioned between the occupants 14a, 14b and structure of the vehicle 12, such as the steering wheel 60 and the instrument panel 64, and help protect the occupant from impacts with that structure.

[0045] There are many vehicle collision/impact scenarios for which the driver frontal air bag 100, passenger frontal air bag 120, and oblique air bag 150 can help protect the vehicle occupants 14a, 14b. For example, the driver frontal air bag 100 can help protect the driver 14a if the vehicle 12 is involved in a frontal impact. Similarly, the passenger frontal air bag 120 can help protect the passenger 14b if the vehicle 12 is involved in a frontal impact. A frontal impact is meant to refer to scenarios where the impact results in the occupant 14 moving forward in the vehicle 12 in a direction generally parallel to the vehicle centerline 20 and the direction of forward vehicle travel (see arrow A). In the event of a frontal impact, the driver 14a moves forward in the vehicle 12 in a direction indicated generally by the arrow labeled B in Fig. 2 toward the steering wheel 60, and the passenger 14b moves forward in the vehicle 12 in a direction indicated generally by the arrow labeled C in Fig. 2 toward the instrument panel 64.

[0046] When a frontal impact occurs, the driver frontal air bag 100 can be sufficient to provide adequate protection to the driver 14a. Because the driver 14a travels generally in the direction C toward the steering wheel 60, the driver impacts the driver frontal air bag 100 generally squarely, moving substantially perpendicular to a lateral axis 106 of the driver frontal air bag. Because of this, the driver frontal air bag 100 receives and absorbs or dissipates the vast majority of the forces of the impacting driver 14a.

[0047] Similarly, when a frontal impact occurs, the passenger frontal air bag 120 can be sufficient to provide adequate protection to the passenger 14b. Because the passenger 14b travels generally in the direction B toward the steering wheel 60, the passenger impacts the passenger frontal air bag 120 generally squarely, moving substantially perpendicular to a lateral axis 126 of the passenger frontal air bag. Because of this, the passenger frontal air bag 100 receives and absorbs or dissipates the vast majority of the forces of the impacting passenger 14b.

[0048] An oblique impact is meant to refer to scenarios where the impact results in the occupant 14 moving obliquely forward in the vehicle 12 in a direction that is non parallel to the vehicle centerline 20 and the direction of forward vehicle travel (see arrow A). For example, a left oblique impact can occur on the driver side 16 of the vehicle 12 in response to, for example, the vehicle skidding at an angle into another vehicle or barrier, or in response to being struck by another vehicle moving at an angle. The left oblique impact is illustrated generally by the double arrow labeled D in Figs. 4 and 5. Similarly, a right oblique impact can occur on the passenger side 18 of the vehicle 12 in response to, for example, the vehicle skidding at an angle into another vehicle or barrier, or in response to being struck by another vehicle moving at an angle. The right oblique impact is illustrated generally by the double arrow labeled E in Figs. 4 and 5.

[0049] In the event of an oblique impact, the occupants 14a and 14b move forward in the vehicle 12 in a direction that is angled either inboard of the vehicle (i.e., toward the vehicle centerline 20) or outboard of the vehicle (i.e., toward the vehicle side structure 50). In the event of a left oblique impact, the driver 14a moves outboard (arrow G) and the passenger 14b moves inboard (arrow F). Conversely, in the event of a right oblique impact, the driver 14a moves inboard (arrow F) and the passenger 14b moves outboard (arrow G).

[0050] The frontal air bags 100, 120 can help protect the occupants 14a, 14b in the event of an oblique impact, but not necessarily to the extent that they are able to help protect the occupants in a frontal impact. The degree to which the frontal air bags 100, 120 can help protect the occupants 14a, 14b in an oblique impact depends on the degree to which the occupants movement deviates from the forward direction (i.e., the angle between arrow A and D or between arrow A and E). As the degree to which the occupant movement deviates from the forward direction, i.e., as the angle increases, the ability of the frontal air bags 100, 120 to help protect the occupants 14a, 14b also decreases. Thus, as the occupants’ movements become increasingly oblique, the ability of the frontal air bags 100, 120 to help protect the occupants 14a, 14b decreases.

[0051] Known safety systems can include features that help protect the occupant in the event of an oblique impact that causes the occupant 14 to move forward and outboard in the vehicle 12. For example, side impact air bags or curtain air bags, both of which are inflatable between the occupant 14 and the side structure 50, can help protect the occupant in the event of an oblique impact that moves them in the forward-outboard direction.

[0052] The oblique air bag 150 can help to address some unique challenges presented by oblique impacts. For example, when oblique impacts can cause the occupants 14a, 14b to move in a forward and inboard direction (arrow F), the occupants move toward the positions indicated generally in dashed lines in Fig. 4. Of course, the oblique direction in which the occupant 14 moves, and their resulting position, can vary depending on the particulars of the impact event, such as the angle and/or velocity at which the vehicle 12 impacts another vehicle or object. Therefore, the oblique inboard direction of occupant movement indicated by arrow F and the resulting positions of the occupants 14a and 14b are by way of example only.

[0053] Advantageously, the oblique air bag 150, both alone and in combination with the driver frontal air bag 100 and passenger frontal air bag 120, helps protect the vehicle occupants 14a and 14b in the event of an oblique condition (left oblique D, right oblique E) that results in forward-inboard occupant movement (arrow F). The oblique air bag 150 is configured to cooperate with the architecture of the vehicle 12 in order to provide the bag with the structural integrity necessary to help protect the occupant. The forward-inboard oblique collision is unique in that the safety system 10 must react to and absorb or otherwise cushion both forward and inboard occupant movement.

[0054] The driver frontal air bag 100 may not be particularly adept at this function, as it is necessarily limited in width/radius owing to the fact that it is steering wheel mounted. Additionally, its rounded, oblong face presented toward the driver 14a is more likely to cause the forward-inboard moving driver to slide or otherwise come off the driver frontal air bag 100. Further, the forward-inboard movement of the driver 14a presents the possibility that the driver can escape the shoulder belt portion 34 of the seatbelt 30.

[0055] The passenger frontal air bag 120 may be more adept at reacting to and absorbing or otherwise cushioning both forward and inboard occupant movement due to its increased size and coverage of the instrument panel 64. Nevertheless, there still exists some areas, such as central portions of the instrument panel, that may lack adequate coverage. Additionally, the passenger 14b is more likely to be positioned away from the traditional/normal seating position at the time of the oblique impact. These out of position occupants can, for example, be leaned against the side structure 50, can have the seat 22 in a reclined position, can be leaned forward or toward the vehicle centerline 20, for example leaning on the center armrest 68. Forward-inboard movement of an out of position passenger 14b can also result in the passenger frontal air bag 120 to provide less than adequate coverage, as the passenger could“miss” or partially“hit” the air bag 120. Forward-inboard movement of the passenger 14b can also present the possibility that the passenger can escape the shoulder belt portion 34 of the seatbelt 30.

[0056] The oblique air bag 150 can be shaped commensurate with the vehicle structure and the air bags 100, 120 between which it is deployed. In the illustrated example configuration, the oblique air bag 150 can have a generally rounded rectangular configuration. The shape of the oblique air bag 150 is not as important to its configuration as is the need to provide coverage to the uncovered area between the air bags 100, 120. To this extent, the oblique air bag 150 can span the space between the frontal air bags 100, 120 and can even engage the adjacent frontal air bags. The driver frontal air bag 100, passenger frontal air bag 120, and oblique air bag 150 can thus provide an inflated wall of protection that spans from adjacent or near the side structure 50 on the driver side 16 of the vehicle 12 to adjacent or near the side structure on the passenger side 18 of the vehicle.

[0057] Advantageously, the oblique air bag 150 can be configured so that it not only engages the adjacent driver frontal air bag 100 and passenger frontal air bag 120, but it can also exert lateral forces on those air bags that urges them toward their respective side structures 50. This can provide several advantages. First, the forces exerted on the adjacent air bags 100, 120 by the oblique air bag 150 can help bolster the structural integrity of the system 10 at the interface between the bags. These forces, in essence, press the air bags 100, 120, 150 together, thus helping to reduce the chances that an occupant 14a, 14b can move between the bags and strike vehicle structure, such as the instrument panel 64.

[0058] Additionally, the reactions of the driver and passenger air bags 100, 120 from being acted on by the oblique air bag 150 can cause the bags 100, 120 to move, shift, or otherwise distort in the outboard direction, thus improving the coverage of the bags at the side structure on their respective sides of the vehicle 12. This can help close any gaps in coverage between the frontal air bags 100, 120 and any adjacent side air bags (e.g., curtain air bags or side impact air bags). This is advantageous because oblique collisions that result in forward-inboard movement of the driver 14a result in forward-outboard movement of the passenger 14b, and vice versa. Thus, for any oblique impact where both a driver 14a and passenger 14b are involved, one of the occupants will move forward-inboard (arrow F) and one will move forward-outboard (arrow G).

[0059] As another advantage, configuring the oblique air bag 150 such that it is positioned close to, touching, even displacing the driver and passenger air bags 100, 120 helps to ensure that the air bags will be supported by the reaction surfaces (i.e., the instrument panel 64 and steering wheel 60) throughout the duration of the collision event. The air bags 100, 120, 150, being configured and positioned in this manner, can cushion the forces of the occupant(s) impacting in the oblique directions (arrows F and G) and will be able to withstand the urging toward lateral displacement that the impacting occupants have on the air bags. The air bags 100, 120, 150 simply have no place to go.

[0060] In this manner, the oblique air bag 150 can provide a reaction surface against oblique occupant impacts with any of the air bags 100, 120, 150. For example, the oblique air bag 150 can be configured such that portions of both the oblique air bag 150 and the adjacent frontal air bag 100, 120 are positioned between their respective occupant 14a, 14b and the instrument panel 64. Therefore, when the occupant 14a, 14b strikes its respective frontal air bag 100, 120, the oblique air bag 150 can be positioned along the line of impact (see, e.g., line F) between the frontal air bag and the instrument panel 64. The oblique air bag 150 can thus support the frontal air bags 100, 120 in this scenario, using the instrument panel 64 as a reaction surface.

[0061] In fact, since there is a lateral component in absorbing impact forces of an oblique moving occupant, the oblique air bag 150 can take advantage of additional structure in helping to absorb oblique impact forces. For example, in the case of the driver 14a moving obliquely along line F, the oblique air bag 150 not only can use the instrument panel 64 as a reaction surface, but, owing to its engaging the passenger frontal air bag 120, the oblique air bag can be supported against lateral movement in response to the obliquely impacting driver 14a. Similarly, in the case of the passenger 14b moving obliquely along line F, the oblique air bag 150 not only can use the instrument panel 64 as a reaction surface, but, owing to its engaging the steering wheel 60 and driver frontal air bag 100, the oblique air bag can be supported against lateral movement in response to the obliquely impacting passenger 14b.

[0062] Referring to Fig. 5, even though the oblique air bag 150 can help to provide air bag coverage in the area between the driver air bag 120 and the adjacent side structure 50 through displacement, as described above, there are scenarios in which this can be inadequate. For example, in a vehicle where the driver air bag 100 is necessarily small in diameter, or in a large vehicle where the space between the steering wheel 60 and the side structure 50 is great, the driver frontal air bag 100 simply may not be able to reach and cover the desired structure. Thus, as shown in Fig. 5, the safety system 10 can include a lateral oblique air bag 170 that is deployable between the outboard extent of the driver frontal air bag 100 and the adjacent side structure 50.

[0063] An inflator 172, operatively connected to the sensor 90, is actuatable to provide inflation fluid for inflating the lateral oblique air bag, causing it to deploy from a stored condition illustrated in dashed lines at 170’ to a deployed condition illustrated in solid lines at 170. Although the lateral oblique air bag 170 is illustrated as being deployed from a housing mounted in the instrument panel 64, it could have alternative mounting locations, such as the steering column or side structure 50, e.g., in a vehicle door.

[0064] The addition of the lateral oblique air bag 170 can help provide the same advantageous structure and function described above in reference to the safety system 10 of Figs. 1 -4. The air bags 100, 120, 150, 170 can be configured so that they not only engage each other, but also exert lateral forces on each other to help bolster the structural integrity of the system 10 at the interface between the bags. These forces, in essence, press the air bags 100, 120, 150, 170 together, thus helping to reduce the chances that an occupant 14a, 14b can move between the bags and strike vehicle structure, such as the instrument panel 64.

[0065] Additionally, the reactions of the air bags 100, 120, 150, 170 from being acted on by each other can cause the bags to move, shift, or otherwise distort, thus improving the coverage of the bags at the interface between the bags 120, 170 and their respective side structures 50. This can help close any gaps in coverage between the air bags 120, 170 and any adjacent side air bags (e.g., curtain air bags or side impact air bags). This is advantageous because oblique collisions that result in forward-inboard movement of the driver 14a result in forward-outboard movement of the passenger 14b, and vice versa. Thus, for any oblique impact where both a driver 14a and passenger 14b are involved, one of the occupants will move forward- inboard (arrow F) and one will move forward-outboard (arrow G).

[0066] As another advantage, configuring the air bags 100, 120, 150, 170 so that they are positioned close to, touching, or even displacing each other helps to ensure that the air bags will be supported by the reaction surfaces (i.e., the instrument panel 64 and steering wheel 60) throughout the duration of the collision event. The air bags 100, 120, 150, 170, being configured and positioned in this manner, can cushion the forces of the occupant(s) impacting in the oblique directions (arrows F and G) and will be able to withstand the urging toward lateral displacement that the impacting occupants have on the air bags. The air bags 100, 120, 150, 170 simply have no place to go. [0067] From the above description of the invention, those skilled in the art will perceive applications, improvements, changes and modifications to the invention. Such applications, improvements, changes and modifications within the skill of the art are intended to be covered by the appended claims.