Field of the invention

The present invention relates to a motor vehicle with an airbag unit. More particularly, the invention relates to a motor vehicle having a side window or side panel and a roof, and an inflatable airbag configured for deployment around a corner edge of the vehicle between the side window or panel and roof. The invention is intended to provide protection to a so-called Vulnerable Road User (VRU) in the event of impact with an upper region of a motor vehicle.

Background

It has been proposed previously to provide motor vehicles with external airbag arrangements designed to offer protection to so-called Vulnerable Road Users (VRUs) such as pedestrians, bicyclists, motorcyclists and moped riders in the event of collision with a motor vehicle such as a passenger car. For example, it is known to provide so-called pedestrian protection airbags for inflation over the hood and/or windscreen of a vehicle in the event of a detected impact with a pedestrian, the airbags being designed to prevent direct impact between the pedestrian and the hood or windscreen of the motor vehicle. The most common type of accident involving a motor vehicle and a pedestrian is a frontal impact in which the motor vehicle strikes the pedestrian as the pedestrian is walking or standing in front of the motor vehicle. Pedestrian protection airbags of the type mentioned can provide effective protection in such circumstances. VRUs such as bicyclists, motorcyclists, and moped riders, however, are more likely than pedestrians to have an accident in which their bicycle, motorcycle or moped crashes into the side of a motor vehicle such as a passenger car or van. Furthermore, this type of side impact, in which the rider of a two-wheeled vehicle crashes into a motor vehicle such as a car or van, often results in the rider striking the upper region of the vehicle, such as the upper region of a side window or side panel, and/or the roof of the vehicle, due to the rider’s height above the ground in their normal riding position. The roof rail region of a motor vehicle between a side window or side panel and the roof of the vehicle represents a particular impact hazard in the event of this type of accident, because it is generally a rather strong region of a vehicle’s structure, which does not easily deform upon impact. The present invention has been devised in light of the above considerations, and in one aspect seeks to provide a motor vehicle having an improved airbag arrangement. In another aspect, the present invention seeks to provide an improved inflatable airbag for a motor vehicle safety device.

Summary of the Invention

According to a first aspect of the present invention, there is provided a motor vehicle having a side window or side panel, and a roof, wherein the side window or side panel makes an externally obtuse angle to the roof along a corner edge therebetween, the motor vehicle being provided with an airbag unit comprising an inflatable airbag, wherein the airbag is configured, upon receipt of a volume of inflating gas, to inflate into a deployed position in which a first region of the inflated airbag extends across at least part of the side window or side panel, and a second region of the inflated airbag extends away from the corner edge, the airbag thereby being configured, in its inflated condition, to wrap or fold around said corner edge either prior to or upon impact with a road user external to the vehicle.

Preferably, the airbag is provided in a package, the package being mounted to the motor vehicle in a mounting position proximal to said corner edge.

Optionally, said mounting position is provided on a B-pillar of the motor vehicle.

Alternatively, said mounting position is provided on a roof rail of the vehicle, the roof rail extending along said comer edge.

Conveniently, said mounting position is located behind a decorative trim element, wherein the decorative trim element is configured to rupture or detach upon deployment of the airbag, to permit the airbag to inflate from said mounting position.

The motor vehicle may further comprise an inflator provided in fluid communication with the airbag and being actuable to provide a flow of inflating gas to inflate said airbag.

Optionally, said airbag unit comprises said inflator, and the inflator is mounted to the vehicle proximate said package.

Alternatively, said inflator is mounted to the vehicle in a position remote from said package, and is fluidly connected to the airbag via one or more hoses. Optionally, said inflator is provided within an interior cabin of the motor vehicle.

Conveniently, said package comprises a roll formed in the airbag.

Preferably, said package comprises two said rolls, wherein said first region of the airbag is rolled to define a first of said rolls, and said second region of the airbag is rolled to define a second of said rolls.

The airbag may be of generally rectangular form.

In some embodiments, the airbag comprises two layers of flexible material defining an internal chamber therebetween for the receipt of inflating gas, the airbag further comprising internal baffles provided within the internal chamber so as to extend across the internal chamber when the airbag is inflated, wherein: each said baffle has an elongate and tapered configuration having a first end, a second end which is wider than the first end, and comprising a pair of divergent side edges extending between said first and second ends, the side edges of each baffle being interconnected with respective said layers of the airbag; wherein said internal baffles are arranged in two pairs, the baffles of each pair being arranged such that their first ends are directed towards one another, and their second ends are directed away from one another.

Conveniently, the baffles of each pair are arranged such that their first ends are directed towards a central region of the internal chamber, and their second ends are directed away from said central region of the internal chamber.

Conveniently, the airbag has an inlet for the receipt of inflating gas, said inlet being formed in one of said layers and being located within said central region of the internal chamber.

According to a second aspect of the present invention, there is provided an inflatable airbag for a motor vehicle safety device, the airbag comprising two layers of flexible material defining an internal chamber therebetween for the receipt of inflating gas, the airbag comprising internal baffles provided within the internal chamber so as to extend across the internal chamber when the airbag is inflated; wherein: each said baffle has an elongate and tapered configuration having a first end, a second end which is wider than the first end, and comprising a pair of divergent side edges extending between said first and second ends, the side edges of each baffle being interconnected with respective said layers of the airbag; wherein said internal baffles are arranged in two pairs, the baffles of each pair being arranged such that their first ends are directed towards one another, and their second ends are directed away from one another.

Preferably, the baffles or each pair are arranged such that their first ends are directed towards said central region of the internal chamber, and their second ends are directed away from said central region of the internal chamber.

Conveniently, the airbag has an inlet for the receipt of inflating gas, said inlet being formed in one of said layers and being located within said central region of the internal chamber.

Each baffle may be configured to locally restrict the inflated depth of the airbag upon deployment.

Optionally, said two pairs of baffles are arranged such that each baffle of each pair is in spaced-apart and opposing relation to a respective baffle of the other pair.

Optionally, the first ends of said baffles are arranged at the corners of a first notional rectangle, and the second ends of said baffles are arranged at the corners of a second notional rectangle, wherein the first notional rectangle is smaller than the second notional rectangle and is positioned within the second notional rectangle.

Conveniently, the centres of said first and second notional rectangles are coincident, and each side of the first notional rectangle is substantially parallel to a respective side of the second notional rectangle.

Optionally, said first notional rectangle is elongate, and said second notional rectangle is a square.

Conveniently, at least one of said internal baffles has a triangular shape such that the first end of the baffle is pointed.

Optionally, at least one of said internal baffles has an isosceles triangular shape such that the first end of the baffle is pointed.

Conveniently, at least one of said internal baffles has a quadrilateral shape.

Optionally, at least one of said internal baffles has a trapezium shape, wherein said first end and said second end are defined by parallel edges. Advantageously, at least one of said internal baffles has an isosceles trapezium shape, wherein said first end and said second end are defined by parallel edges.

The baffles of each said pair may be of substantially identical shape.

According to a third aspect of the present invention, there is provided a motor vehicle provided with an airbag according to the second aspect.

Conveniently, the motor vehicle of the third aspect may have a side window or side panel, and a roof, wherein the side window or side panel makes an externally obtuse angle to the roof along a comer edge therebetween, and wherein the airbag is configured, upon receipt of a volume of inflating gas, to inflate into a deployed position in which a first region of the inflated airbag extends across at least part of the side window or side panel, and a second region of the inflated airbag extends away from the corner edge, the airbag thereby being configured, in its inflated condition, to wrap or fold around said corner edge either prior to or upon impact with a road user external to the vehicle.

Summary of the Figures So that the invention may be more readily understood, and so that further features thereof may be appreciated, embodiments of the invention will now be described by way of example with reference to the accompanying drawings in which:

Figure 1 is a perspective view from the front and right-hand side of a motor vehicle having a roof and a plurality of side windows, with a roof rail extending therebetween; Figure 2 is a perspective view from the rear and right-hand side, illustrating an impact between a cyclist and the side of a motor vehicle similar to that of Figure 1 ;

Figure 3 is a schematic plan view of an inflatable airbag in accordance with an aspect of the present invention;

Figure 4 is a schematic illustration of an internal baffle of a type which may be provided within the airbag of Figure 3;

Figure 5 is a perspective view of the baffle of Figure 4, illustrating the baffle interconnected with layers of flexible material forming an internal chamber of the airbag; Figure 6 is a schematic illustration of an alternative internal baffle which may be provided within the airbag of Figure 3;

Figure 7 is a perspective view from one side, illustrating an inflated configuration of the airbag of Figure 3;

Figure 8 is a perspective view from the front and the right-hand side of a motor vehicle, illustrating an uninflated airbag of the type illustrated in Figures 3 and 7 positioned over and across side windows and the roof of the motor vehicle;

Figure 9 illustrates a possible installation position for an inflator associated with the airbag;

Figure 10 is a schematic illustration of an airbag of the type shown in Figure 3, depicting the airbag in an uninflated condition prior to being packed for installation in a motor vehicle;

Figure 11 is a schematic illustration similar to that of Figure 10, but which depicts the airbag during an initial step of a packing process;

Figure 12 is a schematic illustration similar to that of Figure 11, but which depicts the airbag during a subsequent step of the packing process;

Figure 13 is a perspective view from the rear and right-hand side of a motor vehicle equipped with an airbag in accordance with an aspect of the present invention, depicting the airbag prior to actuation;

Figure 14 is a view corresponding generally to that of Figure 13, but which shows a cyclist at the point of initial impact with the side of the motor vehicle in simulated accident;

Figure 15 is a view corresponding generally to that of Figure 14, depicting a subsequent stage of the accident and showing the airbag at an early stage of inflation upon actuation;

Figure 16 is a view corresponding generally to that of Figure 15, depicting a further subsequent stage of the accident and showing the airbag at a later stage of inflation;

Figure 17 is a view corresponding generally to that of Figure 16, depicting a still further subsequent stage of the accident and showing the airbag at a later stage of inflation; and

Figure 18 is a view corresponding generally to that of Figure 17, depicting another further subsequent stage of the accident and showing the airbag at a later stage of inflation in which it is shown to be wrapped or folded around a corner edge of the motor vehicle between the side windows and the roof, to provide impact protection to the cyclist.

Detailed Description of the Invention

Aspects and embodiments of the present invention will now be discussed with reference to the accompanying figures. Further aspects and embodiments will be apparent to those skilled in the art.

Referring initially to figure 1 , there is illustrated a side part of a conventional motor vehicle 1 , the vehicle taking the form of a passenger car and being illustrated in front perspective view. The motor vehicle 1 has a windscreen 2, a roof 3, front and rear side doors 4, 5, incorporating respective side windows 6, 7, and a rear quarterlight window 8. The vehicle 1 further has a pair of A-pillars 10 (only one being illustrated in figure 1 ) which extend upwardly from the front fender region of vehicle, between the windscreen 2 and a respective front side window 6. A roof-rail 11 extends rearwardly from each A-pillar, terminating above a respective C-pillar 12 provided at the rear of the vehicle and which extends upwardly from a rear fender region. A B-pillar 13 extends upwardly between the positions of the front and rear side windows 6, 7, and supports the central region of the roof rail 11. As will be understood from figure 1, the side windows 6, 7 of the vehicle 1 make an externally obtuse angle to the roof 3 along a corner edge defined along the roof rail 11 therebetween. As will be appreciated by those of skill in the art, the A-pillar 10, B-pillar 13, C-pillar 12, and the roof- rail 11 are all structural members of the vehicle 1 , and may comprise respective decorative trim elements 10a, 13a, 12a and 11a overlying the otherwise unsightly structure, as common in the art.

Turning now to consider figure 2, there is illustrated a perspective view from the rear of a vehicle having the conventional structure described above with reference to figure 1. The vehicle 1 is illustrated being struck from the right-hand side by a VRU in the form of a cyclist

14, which as noted above is a rather common type of road accident between motor vehicles and cyclists. Figure 2 illustrates the accident at an instant in time shortly after the front wheel of the cyclist’s bicycle 15 has struck the front side door 4 of the vehicle 1. As will be appreciated, upon impact with the side of the motor vehicle 1, the bicycle is rapidly decelerated, whilst the cyclist 14 continues to move forwardly towards the motor vehicle due to inertia. Because of the height of the cyclist’s conventional riding position on the bicycle

15, the cyclist’s head 16 and torso 17 make forceful contact with the upper region of the motor vehicle. In an accident of this type, as illustrated in figure 2, the cyclist’s torso typically impacts with a side window 6, 7 of the vehicle and/or a side pillar of the vehicle such as the A-pillar 10, B-pillar 13 (as illustrated in figure 2), or C-pillar 12, and the cyclist’s head is at risk of impacting the roof rail 11 or the roof 3 of the vehicle. The side pillars 10, 12, 13 and the roof rail 11 are considered to represent particularly high risk parts of a motor vehicle for head impacts because they represent important structural parts of a typical motor vehicle, and as such are less prone to deformation than other parts of the vehicle, meaning that they absorb very little impact energy.

Whilst specific mention is made above to a motor vehicle 1 in the form of a passenger car, it is to be appreciated that the same considerations apply to motor vehicles of other types. For example, a vehicle in the form a van has generally similar characteristics to those described above with reference to a passenger car. However, in the case of a van, at least some side windows are often replaced with side panels. Nevertheless, vans are still likely to cause significant injury to a VRU such as a cyclist in the event of an accident of the type described above, due to likelihood of the cyclist’s head 16 or torso 17 striking the roof rail 11, side pillars, or side panel/window of the van.

Turning now to consider figure 3, there is illustrated an airbag 20 in accordance with an aspect of the present invention. The airbag 20 is illustrated in plan view from above, in an initial uninflated configuration. The particular airbag 20 illustrated in figure 3 has a substantially square configuration, although it is to be appreciated that this is not considered essential and other embodiments are envisaged in which the airbag 20 can have a different shape such as, for example, a more elongate rectangular configuration.

The airbag 20 comprises two principal layers 21, 22 of suitable flexible material such as, for example, woven fabric as will be understood by those of skill in the art of airbags. As illustrated in figure 3, the two principal layers 21, 22 are superimposed and interconnected around their edges by a peripheral seam 23, to thereby define an inflatable internal chamber 24 between the two layers. The peripheral seam 23 may define mounting tabs 25 at positions therearound, which may be used to mount the airbag 20 to the structure of a motor vehicle 1 , as will be understood by those of skill in the art. In the specific embodiment illustrated, the two principal layers 21, 22, and thus the airbag as a whole, are generally square in shape. It is to be appreciated that this is not essential, and the invention can also be embodied in different shapes of airbags such as, for example, more elongate rectangular airbags.

Within the internal chamber 24 of the airbag, there are provided a plurality of internal baffles 26, 26’. It is envisaged that the baffles 26, 26’ may each be formed of the same type of flexible material as the principal layers 21 , 22, and may therefore also be formed of woven fabric. The baffles are arranged in two pairs, with the first pair being denoted 26 and the second pair being denoted 26’ in figure 3. Each baffle 26, 26’ is elongate and has a respective first end 27, 27’ and a second end 28, 28’. Whilst the invention is described herein with specific reference to embodiments comprising two pairs of baffles, it is to be appreciated that the invention is not limited to the provision of exactly two pairs of baffles, and other embodiments are contemplated in which baffles may be provided in more than two pairs. As will become clear, the baffles are provided to impart a desirable inflation characteristic to the airbag, and to provide balance and stability to the airbag when it is inflated. Airbags of different shapes may require more pairs of baffles than illustrated to achieve this. For example, an elongate rectangular airbag may be equipped with more than two pairs of baffles.

The baffles 26, 26’ can take various shapes. One example is illustrated in figure 4, which shows a baffle 26 having a triangular shape, and more particularly an isosceles triangular shape. This type of baffle may be configured such that the first end 27 of the baffle is pointed. As will be appreciated, the baffle 26 is thus tapered such that its second end 28 is wider than its first end 27. The baffle has a pair of divergent side edges 29 extending between the pointed first end 27 and the wider second end 28.

With reference again to figure 1 , but also to figure 5, each side edge 29 of the baffle 26 is interconnected with a respective principal layer 21, 22 of the airbag 20 via a respective baffle seam 30. Figure 5 shows the baffle 26 connected to each principal layer 21, 22 in this way, but shows the principal layers 21 , 22 unconnected to one another for convenience. It is to be appreciated, however, that when the principal layers 21, 22 are interconnected around their peripheral edges by the peripheral seam 23 as illustrated in figure 3, then each baffle 26, 26’ will extend across the internal chamber 24 of the airbag, and effectively act as a tether to restrict the local depth of the airbag in the region of the baffle, upon inflation.

In embodiments comprising one or more triangular baffles of the type illustrated in figure 4, it is envisaged that the or each such baffle may have a length L of approximately 250mm, and an effective width W of approximately 100mm at its wider second end 28. The effective width denotes the distance between the two baffle seams 30 at the wider second end 28 of the baffle when the baffle 26 is interconnected between the two principal layers 21, 22 as illustrated in figure 5. It is to be appreciated that the flexible material used to form the baffle 26 may be somewhat wider than the effective width W, to facilitate formation of the baffle seams 30 in practice.

Figure 6 illustrates another optional baffle shape falling within the scope of the present invention. The baffle 26 may have a quadrilateral shape, and more particularly may have an isosceles trapezium shape as illustrated in figure 6. In this configuration, the first end 27 and the second end 28 of the baffle are defined by respective parallel edges. As will be appreciated, the trapezium shaped baffle is again tapered such that its second end 28 is wider than its first end, and again has a pair of divergent side edges extending between the first narrower end 27 and the second wider end 28. It is to be appreciated, that like the triangular baffle considered above, each side edge 29 of the trapezium shaped baffle 26 will also be interconnected with a respective principal layer 21, 22 of the airbag 20 via a respective baffle seam 30, so that the baffle 26 will extend across the internal chamber 24 of the airbag, and effectively act as a tether to restrict the local depth of the airbag in the region of the baffle, upon inflation.

In embodiments comprising one or more trapezium shaped baffles of the type illustrated in figure 4, it is envisaged that the or each such baffle may have a length L of approximately 250mm, an effective width w of approximately 40mm at its first narrower end 27, and an effective width W of approximately 100mm at its wider second end 28. However, variants are proposed which may be somewhat wider and where, for example, the effective width w at the first narrower end 27 may be approximately 70mm, and the effective width W at the wider second end 28 may be approximately 130mm.

The airbag 20 may be configured such that all of the baffles are of substantially identical shape, and may therefore comprise two pairs of triangular baffles of the type illustrated in figure 4, or may comprise two pairs of trapezium shaped baffles of the type illustrated in figure 6. Alternatively, the airbag may comprise a mixture of triangular baffles and trapezium shaped baffles. In preferred embodiments comprising a mixture of baffle shapes, it is considered preferable that the baffles of each pair 26, 26’ will be substantially identical to one another, although this is not considered to be essential. With reference again to figure 3, the baffles of each pair 26, 26’ are arranged such that their first ends 27, 27’ are directed towards one another and towards a central region 31 of the internal chamber 24, and such that their second ends 28 are directed away from one another and towards respective corners of the inflatable chamber 24. As also illustrated in figure 3, the two pairs of baffles are arranged such that each baffle of each pair 26, 26’ is in spaced- apart and opposing relation to a respective baffle of the other pair 26’, 26, across the width direction of the airbag 20..

In more detail, figure 3 illustrates the first narrower ends 27, 27’ of the baffles 26, 26’ being located at the corners of a first notional rectangle 32, and the second wider ends 28, 28’ of the baffles 26, 26’ being located at the corners of a second notional rectangle 33. The geometric centres of the two notional rectangles 32, 33 are coincident with one another, and preferably also the geometric centre of the airbag 20 as a whole. Furthermore, it will be noted that the first notional rectangle 32 is smaller than the second notional rectangle 33, and is positioned within the second notional rectangle 33. In the event that the airbag 20 is of square configuration, then it is proposed that the second notional rectangle 33 may be a square, as illustrated in figure 3.

The airbag 20 further comprises an inflation gas inlet aperture 34 for fluid connection to an inflator such as a gas generator. In the illustrated embodiment, the inlet aperture is provided in one of the principal layers 21, 22, and is located within the central region 31 of the inflatable chamber 24, towards which the first narrow ends of the baffles 26, 26’ are directed.

The peripheral seam 23 interconnecting the two principal layers 21, 22, and the baffle seams 30 connecting each baffle 26, 26’ to the layers 21 , 22 may be formed in various ways. For example, it is envisaged that the seams 23, 30 could be formed by formed by conventional stitching. Alternatively, it is proposed that in other embodiments the seams 23, 30 could be glued or formed by a heat fusion technique. Variants are also envisaged in which the fabric of the principal layers 21, 22 and the baffles would be woven simultaneously to provide a so- called One-Piece-Woven’ airbag with woven-in tethers in which the seams form an integral part of the woven structure of the principal layers 21, 22 and the baffles 26, 26’

Figure 7 illustrates the airbag 20 in an inflated condition, and as viewed from the right-hand side in figure 3 (i.e. viewed in the direction indicated by arrow F7 in figure 3). Figure 7 thus illustrates the airbag with a large volume of inflated gas having been received in the internal chamber, via the centrally located inlet aperture 34 in the rear principal layer 21 of the airbag. As indicated above, the baffles 26, 26’ are each configured, by virtue of their side edges 29 being connected to respective principal layers 21, 22, to restrict the local depth of the airbag upon inflation. Because the baffles 26, 26’ are each tapered, with their first narrower ends 27, 27’ directed towards the central region 31 of the airbag, and their second wider ends 28, 28’ directed towards the corners of the airbag, the effect of this local depth restriction upon inflation is to induce a shape to the airbag 20 in which the inflated airbag is significantly shallower in the central region 31 than in the corner regions. Because of the arrangement of the baffles in opposing pairs across the width direction of the airbag, the shallow central region extends approximately over the length of the first notional rectangle 32 described above. This inflation characteristic is able to induce, or at least permit the adoption of, a degree of bend in the inflated airbag, such that the airbag may bend or fold about the shallow central region as illustrated in figure 7. As will be explained in more detail below, this provides significant benefits when seeking to provide an airbag installation in a motor vehicle to protect VRU’s from side impact with the motor vehicle, and in particular has been found to permit the airbag to conveniently wrap or fold around the corner edge defined by the roof rail 11 of a vehicle.

Turning now to consider figure 8, there is illustrated the side region of a motor vehicle 1 equipped with an airbag unit comprising the airbag 20. The airbag 20 is shown in an uninflated condition, but in a position representing that in which the airbag is intended to deploy upon inflation. It is proposed that the airbag 20 may be mounted to the roof rail 11 of the motor vehicle 1, via the mounting tabs 25 as shown. As will be appreciated, in this position, a first, lower, region 35 of the airbag is arranged to extend across the front side window 6, the rear side window 7, and the B-pillar located between the two side windows 6,

7. A second, upper, region 36 of the airbag is arranged to extend across at last part of the roof 25.

Figure 9 illustrates the airbag 20 in the position shown in figure 9, and also shows an inflator in the form of a gas generator 100 located in a possible mounting position. In this arrangement, the inflator 100 is shown in a position in which it may be mounted to the upper region of the A-pillar 10. Although not clearly shown in figure 9, it is to be appreciated that the inflator 100 would be mounted to the internal structure of the A-pillar 10, and would normally be covered by the decorative trim element 10a of the A-pillar so as not to be visible. Furthermore, it is to be noted that whilst it might be advantageous to mount the inflator 100 to the A-pillar 10 of the motor vehicle in some installations, this is not essential and in other installations the inf!ator could be mounted elsewhere, for example to the roof rail 11 , the B- pillar 13, the C-pillar 12, or indeed any other convenient location on the motor vehicle. Furthermore, whilst it is considered preferable, where possible, to mount the inflator 100 to the vehicle 1 in a position proximate the airbag mounting position, this is also not essential and indeed may not be possible in all vehicle installations. It is therefore proposed that in some installations, the inflator 100 may be mounted to the vehicle 1 in a position somewhat remote from the airbag 20, in which case it may be fluidly connected to the airbag 20 via one or more inflation hoses.

As will be understood by those of skill in the art, the airbag 20 is initially provided in a tightly packed package to facilitate its convenient mounting to the vehicle 1 , and from which it will deploy upon inflation. Figures 10, 11 and 12 illustrate successive stages in one possible packing method used to form the initial package. Figure 10 illustrates the uninflated airbag 20 from above, in which it may be laid out flat. As illustrated schematically in Figure 11 , the lower region 35 and the upper region 36 may be rolled about their respective side edges, towards the central region 31 of the airbag 20, thereby defining respective rolls 37, 38. This rolling process is continued until the two rolls 37, 28 substantially abut one another, as illustrated schematically in figure 12, whereupon the rolls may be releasably secured to one another by a number of paper tape loops 39, thereby forming the completed elongate airbag package 40 as illustrated in figure 12. As will be appreciated by those of skill in the art, the paper tape loops 39 are configured to hold the uninflated airbag in its package 40, but will easily rupture upon inflation of the airbag 20, to permit its deployment. Of course, the simple rolling process illustrated in figure 12 is provided merely by way of example - the airbag 20 may be packed in different ways for different installations, and indeed may include folding instead of, or as well as, rolling in some installations.

Turning now to consider figure 13, the upper side region of the motor vehicle 1 is illustrated, with the airbag package 40 mounted to the motor vehicle 1 in a mounting position. It is be appreciated that for convenience figure 13 illustrates the package 40 only loosely packaged, in a test scenario, and mounted to the motor vehicle externally. It is envisaged that in final installations, the airbag package 40 will be more tightly packed, and will be mounted to the structure of the motor vehicle behind a decorative trim element 10a, 11a, 12a, or 13a, configured to rupture or detach from the structure of the vehicle upon deployment of the airbag to permit the airbag to inflate from its mounting position. Of course, in such final installations, the intention is that the airbag package 40 will be completely hidden behind the decorative trim element. Nevertheless, the location of the airbag mounting position can be clearly understood from figure 13.

As will be noted, the mounting position of the airbag package 40 shown in figure 13 is proximal to the corner edge along which the side windows 6, 7 make an externally obtuse angle to the roof 3. In fact, the mounting position illustrated in figure 13 is provided on the roof rail 11 of the vehicle 1 , such that the airbag package 40 is mounted directly to the roof rail (via the previously described mounting tabs 25). In this configuration, it can be seen that the elongate airbag package 40 extends above the front and rear side windows 6, 7, and the B-pillar 13 of the motor vehicle. In other installations, the airbag package 40 may have a slightly different mounting position, depending upon the characteristics of the particular type of vehicle in question. For example, it is envisaged that in some vehicles, the mounting position could be located, for example, in a cavity or space on the A-pillar 6, the B-pillar 13, or the C-pillar 12 of the vehicle 1.

It is proposed that the motor vehicle 1 will be provided with at least one side impact sensor (not shown), the sensor being configured to detect the occurrence, or predicted likely occurrence, of a side impact, and to send a signal to a controller forming part of the airbag unit in response to said detection. Upon receipt of the signal from the sensor, the controller may be configured to perform a verification check, for example to confirm that the signal exceeds a predetermined threshold, or perhaps to compare the signal from one sensor to a signal from another sensor, and to issue an actuating command to actuate the inflator to thereby inflate and deploy the airbag 20.

Figure 14 illustrates the vehicle 1 shown in figure 13 being struck from the side by a cyclist 15 in a similar scenario to that illustrated and discussed above with reference to figure 2. Figure 14 illustrates an initial stage in the accident, with the front wheel of a cyclist’s bicycle making initial contact with the rear door 5 of the vehicle 1. As can be seen, even at this initial stage of the accident, the cyclist’s body is already moving forwardly relative to the bicycle, and towards the upper side region of the motor vehicle 1 , with the cyclist’s head 16 moving towards the roof rail 11 and the packaged airbag 20 extending thereacross.

Figure 15 illustrates a subsequent stage in the side impact accident, and shows the airbag 20 during an early stage of deployment in which it is inflated by the receipt of a large volume of inflating gas from the inflator. As the airbag 20 initially inflates, it will rupture the paper tapes 39, as illustrated, and any decorative trim element initially provided over the airbag package 40, whereupon the airbag 20 will begin to inflate into a protective cushion. As illustrated, in this early stage of deployment, the airbag 20 quickly begins to form an inflated cushion across the roof rail 11 to which the airbag package 40 is mounted, thereby providing very early protection to the occupant’s head 16 which, as illustrated in figure 15 is already making initial contact with the partially inflated airbag at this stage of the accident.

Figure 16 illustrates a further subsequent stage in the side impact accident, and shows the airbag 20 during a subsequent stage of deployment in which it is nearly fully inflated. In this deployed configuration, it can be seen that the first lower region 35 of the airbag 20 extends generally across the side windows 6, 7 and the B-pillar 13 of the vehicle 1, whilst the second upper region 36 extends away from the corner edge of the roof 3 defined by the roof rail 11. The central region 31 of the airbag extends over the roof rail 11. The continued forwards movement of the cyclist’s body, under inertia due to impact with the side of the vehicle means that the cyclist’s head 16 continues to move towards the roof rail 11 , where it is caught and cushioned by the central region 31 of the airbag 20, whilst the cyclist’s torso is caught and cushioned from impact with the side windows 6, 7 and the B-pillar 13 by the lower region 35 of the airbag 20.

Figures 17 and 18 illustrate successive and still further subsequent stages in the side impact accident. As will be apparent in these figures in particular, the central region 31 of the airbag 20 provides effective protection for the cyclist’s head 16 from impact with the roof rail 11 , whilst the lower region 35 of the airbag 20 provides effective protection for the cyclist’s torso 17 from impact with the side windows 6, 7. However, as the cyclist’s head 16 and torso 17 are decelerated due to contact with the airbag, there can be tendency for the cyclist’s body to ride up the side of the vehicle slightly, meaning that the cyclist’s head 16 in particular may move over the roof rail 11. Due the above-described baffle arrangement of the airbag 20, and the manner in which the baffles permit the airbag 20 to bend or fold about the central region 31 when inflated, the upper region 36 of the airbag 20 is permitted to deflect away from an upright position, so as to extend somewhat across the roof 3 of the vehicle, absorbing more impact energy from the cyclist’s head 16 and torso 17 as it does so, and providing further protection to the occupant’s head 16 in particular from possible contact with the roof 3 of the vehicle. In this manner, the airbag is thus effectively configured to wrap or fold around the comer edge between the roof 3 and the side windows 6, 7 upon impact by the cyclist, thereby ensuring effective protection in at least the upper regions of the side windows 6, 7, the upper region of the B-pillar 13, and across the roof rail 11 and adjacent region of the roof 3.

The features disclosed in the foregoing description, or in the following claims, or in the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for obtaining the disclosed results, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

While the invention has been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the exemplary embodiments of the invention set forth above are considered to be illustrative and not limiting. Various changes to the described embodiments may be made without departing from the scope of the invention.

For the avoidance of any doubt, any theoretical explanations provided herein are provided for the purposes of improving the understanding of a reader. The inventors do not wish to be bound by any of these theoretical explanations.

Any section headings used herein are for organizational purposes only and are not to be construed as limiting the subject matter described.

Throughout this specification, including the claims which follow, unless the context requires otherwise, the words “have”, “comprise”, and “include”, and variations such as “having”, “comprises”, “comprising”, and “including” will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

It must be noted that, as used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Ranges may be expressed herein as from “about” one particular value, and/or to “about” another particular value. When such a range is expressed, another embodiment includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by the use of the antecedent “about,” it will be understood that the particular value forms another embodiment. The term “about” in relation to a numerical value is optional and means, for example, +/- 10%.

The words "preferred" and "preferably" are used herein refer to embodiments of the invention that may provide certain benefits under some circumstances. It is to be appreciated, however, that other embodiments may also be preferred under the same or different circumstances. The recitation of one or more preferred embodiments therefore does not mean or imply that other embodiments are not useful, and is not intended to exclude other embodiments from the scope of the disclosure, or from the scope of the claims.