KR20140004288A - Fabrics for airbag and preparation method of the same - Google Patents

Abstract

The present invention relates to an airbag fabric and a vehicle airbag including the same, and in particular, made of one or more fibers selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers, The crimp rate measured by the method of standard DIN 53852 is 3.0% to 12.0%; The present invention relates to a fabric for airbags having a mean dynamic air permeability (ADAP) of 100 to 1,200 mm / sec and a method for manufacturing the same, and a vehicle airbag including the same, measured by the method of the American Society for Testing and Materials, ASTM D 6476.

Description

Fabric for airbag and manufacturing method thereof {FABRICS FOR AIRBAG AND PREPARATION METHOD OF THE SAME}

The present invention relates to a fabric for airbags and a method of manufacturing the same, and more particularly, to fabrics for airbags having excellent durability and pressure resistance performance capable of withstanding instantaneous strong pressure when inflating the airbag, a method for manufacturing the same, and a vehicle including the same. It's about an airbag.

In general, an air bag detects a collision shock applied to a vehicle at a speed of about 40 km / h or more at a speed of about 40 km / h, and then explodes a gunpowder to gas into the airbag cushion. By means of supplying and inflating, it refers to a device for protecting the driver and passengers, the structure of a general airbag cushion system is as shown in FIG.

As shown in FIG. 1, a general airbag cushion system includes an inflator 121 that generates gas by ignition of the primer 122, and an airbag cushion 124 that is expanded and deployed toward the driver of the driver's seat by the generated gas. Consists of the airbag cushion module 100 is mounted to the steering wheel 101, the impact sensor 130 for generating a shock signal in the collision, and the electron to ignite the primer 122 of the inflator 121 according to the shock signal It is configured to include a control module (Electronic Control Module) (110). The airbag cushion system configured as described above detects an impact in the impact sensor 130 and transmits a signal to the electronic control module 110 when the vehicle collides at the front. At this time, the electronic control module 110 recognizing this ignites the primer 122 to burn the gas generating agent in the inflator 121. The gas generating agent thus combusted expands the airbag cushion 124 through rapid gas generation. The airbag cushion 124 inflated and deployed partially absorbs the impact load caused by the collision while contacting the front upper body of the driver, and the airbag cushion 124, which is inflated while the driver's head and chest are moved forward due to inertia, In the event of a collision, the gas of the airbag cushion 124 is rapidly discharged to the discharge hole formed in the airbag cushion 124, and is buffered on the front portion of the driver. Therefore, the secondary injury can be reduced by effectively buffering the impact force transmitted to the driver during frontal collision.

As described above, the airbag cushion used in an automobile is manufactured in a certain shape and then mounted on a handle of an automobile, a side window of an automobile, a side structure or the like in a folded state in order to minimize its volume. At this time, the airbag cushion is fixed to the vehicle body using a tab portion of the airbag cushion, and the airbag cushion is inflated when the inflator 121 is operated.

In general, airbags effectively utilize and inflate gas generated by the inflator without leaking to protect occupants. For this purpose, the fabric for the airbag should have a low air permeability. To this end, to date, static air permeability (SAP), which measures the amount of air flowing through the fabric by applying a constant pressure to the fabric, has been applied as the required physical property.

However, when the airbag is actually deployed, the pressure of the gas applied to the fabric for the airbag is not constant, and the pressure changes according to the situation, and in such a situation, the amount of gas flowing out through the fabric is not constant. Therefore, the static air permeability (SAP), which was required and measured in the far-end state, has been difficult to simply infer the gas flow and leakage in the actual deployment state.

Therefore, in order to exhibit excellent inflation performance and deployment performance during airbag deployment, it is easy to induce gas flow and leakage in the actual deployment state, and thus, research on development of airbag fabric having excellent air barrier property and pressure resistance retention performance Is needed.

The present invention is to provide an airbag fabric and a method for manufacturing the same, and a vehicle airbag including the same, having excellent mechanical properties and pressure resistance performance by optimizing the crimp rate and average dynamic air permeability (ADAP) in a predetermined range.

The present invention comprises at least one fiber selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers; Crimp ratio measured by the method of German Industrial Standard DIN 53852 is 3.0% to 12.0%; Provided is an airbag fabric having an average dynamic air permeability (ADAP) of 100-1,200 mm / sec as measured by the American Society for Testing and Materials Standard ASTM D 6476.

The present invention also comprises the steps of weaving using at least one fiber selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers; Refining said woven fabric; And tentering the refined fabric. Provides a method of manufacturing the fabric for the airbag.

The present invention also provides a vehicle airbag comprising the fabric for the airbag.

Hereinafter, an airbag fabric, a manufacturing method thereof, and a vehicle airbag including the same according to a specific embodiment of the present invention will be described in detail. It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention as defined by the appended claims.

In addition, throughout this specification, "comprising" or "containing ", unless specifically stated, refers to including any and all components (or components) Can not be interpreted as excluding.

The present invention maintains the average dynamic air permeability (ADAP) and crimp rate, which are the core properties of the fabric for airbags, at the same time in the optimal range, thereby preventing spillage and airtightness to exert excellent deployment performance during airbag deployment. At the same time, excellent durability and shape stability can be secured.

In accordance with one embodiment of the present invention, the present invention is provided with a fabric for the air bag having a predetermined characteristic. The airbag fabric is composed of one or more fibers selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers; Crimp ratio measured by the method of German Industrial Standard DIN 53852 is 3.0% to 12.0%; The average dynamic air permeability (ADAP) measured by the method of the American Society for Testing and Materials, ASTM D 6476, can be between 100 and 1,200 mm / sec.

In particular, the present invention by optimizing the crimp ratio of the fabric by adjusting the tension during weaving together with the fineness and weaving density of the yarn according to the process described later, to express the optimal average dynamic air permeability (ADAP) as the fabric for the air bag It is possible to secure excellent deployment performance when deploying the airbag.

In the case of the airbag cushion to protect the safety of the occupant of the vehicle, it is necessary to define the flow and outflow of the gas flowing through the fabric in order to express the best performance of passenger protection during deployment. However, SAP, which defines the flow rate of air by applying a constant pressure to the fabric, has a limitation because it may be completely different from the situation in which pressure is changed on the fabric according to the actual deployment situation.

To solve this problem, by optimizing not only SAP but also average dynamic air permeability (ADAP), even in the case of changing pressure in the fabric according to the actual deployment situation, the fabric can exhibit normal performance and have excellent airbag deployment performance. have.

However, if the average dynamic air permeability (ADAP) is made low at all pressures, the airbag cushion may not withstand the maximum pressure of the gas, which may cause the cushion to burst during airbag deployment. In addition, when the average dynamic air permeability (ADAP) is made high, the gas generated through the inflator during airbag deployment is exhausted through the fabric does not express the performance of the occupant protection normally.

In addition, when the crimp rate of the fabric is too low, the average dynamic air permeability (ADAP) is very low in connection with this, which may cause a problem that the cushion ruptures when the airbag is deployed. In addition, if the crimp rate of the fabric is too high, the average dynamic air permeability (ADAP) becomes very high, so that the gas generated through the inflator escapes through the fabric during airbag deployment. I can't.

Experimental results of the present inventors, by adjusting the tension during weaving to manufacture the fabric for the airbag, by optimizing the yarn's fineness and weaving density to optimize the crimp rate of the fabric, the optimal average dynamic air permeability (ADAP) as the fabric for the airbag ), It was found that it is possible to ensure excellent deployment performance during airbag deployment.

As described above, according to one embodiment of the present invention, a fabric for an air bag having predetermined characteristics is provided. The average dynamic air permeability (ADAP) of the fabric for the air bag may be 100 to 1,200 mm / sec, preferably 120 to 1,150 mm / sec, more preferably 150 to 1,100 mm / sec. When the ADAP of the fabric is less than 100 mm / sec, the airbag cushion may rupture because it cannot endure the maximum pressure in the cushion during airbag deployment. In addition, when the ADAP of the fabric exceeds 1,200 mm / sec, since the gas inside the cushion is all released through the fabric during airbag deployment does not exhibit the occupant protection performance.

Here, the average dynamic air permeability (ADAP) of the fabric for the air bag is measured by the method of the American Society for Testing and Materials, ASTM D 6476. The average dynamic air permeability (ADAP) adjusts the pressure of the compressed air so that the maximum pressure (Peak Pressure) is 100 kPa, the head size (Head Size) is the lower limit pressure 30kPa when measuring the air permeability under the conditions of 400 cc Set the upper limit pressure to 70 kPa and measure the average value.

In addition, in the present invention, the crimp rate of the fabric for the airbag may be 3.5% to 12.0%, preferably 3.7% to 11.7%, and more preferably 4.0% to 11.5%. If the crimp rate of the fabric is less than 3.5%, the average dynamic air permeability (ADAP) is very low, which may cause the cushion to burst during airbag deployment. On the other hand, if the crimp rate of the fabric exceeds 12.0%, the average dynamic air permeability (ADAP) is very high, so that all the gas generated through the inflator escapes through the fabric during airbag deployment. Will not be expressed normally. In the present invention, the crimp rate of the fabric is measured by the method of German Industrial Standard DIN 53852.

The yarn used in the manufacture of the fabric for the airbag of the present invention is to use a yarn containing at least one selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, aramid fibers. Examples of the nylon fibers include copolyamides of nylon 6, nylon 66, nylon 12, nylon 16 or nylon 6 and nylon 66, and polyalkylene glycol, dicarboxylic acid, amine, and the like. And fibers made of the copolymerized polyamide. Nylon 6 fiber, nylon 66 fiber, etc. are preferable in terms of yarn strength, heat resistance, price, and the like. As polyester fiber, the fiber which consists of polyethylene terephthalate, a polybutylene terephthalate, etc. are mentioned, for example. Copolymerized polyester fibers obtained by copolymerizing aliphatic dicarboxylic acids such as isophthalic acid and adipic acid may be used as the acid component in polyethylene terephthalate or polybutyrene terephthalate. In addition, rayon fibers, polysulfone fibers, ultra high molecular weight polyethylene fibers, and the like may be used.

In addition, the total fineness of the yarn used in the manufacture of the fabric for the airbag of the present invention can be used having a 200 to 1,300 denier, preferably 250 to 1,250 denier, more preferably 300 to 1,200 denier. Among them, 200 denier or more is preferable in view of the strength of the original fabric, and 1,300 denier or less is preferable in view of the folding property. The denier is a unit indicating the thickness of a yarn or a fiber and is 1 denier when the length is 9,000 m is 1 g.

At this time, the inclination density and the weft density of the fabric for the air bag, that is, the weaving density in the inclination direction and weft direction, respectively 20 to 70 th / inch, preferably 22 to 68 th / inch, more preferably 24 to 66 can be th / inch. The inclination density and the weft density of the airbag fabric may be 20 th / inch or more in terms of securing excellent mechanical properties of the airbag fabric, respectively, 70 th / inch in terms of improving the folding property and lowering the stiffness of the fabric. It may be as follows.

As described above, the present invention can reduce the stiffness of the fabric by optimizing the crimp of the fabric by optimizing the fineness and weaving density of the yarn by adjusting the tension and heat treatment temperature during weaving. have. For example, the stiffness according to the American Society for Testing and Materials Standard ASTM D 4032 method may represent 1.5 kgf or less, or 0.4 to 1.5 kgf, preferably 1.2 kgf or less, and more preferably 1.0 kgf or less. As described above, the fabric for the airbag of the present invention may exhibit excellent folding properties, flexibility, and storage properties as it significantly lowers the stiffness of the fabric while securing excellent mechanical properties.

In order to use the fabric of the present invention, it is preferable to maintain the above-mentioned stiffness range, and if the stiffness is too low, it may not have sufficient protective support function when the airbag is inflated and deployed. This may degrade the storage. In addition, in order to prevent the deterioration of the storage property by becoming too hard and difficult to fold, and to prevent discoloration of the fabric, the stiffness is preferably 1.5 kgf or less, particularly in the case of less than 460 denier, 0.8 kgf or less. In the case of 550 denier or more, it is preferable to be 1.5 kgf or less.

The fabric for the airbag may have an excellent tear strength according to the concentration of stress when the airbag is rapidly inflated with a momentary large force of the hot-high pressure gas when the airbag is deployed. At this time, the tear strength indicating the burst strength of the non-coated fabric for the air bag is 18 kgf to 30 gf, preferably 19 kgf to 27 kgf, and more preferably 20 kgf, as measured by ASTM D 2261-Toungue method. It can be 24 kgf. In this case, when the tear strength of the uncoated fabric is less than 18 kgf, the airbag may burst when the airbag is deployed, which may cause a great risk to the airbag function. On the other hand, when the tear strength of the uncoated fabric exceeds 30 kgf, the folding property of the fabric is low, and the air barrier property is so high that the internal pressure of the cushion is too high when the cushion is deployed, which may cause the cushion to rupture. Can be.

In addition, the airbag fabric of the present invention is a tensile strength of 210 kgf / inch to 330 kgf / inch, preferably 230 kgf / inch to 280 kgf / inch measured at room temperature by the American Society for Testing and Materials Standard ASTM D 5034 method And the elongation at break may be 31% to 50%, preferably 35% to 45%. Herein, the tensile strength and the elongation at break are preferably 210 kgf / inch or more and 35% or more, respectively, in terms of the excellent mechanical properties of the fabric, and 330 kgf / inch or less and 45% or less, respectively, in terms of improving the folding property and the developing performance of the cushion. It is preferable.

In addition, according to another embodiment of the present invention, there is provided a method for producing an airbag fabric as described above. The manufacturing method of the fabric for the airbag according to the present invention includes a conventional weaving method and refining and tentering in a range to optimize the crimp rate and the average dynamic air permeability (ADAP) and the like to a predetermined range. At this time, the weaving form of the fabric is not limited to a specific form, and both plain weave type and OPW (One Piece Woven) type weaving type are preferable.

In particular, the method for producing an airbag fabric according to the present invention comprises the steps of weaving using at least one fiber selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers; Refining said woven fabric; And tentering the refined fabric.

The fabric for the airbag may be manufactured through a beaming, weaving, refining, and tenterizing process using yarns such as nylon-based fibers as wefts and warp yarns. The fabric may be manufactured using a conventional weaving machine, and is not limited to the use of any specific loom. However, plain weave fabrics may be manufactured using a Rapier Loom, an Air Jet Loom, or a Water Jet Loom, and the OPW type fabric may be manufactured using Jacquard looms Loom. ≪ / RTI >

At this time, the weaving tension conditions may be applied to 50 to 200 N, preferably 48 to 198 N, more preferably 45 to 195 N. When the tension condition is less than 50 N, the crimp rate and the average dynamic air permeability (ADAP) are very high, so that the gas generated through the inflator escapes through the fabric during airbag deployment, thereby preventing the normal performance of occupant protection. Can be. On the other hand, if the weaving tension condition exceeds 200 N, the crimp rate and average dynamic air permeability (ADAP) of the fabric is too low, so that the cushion may rupture during airbag deployment.

In the airbag fabric manufacturing method of the present invention, the refining process may be carried out under a temperature condition of 40 to 100 ℃, preferably 45 to 99 ℃, more preferably 50 to 98 ℃. It is possible to wash and remove dirt and foreign matter generated during the production of yarn or weaving the fabric from the fabric woven through the refining process. The retention time in the refining process can be adjusted according to the process speed of moving the fabric in the refining tank and the refining rate of the fabric is 5 to 30 m / min, preferably 10 to 30 m / min, 10 to 20 m / min. Such refining process conditions can be changed depending on the process efficiency and the necessity, for example, in consideration of suitability of refining agents and the like.

In addition, the fabric finished after the refining process can be subjected to a tentering process, which is a heat fixing step for fixing the shape so that there is no change due to external influences. The tentering process is a process of adjusting the density and dimensions of the fabric by adjusting the density of the fabric shrunk in the refining step to a certain level required as a product. In the present invention, the tenter step may be performed at a temperature of 150 to 190 ° C, preferably 153 to 185 ° C, more preferably 155 to 180 ° C. The tentering process temperature may be carried out in the range as described above in terms of minimizing the heat shrink of the fabric and improve the dimensional stability.

The tentering process may finish the processing process by cooling the fabric using a cooling cylinder and winding the fabric.

On the other hand, according to another embodiment of the invention, there is provided a vehicle airbag comprising the fabric for the airbag described above. Also provided is an airbag system comprising the airbag described above, wherein the airbag system may comprise conventional equipment well known to those skilled in the art. The vehicle airbag may be, for example, a frontal airbag or a side curtain airbag.

In the vehicle airbag, when the fabric according to the present invention is used, the cushion fullness time may be 10 to 100 msec, preferably 20 to 75 msec, more preferably 25 to 55 msec. The cushion fullness time may be 10 msec or more in terms of preventing cushion rupture by high temperature and high pressure gas during deployment, and may be 55 msec in terms of enabling a stable occupant protection performance in a vehicle crash.

In the present invention, matters other than those described above can be added or subtracted as required, and therefore, the present invention is not particularly limited thereto.

According to the present invention, by optimizing the crimp rate and average dynamic air permeability (ADAP) in a predetermined range, there is provided an airbag fabric and a vehicle airbag including the same having excellent mechanical properties and pressure resistance performance.

Such airbag fabrics not only have excellent mechanical properties, shape stability, and air blocking effect, but also excellent folding properties and flexibility, which significantly improves storage performance while mounting a vehicle and at the same time impacts on vehicles and passengers. Minimize the safety of the occupants.

1 shows a typical airbag system.
Figure 2 is a photograph of the cushion after the development test, after manufacturing the airbag cushion using the fabric of Example 1.
Figure 3 is a photograph of the cushion after the development test, after the manufacture of the airbag cushion using the fabric of Comparative Example 4.

Hereinafter, the present invention will be described in more detail with reference to the following examples. However, the scope of the present invention is not limited to the following examples.

Example  1 to 7

After coating the fabric using a rapier weaving machine under conditions such as yarn type, fineness, weaving density, weaving tension, and tenter heat treatment temperature as shown in Table 1 below, non-coating (Non) undergoes a refining and tentering process. -Coating fabric was used as a fabric fabric for airbags.

Physical properties of the airbag fabric were measured by the following method, and the measured physical properties are summarized in Table 1 below.

a) Average dynamic air permeability (ADAP)

Average dynamic air permeability (ADAP) for uncoated fabrics was measured according to the American Society for Testing and Materials, ASTM D 6476.

The average dynamic air permeability (ADAP) of the fabric adjusts the pressure of compressed air so that the maximum pressure (Peak Pressure) is 100 kPa, and the head size (Head Size) is the lower limit pressure when measuring the air permeability under the conditions of 400 cc 30 kPa and an upper limit pressure were set to 70 kPa, and the average value was measured.

b) Crimp rate

The crimp rate for uncoated fabrics was measured according to German Industrial Standard DIN 53852.

The fabric sample was taken from the fabric to a size of 300 mm x 300 mm, and the crimp ratio was measured according to the following Equation 2. The far-end spring is marked with 250 mm x 250 mm, and this length becomes Lw. One end of the fabric sample was clamped and clamped, and the other end was subjected to a load according to the German Industrial Standard DIN 53852, and the changed length (Lf) was measured after 30 seconds. Thus, based on the measured value, the crimp rate of the fabric was calculated according to the following formula (2).

[Equation 2]

Crimp rate (Crimp,%) = (Lf-Lw) / Lw

In addition, by using a non-coated fabric that does not perform a separate coating process for the fabric for the air bag manufactured as described above, a development test was carried out using a passenger seat airbag cushion to measure the time (msec) from the time the gunpowder bursts to full bloom. And whether the cushion was ruptured.

Physical properties of the airbag fabric according to Examples 1 to 7 and the airbag cushion including the same are shown in Table 1 below.

division Example 1 Example 2 Example 3 Example 4 Example 5 Example 6 Example 7 Yarn Type nylon
66 nylon
66 nylon
66 nylon
66 nylon
66 nylon
66 PET Inclined fineness (de) 420 630 525 420 315 840 500 Weft island island (de) 420 630 525 420 315 840 500 Warp density (th / inch) 49 41 45 53 60 32 51 Weft Density (th / inch) 49 41 45 53 60 32 51 Weaving Tension (N) 135 135 135 145 140 130 150 Tentering Temperature (℃) 160 160 160 172 170 155 175 ADAP (mm / sec) 552 648 543 405 593 892 249 Slope Crimp (%) 5.61 5.55 5.52 5.58 5.64 5.54 4.47 Weft Crimp (%) 10.47 10.38 9.7 9.06 9.27 9.37 4.98 Cushion full bloom time (msec) 44 43 41 40 40 50 39 Cushion rupture none none none none none none none

Comparative Example  1-4

The same as in Examples 1 to 7, except that the non-coated fabric, which has undergone the weaving and tentering process after weaving the fabric under the conditions shown in Table 2, was used as the fabric for the airbag. According to the method for preparing an airbag fabric and an airbag cushion including the same, and measured for the physical properties are summarized in Table 2 below.

division Comparative Example 1 Comparative Example 2 Comparative Example 3 Comparative Example 4 Yarn Type Nylon66 Nylon66 Nylon66 Nylon66 Inclined fineness (de) 525 420 420 420 Weft island island (de) 525 420 420 420 Warp density (th / inch) 55 32 49 49 Weft Density (th / inch) 55 32 49 49 Weaving Tension (N) 135 135 40 230 Tentering Temperature (℃) 160 160 40 210 ADAP (mm / sec) 98 1,240 1280 92 Slope Crimp (%) 5.72 4.23 9.82 3.3 Weft Crimp (%) 11.32 8.92 13.21 3.2 Cushion full bloom time (msec) - 70 62 - Cushion rupture rupture none none rupture

As shown in Table 1, the fabric for airbags of Examples 1 to 7 produced by optimizing Average Dynamic Air Permeability (ADAP) and Crimp (Crimp) rate according to the present invention is prepared by an airbag cushion When the deployment test was carried out, the cushion full time required for the general airbag system was satisfied, and there was no problem in expressing the performance of the airbag because there was no cushion rupture during deployment.

On the other hand, as shown in Table 2, the airbag fabric of Comparative Examples 1 to 4 according to the conventional method, when manufactured by the airbag cushion and subjected to the development test for cushion deployment speed and high temperature and high pressure for occupant protection Problems occurred in durability. In particular, in the case of Comparative Example 1, the ADAP was too low and the cushion was ruptured because the cushion could not stand the maximum pressure in the cushion test. In case of Comparative Example 2, the ADAP was too high, and when gas was released into the fabric part during the cushion development test, the cushion deployment speed was too slow to protect the occupants normally. In addition, in the case of Comparative Example 3, the crimp of the weft yarn is too high, and when gas is released to the fabric part during the cushion development test, too, the cushion deployment speed is too late to protect the occupants. In the case of Comparative Example 4, the crimp of the warp yarn and the weft yarn was too low, and the cushion rupture test failed to withstand the maximum pressure inside the cushion during the cushion development test.

Claims (12)

One or more fibers selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers;
Crimp ratio measured by the method of German Industrial Standard DIN 53852 is 3.0% to 12.0%;
Fabric for airbags with an average dynamic air permeability (ADAP) of 100 to 1,200 mm / sec as measured by the American Society for Testing and Materials Standard ASTM D 6476. The method of claim 1,
The fineness of the fiber is 200 to 1,300 denier fabric for the airbag. The method of claim 1,
Fabric for airbags with warp density and weft density of 20 to 70 th / inch, respectively. The method of claim 1,
Fabric for air bags with a stiffness of 1.5 kgf or less according to ASTM D 4032 method. The method of claim 1,
Fabric for airbags with a tear strength of 18 kgf to 30 kgf according to ASTM D 2261-Toungue method. The method of claim 1,
Fabric for airbags with a tensile strength of 210 kgf / inch to 330 kgf / inch according to ASTM D 5034 method. Weaving using at least one fiber selected from the group consisting of nylon fibers, polyester fibers, polyolefin fibers, and aramid fibers;
Refining said woven fabric; And
Tentering the refined fabric;
A method of manufacturing a fabric for an airbag according to any one of claims 1 to 6, including. The method of claim 7, wherein
The refining step is a method for manufacturing an airbag fabric to be carried out under a temperature condition of 40 to 100 ℃. The method of claim 7, wherein
The refining step is a method of manufacturing a fabric for airbags performed at a refining speed of 5 to 30 m / min. The method of claim 7, wherein
The tentering step is a manufacturing method of the fabric for the air bag is carried out under a temperature condition of 150 to 190 ℃. A vehicle airbag comprising the fabric for an airbag according to any one of claims 1 to 6. 12. The method of claim 11,
The airbag is a vehicle airbag is a frontal airbag or side curtain type airbag.

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