U.S. patent application number 09/327770 was filed with the patent office on 2001-05-24 for dual stage air bag inflator.
Invention is credited to CUEVAS, JESS A., DEMING, THOMAS H., GREEN, LLOYD G. JR., NELSON, BRADLEY W., SCOTT, ROBERT E..
Application Number | 20010001523 09/327770 |
Document ID | / |
Family ID | 23277995 |
Filed Date | 2001-05-24 |
United States Patent
Application |
20010001523 |
Kind Code |
A1 |
GREEN, LLOYD G. JR. ; et
al. |
May 24, 2001 |
DUAL STAGE AIR BAG INFLATOR
Abstract
An inflator (10) comprises a housing (20) defining first and
second combustion chambers (100, 120). A first inflation fluid
source (140) in the first combustion chamber (100) is actuatable to
effect flow of inflation fluid. A first initiator (12) in the
housing (20), when energized, effects actuation of the first
inflation fluid source (140). A second inflation fluid source (150)
in the second combustion chamber (120) is actuatable to effect flow
of inflation fluid. A second initiator (124) in the housing (20),
when energized, effects actuation of the second inflation fluid
source (150). The housing (20) deforms due to the pressure of
inflation fluid in the housing upon actuation of one or both of the
inflation fluid sources (140, 150). The housing (20), after
deforming, has a fluid passage (90) for directing flow of inflation
fluid out of the housing. The flow area of the fluid passage (90)
varies in accordance with the pressure of inflation fluid in the
housing (20). The housing comprises first and second housing parts
(40, 30) having a first condition in abutting engagement with each
other and a second condition, after deformation of the housing
(20), spaced apart from each other to define the fluid passage
(90). The first housing part (40) comprises a one-piece metal
member that supports the initiators (112, 124) and defines the
combustion chambers (100, 120).
Inventors: |
GREEN, LLOYD G. JR.; (MESA,
AZ) ; NELSON, BRADLEY W.; (MESA, AZ) ; SCOTT,
ROBERT E.; (MESA, AZ) ; CUEVAS, JESS A.;
(SCOTTSDALE, AZ) ; DEMING, THOMAS H.; (MESA,
AZ) |
Correspondence
Address: |
TAROLLI SUNDHEIM COVELL TUMMINO & SZABO
1111 LEADER BLDG
526 SUPERIOR AVENUE
CLEVELAND
OH
441141400
|
Family ID: |
23277995 |
Appl. No.: |
09/327770 |
Filed: |
June 7, 1999 |
Current U.S.
Class: |
280/736 ;
280/742 |
Current CPC
Class: |
B60R 21/2644 20130101;
B60R 2021/2633 20130101; B60R 2021/2648 20130101; B60R 2021/26094
20130101 |
Class at
Publication: |
280/736 ;
280/742 |
International
Class: |
B60R 021/26 |
Claims
Having described the invention, I claim:
1. An inflator for providing inflation fluid for inflating an
inflatable vehicle occupant protection device, said inflator
comprising: a housing defining first and second combustion
chambers; a first inflation fluid source in said first combustion
chamber and actuatable to effect flow of inflation fluid to inflate
the inflatable device; a first initiator in said housing for, when
energized, effecting actuation of said first inflation fluid
source; a second inflation fluid source in said second combustion
chamber and actuatable to effect flow of inflation fluid to inflate
the inflatable device; a second initiator in said housing for, when
energized, effecting actuation of said second inflation fluid
source; said housing deforming due to the pressure of inflation
fluid in said housing upon actuation of one or both of said
inflation fluid sources; said housing, after deforming, having a
fluid passage for directing flow of inflation fluid out of said
housing to the inflatable device, the flow area of said fluid
passage varying in accordance with the pressure of inflation fluid
in said housing; said housing comprising first and second housing
parts having a first condition in abutting engagement with each
other and a second condition, after deformation of said housing,
spaced apart from each other to define said fluid passage; said
first housing part comprising a one-piece metal member that
supports said first and second initiators and defines said first
and second combustion chambers.
2. An apparatus as set forth in claim 1 wherein said first and
second housing parts are in said first condition prior to actuation
of said inflation fluid sources and in said second condition upon
actuation of one or both of said inflation fluid sources.
3. An apparatus as set forth in claim 1 further comprising a flow
control member defining a control passage located between said
inflation fluid source and said fluid passage, said control passage
having a smaller flow area than said fluid passage, the flow area
of said control passage increasing due to deformation of said
housing and varying in accordance with the pressure of inflation
fluid in said housing upon actuation of said inflation fluid
source.
4. An apparatus as set forth in claim 3 wherein said control
passage comprises a plurality of fluid flow control openings which
move relative to said housing to increase their flow area upon
deformation of said housing.
5. An apparatus as set forth in claim 3 wherein said flow control
member is movable with said second housing part relative to said
first housing part, upon actuation of said inflation fluid source,
to move said control passage from a closed condition to an open
condition.
5. An apparatus as set forth in claim 1 wherein said first
combustion chamber has a generally ring-shaped configuration and
extends completely around said second combustion chamber.
6. An inflator as set forth in claim 1 wherein said one-piece metal
member includes a first portion for supporting said second
initiator and defining a radially inner wall of said first
combustion chamber, and a second portion defining a radially outer
wall of said first combustion chamber.
7. An inflator as set forth in claim 6 wherein said one-piece
member comprises a third portion joining said first and second
portions and defining an axial end wall of said first combustion
chamber.
8. An inflator as set forth in claim 6 wherein said second portion
of said one-piece metal member is engageable with said second
housing part when said housing parts are in the first
condition.
9. An inflator as set forth in claim 6 wherein and said radially
inner wall of said first combustion chamber forms a radially outer
wall of said second combustion chamber.
10. An inflator as set forth in claim 1 wherein said first housing
part comprises an annular surface which is engageable with an inner
major side surface of said second housing part when said housing
parts are in the first condition.
11. An apparatus as set forth in claim 1 wherein said first and
second combustion chambers are centered on a central axis of said
inflator and said first and second initiators are not centered on
said central axis.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Technical Field
[0002] The present invention relates to an apparatus for inflating
an inflatable vehicle occupant protection device.
[0003] 2. Description of the Prior Art
[0004] An inflatable vehicle occupant protection device, such as an
air bag, is deployed upon the occurrence of a vehicle crash. The
air bag is part of a vehicle occupant protection apparatus which
further includes a crash sensor and an inflator. The inflator
includes a housing and an inflation fluid source, such as a solid
propellant, in the housing. When the crash sensor senses a
crash-indicating condition of at least a predetermined threshold
level, the inflator is actuated and produces inflation fluid under
pressure in the inflator housing. The pressurized inflation fluid
is directed out of the inflator housing and inflates the air bag
into the vehicle occupant compartment. When the air bag is deployed
in this manner, it helps to protect an occupant of the vehicle from
a forceful impact with parts of the vehicle as a result of the
crash.
[0005] When the inflator is actuated at an elevated ambient
temperature, the pressure of the inflation fluid in the inflator
housing increases. An inflator must be strong enough structurally
to contain these elevated pressures. If the pressure in the
inflator housing is thus increased, the mass flow rate of the
inflation fluid flowing into the air bag can increase above the
desired flow rate. Also, the possibility of such increased
pressures may make it unfeasible to use a solid propellant which
has a high burn rate exponent, that is, a high sensitivity to
pressure variation.
SUMMARY OF THE INVENTION
[0006] The present invention is an inflator for providing inflation
fluid for inflating an inflatable vehicle occupant protection
device. The inflator comprises a housing defining first and second
combustion chambers. A first inflation fluid source in the first
combustion chamber is actuatable to effect flow of inflation fluid
to inflate the inflatable device. The inflator includes a first
initiator in the housing for, when energized, effecting actuation
of the first inflation fluid source. A second inflation fluid
source in the second combustion chamber is actuatable to effect
flow of inflation fluid to inflate the inflatable device. The
inflator includes a second initiator in the housing for, when
energized, effecting actuation of the second inflation fluid
source.
[0007] The housing deforms due to the pressure of inflation fluid
in the housing upon actuation of one or both of the inflation fluid
sources. The housing, after deforming, has a fluid passage for
directing flow of inflation fluid out of the housing to the
inflatable device. The flow area of the fluid passage varies in
accordance with the pressure of inflation fluid in the housing. The
housing comprises first and second housing parts having a first
condition in abutting engagement with each other and a second
condition, after deformation of the housing, spaced apart from each
other to define the fluid passage. The first housing part comprises
a one-piece metal member that supports the first and second
initiators and defines the combustion chambers.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Further features of the present invention will become
apparent to those skilled in the art to which the present invention
relates from reading the following description with reference to
the accompanying drawings, in which:
[0009] FIG. 1 is a schematic view of a vehicle occupant protection
apparatus including an inflator constructed in accordance with a
first embodiment of the present invention;
[0010] FIG. 2 is an axial sectional view showing the inflator of
FIG. 1 in an unactuated condition;
[0011] FIG. 3 is a radial sectional view showing the inflator of
FIG. 1 in an unactuated condition;
[0012] FIG. 4 is a sectional view of an igniter housing which forms
a part of the inflator of FIG. 1;
[0013] FIG. 5 is a bottom plan view of a threshold cap which forms
part of the inflator of FIG. 1;
[0014] FIG. 6 is a sectional view of the threshold cap taken along
line 6-6 of FIG. 5;
[0015] FIG. 7 is a view similar to FIG. 2, showing the inflator in
a first actuated condition in which only a first stage of the
inflator is actuated; and
[0016] FIG. 8 is a view similar to FIG. 2, showing the inflator in
a second actuated condition in which both first and second stages
of the inflator are actuated.
DESCRIPTION OF A PREFERRED EMBODIMENT
[0017] The present invention relates to an apparatus for providing
inflation fluid for inflating an inflatable vehicle occupant
protection device. As representative of the present invention, FIG.
1 illustrates schematically an inflator 10 which forms part of a
vehicle occupant protection apparatus 12.
[0018] The apparatus 12 includes an inflatable vehicle occupant
protection device 14. In the preferred embodiment of the invention,
the protection device 14 is an air bag for helping to protect a
driver of a vehicle. Other inflatable vehicle occupant protection
devices that can be used in accordance with the present invention
include, for example, inflatable seat belts, inflatable knee
bolsters, inflatable head liners or side curtains, and knee
bolsters operated by inflatable air bags.
[0019] The inflator 10 is electrically actuatable to provide
inflation fluid for inflating the air bag 14. When the air bag 14
is inflated, it extends into a vehicle occupant compartment (not
shown) to help protect a vehicle occupant from a forceful impact
with parts of the vehicle, such as the vehicle steering wheel, as a
result of a crash.
[0020] The apparatus 12 also includes a crash sensor 16. The crash
sensor 16 is a known device which senses a vehicle condition that
indicates the occurrence of a vehicle crash or a side impact to the
vehicle or a rollover condition of the vehicle. If the vehicle
condition sensed by the crash sensor 16 is at or above a first
predetermined threshold level, it indicates the occurrence of a
crash having a first predetermined threshold level of severity. The
first threshold level of crash severity is a level at which
inflation of the air bag 14 at a relatively low rate is desired for
protection of a vehicle occupant. If the vehicle condition sensed
by the crash sensor 16 is at or above a second predetermined
threshold level, it indicates the occurrence of a crash having a
second, higher, predetermined threshold level of severity. The
second threshold level of crash severity is a level at which
inflation of the air bag 14 at a relatively high rate is desired
for protection of a vehicle occupant.
[0021] The vehicle condition sensed by the crash sensor 16
preferably is sudden vehicle deceleration that is caused by a
collision. The magnitude and duration of the deceleration are
measured by the crash sensor 16. If the magnitude and duration of
the deceleration meet or exceed predetermined threshold levels,
they indicate the occurrence of a crash that meets or exceeds the
predetermined threshold levels of crash severity. A suitable
deployment signal is then transmitted to a controller 18 to
indicate the occurrence of such a crash. The controller 18 sends an
actuation signal to the inflator 10 to actuate the inflator.
[0022] The inflator 10 (FIGS. 2-4) includes a generally cylindrical
housing or shell 20. The inflator 10 has a circular configuration
as viewed from above in FIG. 2. The housing 20 includes a first or
upper (as viewed in FIG. 2) housing part 30, referred to herein as
a diffuser, a second or lower (as viewed in FIG. 2) housing part
40, referred to herein as an igniter housing, and a closure 50.
[0023] The diffuser 30 has an inverted, cup-shaped configuration
centered on an axis 22 of the inflator 10. The diffuser 30 includes
a radially extending end wall 32 and an axially extending side wall
34. The end wall 32 of the diffuser 30 is domed, that is, has a
curved configuration projecting away from the closure 50. The end
wall 32 has an inner side surface 36.
[0024] The side wall 34 of the diffuser 30 has a cylindrical
configuration centered on the axis 22 of the inflator 10. A
plurality of inflation fluid outlets 38 are disposed in a circular
array on the side wall 34. Each one of the inflation fluid outlets
38 extends radially through the side wall 34. The outlets 38 enable
flow of inflation fluid out of the inflator 10 to inflate the air
bag 14. The outlets 38, as a group, have a fixed, predetermined
flow area. An annular inflator mounting flange 39 extends radially
outward from the side wall 34 at a location below (as viewed in
FIG. 2) the inflation fluid outlets 38.
[0025] The closure 50 (FIG. 2) has a cup-shaped configuration
including a radially extending end wall 52 and an axially extending
side wall 54. The end wall 52 of the closure 50 is domed, that is,
has a curved configuration projecting away from the diffuser 30.
The end wall 52 has an inner side surface 56 presented toward the
end wall 32 of the diffuser 30. Two circular openings 57 and 58 are
formed in the end wall 52 of the closure 50. Neither one of the
openings 57 and 58 is centered on the axis 22.
[0026] The side wall 54 of the closure 50 has a cylindrical
configuration centered on the axis 22. The outer diameter of the
side wall 54 of the closure 50 is approximately equal to the inner
diameter of the side wall 34 of the diffuser 30. The closure 50 is
nested inside the diffuser 30, as seen in FIG. 2. The side wall 54
of the closure 50 is welded to the side wall 34 of the diffuser 30
with a single, continuous weld 60.
[0027] The igniter housing 40 (FIGS. 2 and 4) is impact extruded as
one piece from aluminum or stainless steel. The igniter housing has
a radially extending lower end wall 62. The end wall 62 has an
inner side surface 64 (FIG. 4) which is presented toward the
diffuser 30. The lower end wall 62 has an outer side surface 66
which is in abutting engagement with the inner side surface 56 of
the end wall 52 of the closure 50.
[0028] The igniter housing 40 has a generally cylindrical outer
side wall 70 which extends parallel to and is centered on the axis
22. The outer wall 70 has opposite inner and outer side surfaces 72
and 74. The outer side wall 70 has a ring-shaped upper end surface
80. The upper end surface 80 has a generally frustoconical
configuration which seals against the inner side surface 36 of the
end wall 32 of the diffuser 30. The axial length of the outer side
wall 70 of the igniter housing 40 is selected so that the igniter
housing is trapped or captured axially between the diffuser 30 and
the closure 50 when the diffuser and the closure are welded
together.
[0029] The upper end surface 80 of the igniter housing side wall 70
and the inner side surface 36 of the diffuser 30 define a fluid
passage 90 (FIGS. 2, 5 and 6) in the inflator 10. Because the
igniter housing side wall 70 is cylindrical, the fluid passage 90
has an annular configuration extending around and centered on the
axis 22. The fluid passage 90 is located near the fluid outlets 38.
The fluid passage 90, which is normally closed, opens upon
actuation of the inflator 10 as described below.
[0030] The igniter housing 40 has a generally cylindrical inner
side wall 92 spaced radially inward from the outer side wall 70.
The inner side wall 92 extends parallel to and is centered on the
axis 22. The inner side wall 92 has opposite inner and outer side
surfaces 94 and 96 and an annular upper end surface 98.
[0031] A ring-shaped primary propellant chamber or combustion
chamber 100 (FIG. 2) is defined inside the igniter housing 40. The
radially outer boundary of the primary propellant chamber 100 is
the inner side surface 72 of the outer side wall 70 of the igniter
housing 40. The radially inner boundary of the primary propellant
chamber 100 is the outer side surface 96 of the inner side wall 92
of the igniter housing 40. The primary propellant chamber 100 is
centered on the axis 22.
[0032] A primary initiator wall 110 of the igniter housing 40 is
disposed in the primary propellant chamber 100. The primary
initiator wall 110 projects axially from the inner side surface 64
of the end wall 62 of the igniter housing 40. A primary initiator
112 is mounted in the primary initiator wall 110. The primary
initiator 112 is a known device which is electrically actuatable by
an electric current applied through terminals 114 to generate
combustion products.
[0033] A retainer sleeve (not shown) is press fit between the
primary initiator 112 and the wall 110 to secure the primary
initiator in position in the igniter housing 100. A primary
ignition cap 116 (FIGS. 2 and 3) press fitted in the wall 110 holds
a quantity of primary ignition material 118, such as boron
potassium nitrate, in contact with the primary initiator 112.
[0034] The inner side wall 92 of the igniter housing 40 defines a
secondary propellant chamber 120 radially inward of the inner side
wall. The secondary propellant chamber 120 has a generally
cylindrical configuration centered on the axis 22.
[0035] A secondary initiator wall 122 of the igniter housing 40 is
disposed in the secondary propellant chamber 120. The secondary
initiator wall 122 projects axially from the inner side surface 64
of the end wall 62 of the igniter housing 40. The secondary
initiator wall 122 is not centered on the axis 22. A secondary
initiator 124 is mounted in the secondary initiator wall 122. The
secondary initiator 124 is a known device which is electrically
actuatable by an electric current applied through terminals 126 to
generate combustion products. A retainer sleeve (not shown) is
press fit between the secondary initiator 124 and the wall 122 to
secure the secondary initiator in position in the igniter housing
40.
[0036] A cylindrical boss 130 of the igniter housing extends into
the circular opening 57 in the end wall 52 (FIG. 2) of the closure
50. Another cylindrical boss 132 of the igniter housing 40 extends
into the other circular opening 58 in the end wall 52 of the
closure 50.
[0037] The inflator 10 includes a first actuatable inflation fluid
source 140 in the form of a solid propellant. The propellant 140 is
located in the primary combustion chamber 100. The propellant 140
is a known material which is ignitable by the combustion products
of the primary ignition material 118 and which, when ignited,
produces inflation fluid in the form of gas under pressure for
inflating the air bag 14. The propellant 140 may be provided in the
form of a plurality of discs filling or substantially filling the
primary propellant chamber 100, or in the form of small pellets or
tablets. The inflator 10 may include a combustor heat sink and a
heat sink retainer (not shown) in the primary combustion chamber
100. The combustor heat sink can be made of knitted metal wire to
help filter the inflation fluid produced by combustion of the
primary propellant.
[0038] The inflator 10 includes a second actuatable inflation fluid
source 150 in the form of a solid propellant. The secondary
propellant 150 is located in the secondary propellant chamber 120.
The secondary propellant 150 is a known material which is ignitable
by the secondary initiator 124 and which, when ignited, produces
inflation fluid in the form of gas under pressure for inflating the
air bag 14. The secondary propellant 150 may be made from the same
material as the primary propellant 140.
[0039] A secondary cap 160 closes the upper end of the secondary
propellant chamber 120 in the igniter housing 40. The secondary cap
160 has a radially extending main body portion 162. An axially
extending plug portion 164 of the secondary cap 160 fits inside the
inner side wall 92 of the igniter housing 40 to hold the secondary
cap in place on the igniter housing. The secondary cap 160 may
alternatively have a plurality of tabs which fit inside the inner
side wall 92. The secondary cap 160 contains the secondary
propellant 150 in the secondary propellant chamber 120.
[0040] The inflator 10 includes a fluid flow control member in the
form of a threshold cap 180. The threshold cap 180 is located
axially between the secondary cap 160 and the diffuser 30. The
threshold cap 180 is made from stamped sheet metal, substantially
thinner than the housing parts 30, 40 and 50.
[0041] The threshold cap 180 (FIGS. 5 and 6) is shaped generally
like a throwing disc and has a domed main body portion or central
wall 182 centered on the axis 22. The central wall 182 has a
circular configuration including an annular outer edge portion 184.
The central wall 182 has parallel inner and outer side surfaces 186
and 188.
[0042] An annular side wall 190 of the threshold cap 180 extends
generally axially from the central wall 182. The side wall 190 of
the threshold cap 180 includes a first portion 192 which is
connected with and extends from the outer edge portion 184 of the
central wall 182 of the threshold cap. The first portion 192 has a
slightly frustoconical configuration, extending radially outward
from the central wall 182 as it extends axially away from the
central wall 182. In the illustrated embodiment, the first portion
192 of the side wall 190 extends at a small angle (about 5 degrees)
to the axis 22. A second portion 194 of the side wall 190 of the
threshold cap 180 extends axially downward and radially inward from
the first portion 192.
[0043] The threshold cap 180 has a plurality of openings in the
form of slots 200. The slots 200 extend between inner and outer
side surfaces 196 and 198 of the side wall 190 of the threshold cap
180. The slots 200 are spaced apart equally along the side wall
190, in a circular array centered on the axis 22. Each one of the
slots 200 has a respective upper edge 202.
[0044] The slots 200 in the threshold cap 180 together form a fluid
flow control passage 210 in the threshold cap. In the illustrated
embodiment, the threshold cap 180 has six slots 200. A greater or
lesser number of slots 200 may be provided to obtain the desired
flow control characteristics of the inflator 10.
[0045] The threshold cap 180 (FIG. 2) is disposed in the inflator
10, at a location centered on the axis 22. The inner side surface
186 of the central wall 182 of the threshold cap 180 is in abutting
engagement with the main body portion 162 of the secondary cap 160.
The outer side surface 188 of the central wall 182 of the threshold
cap 180 is in abutting engagement with the inner side surface 36 of
the central wall 32 of the diffuser 30. The threshold cap 180
extends across both the primary combustion chamber 100 and the
secondary combustion chamber 120 of the inflator 10. The side wall
190 of the threshold cap 180 is in abutting engagement with the
inner side surface 72 of the outer side wall 70 of the igniter
housing 40, near the fluid passage 90.
[0046] Prior to actuation of the inflator 10, the end surface 80 of
the outer side wall 70 of the igniter housing 40 seals against the
inner side surface 36 of the diffuser end wall 32, so that the
fluid passage 90 is closed and has zero flow area. The closed fluid
passage 90 blocks fluid flow between the primary combustion chamber
100 and the fluid outlets 38, prior to actuation of the inflator
10. There is no other path for any significant amount of fluid to
flow between the primary inflation fluid source 140 and the fluid
outlets 38. Upon actuation of the inflator 10, as described below,
the fluid passage 90 opens to enable inflation fluid to flow
between the inflation fluid source 140 and the fluid outlets 38.
The fluid passage 90, when open, has a smaller flow area than the
fluid outlets 38 in the diffuser 30.
[0047] Prior to actuation of the inflator 10, the control passage
210 in the threshold cap 180 is also in a closed condition. The
slots 200 in the threshold cap 180 are substantially, if not
completely, covered by the outer side wall 70 of the igniter
housing 40. There is initially no significant gap between the side
wall 190 of the threshold cap 180 and the outer side wall 70 of the
igniter housing 40. The threshold cap 190 substantially blocks
fluid flow between the primary combustion chamber 100 and the fluid
passage 90. Upon actuation of the inflator 10, as described below,
the threshold cap 190 moves and deforms to enable inflation fluid
to flow through the slots 200.
[0048] In the event of a vehicle crash at or above the first
predetermined threshold level of crash severity, but below the
second predetermined threshold level of crash severity, an electric
signal is applied to only the terminals 114 of the primary
initiator 112. The primary initiator 112 is actuated and ignites
the primary ignition material 118. The force of the combustion
products of the primary ignition material 118 ruptures the igniter
cap 116.
[0049] The combustion products of the primary ignition material 118
ignite the primary propellant 140. The primary propellant 140
combusts and produces inflation fluid under pressure in the primary
propellant chamber 100. The pressure in the primary propellant
chamber 100 rises rapidly to a pressure in the range of about 4,000
psi to about 5,000 psi or more.
[0050] The secondary cap 160 during this time blocks flow of
combustion products from the primary propellant chamber 100 (which
surrounds the secondary cap) into the secondary propellant chamber
120. This prevents ignition of the secondary propellant 150 when
the primary initiator 112 is actuated but the secondary initiator
124 is not actuated.
[0051] The material thickness of the housing 20 is selected so that
the end walls 32 and 52 deform because of the pressure of inflation
fluid in the housing upon actuation of the primary inflation fluid
source 140. Specifically, the end wall 32 of the diffuser 30
deforms axially outward (in an upward direction as viewed in FIG.
2), from the condition shown in FIG. 2 to the condition shown in
FIG. 7. Simultaneously, the end wall 52 of the closure 50 deforms
axially outward in the opposite direction. The amount of
deformation or deflection of the end walls 32 and 52 is dependent
on the pressure in the housing 20. That is, the higher the pressure
in the housing 20, the more the end walls 32 and 52 deflect
outward.
[0052] The pressure of the inflation fluid in the primary
propellant chamber 100 forces the igniter housing 40 against the
end wall 52 of the closure 50. As the diffuser 30 and the closure
50 move away from each other, the fluid pressure on the inner side
surface 186 of the threshold cap 180 causes the threshold cap to
move with the diffuser, away from the closure and the igniter
housing 40. The movement of the threshold cap 180 exposes the slots
200 and opens the control passage 210, as described below, to
enable inflation fluid to flow out of the primary propellant
chamber 100 through the fluid passage 90.
[0053] The upper end surface 80 of the outer side wall 70 of the
igniter housing 40 moves away from the inner side surface 36 of the
end wall 32 of the diffuser 30. The fluid passage 90 opens and its
flow area increases, because of the deformation of the housing 20.
The inflation fluid flows out of the primary propellant chamber
100, through the slots 200 in the threshold cap 180, and toward the
fluid passage 90. Inflation fluid flows through the fluid passage
90, through an annular final filter 220, and toward the inflation
fluid outlets 38. Inflation fluid flows out of the primary
propellant chamber 100 along the entire 360 degree extent of the
fluid passage 90. The fluid outlets 38 direct the inflation fluid
to flow out of the housing 20 to the inflatable device 14.
[0054] The flow area of the fluid passage 90 in the housing 20
varies in accordance with the pressure of inflation fluid in the
housing 20. Specifically, the higher the pressure in the housing
20, the more the end walls 32 and 52 deflect or deform outward. The
more the end walls 32 and 52 deflect outward, the more the end
surface 80 of the igniter housing 40 moves away from the end wall
of the diffuser 30, and the bigger the fluid passage 90 becomes. In
one embodiment, the fluid passage 90 is typically about one-half
millimeter in axial extent when the inflator 10 is actuated. Under
extreme pressure conditions, the fluid passage 90 could have an
axial extent of as much as two to three millimeters.
[0055] As the housing 20 deforms, the slots 200 in the threshold
cap 180 progressively open, increasing the flow area of the control
passage 210. At the same time, the fluid passage 90 between the
diffuser 30 and the igniter housing progressively opens. Because
the fluid passage 90 has a 360 degree circumferential extent and
the slots 200 have a limited circumferential extent, the flow area
of the fluid passage 90 increases more rapidly than the flow area
of the control passage 304. Thus, the fluid flow area through the
slots 200 in the threshold cap 180 almost immediately becomes
smaller than the fluid flow area through the fluid passage 90
between the igniter housing 40 and the diffuser 30. Thus, the
threshold cap 180 acts as a restrictor, or control, for the rate of
fluid flow out of the inflator 10.
[0056] The flow area of the slots 200 in the threshold cap 180,
which make up the control passage 210, varies in accordance with
the pressure of inflation fluid in the housing 20. Specifically,
the higher the pressure in the housing 20, the more the threshold
cap 180 moves away from the igniter housing 40. As a result, a
greater portion of each one of the slots 200 in the threshold cap
180 is exposed, and the control passage 210 becomes bigger.
[0057] Because the flow area of the control passage 210 varies in
accordance with the pressure of inflation fluid in the housing 20,
the internal operating pressure of the inflator 10 is
self-regulating. Any increased pressure in the primary propellant
chamber 100 causes the control passage 210 to open further, thus
allowing the pressure to be relieved and lowered. The range of peak
operating pressures in the inflator 10 is, therefore, narrowed,
reducing the structural requirements of the inflator housing 20
accordingly.
[0058] Controlling fluid flow in this manner, that is, through
movement of the slotted threshold cap 180, can be more precise than
controlling fluid flow solely with the gap 90 caused by deformation
of the housing 20. In addition, it is relatively easy to vary the
fluid flow characteristics for different inflators, by providing
different threshold caps 180 having different opening sizes or
configurations.
[0059] Because the peak pressures in the primary propellant chamber
100 are reduced by the increased opening of the variable control
passage 210, effects of temperature change on the pressure in the
primary propellant chamber 100 are minimized. This can enable the
use of a primary propellant 140 which is more pressure sensitive,
that is, which has a higher burn rate exponent. In addition, with
the secondary combustion chamber 120 being completely encircled by
the primary combustion chamber 100, only the primary combustion
chamber need be capable, itself, of sustaining the structural loads
arising upon actuation of the inflator 10.
[0060] In the event of a vehicle crash at or above the second
predetermined threshold level of crash severity, both the primary
initiator 112 and the secondary initiator 124 are actuated. The
actuation of the primary initiator 112 results in ignition of the
primary propellant 140 as described above. Inflation fluid produced
by the primary propellant 140 deforms the housing 20, moves the
threshold cap 180, and flows out of the inflator 10 as described
above.
[0061] The secondary initiator 124 is actuated by an electric
signal applied to the terminals 126 of the secondary initiator. The
secondary initiator 124 ignites the secondary propellant 150. The
secondary propellant 150 produces combustion products which
increase the pressure in the secondary combustion chamber 120. This
increased pressure acts on the secondary cap 160 and causes the
secondary cap to move out of engagement with the igniter housing
40, as shown in FIG. 8.
[0062] The combustion products of the secondary propellant 150 join
with the combustion products of the primary propellant 140 in the
primary combustion chamber 100. The resulting increase of pressure
in the primary combustion chamber 100 causes the housing 20 to
deform more than it does when only the primary propellant 140 is
ignited. This increased deformation of the housing 20 allows more
movement of the threshold cap 180 and thus, if desired, more
exposure of the slots 200. The combined combustion products of the
secondary propellant 150 and the primary propellant 140 flow
through the slots 200 in the threshold cap 180 and thence out of
the inflator 10 in the manner described above.
[0063] From the above description of the invention, those skilled
in the art will perceive improvements, changes and modifications in
the invention. Such improvements, changes and modifications within
the skill of the art are intended to be covered by the appended
claims.
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