U.S. patent application number 09/866958 was filed with the patent office on 2001-10-11 for motor vehicle occupant safety device.
Invention is credited to Hoagland, Larry D..
Application Number | 20010028161 09/866958 |
Document ID | / |
Family ID | 27406145 |
Filed Date | 2001-10-11 |
United States Patent
Application |
20010028161 |
Kind Code |
A1 |
Hoagland, Larry D. |
October 11, 2001 |
Motor vehicle occupant safety device
Abstract
A motor vehicle occupant safety device has a canister of
inflator gas secured outside the passenger compartment. At least
one air bag is connected to the source, and at least a portion of
the air bag is stowed in the "A" pillar generally laterally
relative to the passenger-side occupant prior to collision. An
airtight frangible seal separates the source from the air bag. Upon
collision, an electrical signal causes the seal to rupture which
allows the pressurized gas to flow freely into the air bag. As the
bag inflates, it moves laterally across the front of the occupant
rather than toward him producing a cushion in front of the
occupant. There is also a novel air bag formed from an inner bag
and an outer bag.
Inventors: |
Hoagland, Larry D.;
(Noblesville, IN) |
Correspondence
Address: |
Woodard, Emhardt, Naughton, Moriarty and McNett
Bank One Center/Tower
Suite 3700
111 Monument Circle
Indianapolis
IN
46204-5137
US
|
Family ID: |
27406145 |
Appl. No.: |
09/866958 |
Filed: |
May 29, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09866958 |
May 29, 2001 |
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09321171 |
May 27, 1999 |
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09321171 |
May 27, 1999 |
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08734041 |
Oct 18, 1996 |
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08734041 |
Oct 18, 1996 |
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08654905 |
May 22, 1996 |
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5893580 |
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Current U.S.
Class: |
280/730.2 |
Current CPC
Class: |
B60R 21/2032 20130101;
B62D 1/192 20130101; B62D 1/197 20130101 |
Class at
Publication: |
280/730.2 |
International
Class: |
B60R 021/22 |
Claims
What is claimed is:
1. For use in a vehicle with an occupant compartment and having
collision sensing means connected thereto for producing a signal in
response to a collision, a motor vehicle occupant safety device
comprising: a source of inflator gas; at least one air bag
connected to the source and stowed in a first position generally
laterally relative to an occupant prior to collision, wherein at
least a portion of said air bag is stowed in a pillar prior to
collision; and, an airtight seal separating the source from the air
bag, wherein upon collision the signal causes fracturing means to
fracture the seal allotting the pressurized gas to flow freely into
the air bag, thereby defining a cushion in front of the
occupant.
2. A method of deploying an air bag connected inside an occupant
compartment of a vehicle for protecting an occupant in response to
a collision, which comprises: providing an air bag, wherein at
least a portion of said air bag is stowed in a pillar prior to
collision, and inflating the air bag with inflator gas, wherein the
air bag inflates generally laterally relative to the occupant from
a first stowed position to a second inflated position, thereby
defining a cushion in front of the occupant.
Description
BACKGROUND
[0001] This application is a continuation-in-part of application
Ser. No. 08/734,041 filed Oct. 18, 1996, which was a continuation
of application Ser. No. 08/654,905, now U.S. Pat. No.
5,893,580.
[0002] The present invention pertains to vehicle safety devices and
more particularly pertains to a motor vehicle occupant safety
deice.
[0003] Airbags ere phased in to the U.S. motor vehicle fleet
beginning in the mid-1980s when the Department of Transportation
(DOT) required some form of automatic frontal crash protection for
front seat occupants. The requirement was modified by the Congress
in 1991 to an air bag mandate. All passenger cars in the U.S. must
offer dual front air bags by Model Year 1998, and light trucks the
following year.
[0004] Present air bag systems consist of four major parts: (1) a
set of electronic sensors: (2) microprocessor; (3) polyamid bag;
and (4) a gas generator. The sensors, commonly located in the front
of the car, and the microprocessor constantly compute impulses of
speed, acceleration, shocks, and braking patterns and compare them
with data of crash patterns stored in the microprocessor. In the
case of an accident, the microprocessor evaluates the severity of
the crash and sets off the gas generator only if the car speed
exceeds 20 mph. Although analysis shows that air bag systems are
working generally as intended, these systems still have some
drawbacks.
[0005] The first set of problems deals with the gas generator and
gas flow control means which air bag manufacturers use for
inflating their air bags. To ensure maximum protection it is vital
that the air bag inflate in a matter of milliseconds. The fastest
air bag systems to date depend on highly reactive substances,
including sodium azide, which is toxic. Sodium azide inflators are
comprised of aluminum-encased units that contain an igniter/squib),
gas generant pellet or wafers of sodium azide, propellant and
filters to screen out combustion products.
[0006] The sodium azide combustion reaction begins when the vehicle
collison sensing means produces an electrical signal upon collision
which ignites a few milligrams of initiator pyrotechnic material.
That then ignites several grams of booster material which then
ignites the sodium azide. Besides extreme heat, the reaction
produces free sodium and nitrogen gas.
[0007] 2NaN.sub.3 (s).fwdarw.2Na-3N.sub.2(g)
[0008] The free sodium from the combustion reaction can form sodium
hydroxide when it contacts the water in people's noses, mouths,
eyes and so forth. To prevent this, manufacturers mix in chemicals
that will produce sodium salts on combustion, thus neutralizing the
sodium.
[0009] Sodium azide inflator units often have a layer of matted
material formed of alumina and silica in the particulate filter.
This material is supposed to react with any of the remaining free
sodium in the generated gas. Corn starch and talcum powder are also
used as lubricants in the bag, and if the bag explodes, which is
often the case when the structural liner fails because of the heat
and force of the blast, these powders, as well as chemical residues
from the reaction, contaminate people.
[0010] Sodium azide is toxic, and the mixture of chemicals is
environmentally hazardous when not totally used up during the
deployment of the air bag, or it only partially-combusted. Thus,
sodium azide inflators pose a threat to the environment and must be
disposed of according to government regulations.
[0011] Another set of problems with air bag systems today deals
with the fact present air bags inflate too aggressively. Not only
does the rapid rate of the chemical reaction produce an explosive
percussion which shatters the vehicle's windows and the occupant's
ear drums, but the expanding nitrogen gas blasts the air bag, which
is hard or stiff due to its structural liner, toward the occupant
at speeds of approximately 200 mph. Thus, the National Highway
Traffic Safety Administration (NHTSA) is very concerned that
current air bag designs have adverse effects in some
situations.
[0012] As of June 1996, NHTSA's Special Crash Investigation program
had identified 21 crashes in which deployment of the passenger-side
air bag resulted in fatal injuries to a child. Six of these deaths
were to infants in rear-facing child seats. The other 15 children
appear to have been unrestrained or improperly restrained (e.g.,
wearing only the lap belt with the shoulder belt behind them) at
the time of the crash. According to NHTSA, all of these cases
involved pre-impact braking. This combination of no, or improper,
belt use and pre-impact braking resulted in the forward movement of
the children such that they were close to the instrument panel and
the air bag system at the time of the crash and the deployment of
the air bag. Because of this proximity, the children sustained
fatal head or neck injuries from the deployment of the
passenger-side air bag. Thus, NHTSA has requested that so called
"smart" air bags be developed and introduced into automobile
fleets.
[0013] As defined by, NHTSA, smart air bags are (1) ones which
would prevent the air bag from deploying in situations where it
might have an adverse effect, based, for example, on the weight,
size and or location of the occupant, or (2) ones designed so that
they would deploy in a manner that does not create a risk of
serious injury to occupants very near the bag.
[0014] Vehicle manufacturers and air bag suppliers have produced
some alternative designs. Among these are (1) a pressure sensitive
mat in the passenger-side seat to deactivate the passenger-side air
bag unless a certain predetermined threshold weight is detected on
the mat, (2) a rear-facing child seat detection "tag", which would
deactivate the air bag upon detecting a rear-facing child seat
equipped with a special tag and (3) a manual cutoff switch for
turning off the passenger-side air bag system when, for example, a
rear-facing child seat is positioned in the passenger seat. These
proposed solutions are impracticable, unreliable and are not ready
for production.
[0015] First, for the pressure sensitive mat to function the way it
is intended, the child must be seated properly. However, as the
statistics show, children appear to have been unrestrained,
improperly restrained or out of position and in close proximity to
the air bag at the time of the crash. Thus, it is unlikely the mat
would significantly reduce injuries to this class of occupants.
Additionally, a pressure sensitive mat and its electronic
components are subject to wear and tear and may give no indication
when they are worn, defective and in need of replacing.
[0016] Second, tag systems are inconvenient and costly. The
corroborative efforts necessary between vehicle and/or air bag
manufacturers and child seat manufacturers means an increase in the
price of a "tagged" rear-facing child seat. Additionally,
retrofitting existing rear-facing child seats with tags, as well as
compatibility issues with multiple tag technologies, is likely to
make these systems lag behind in their introduction into the auto
safety restraint industry.
[0017] Third, manual switches depend on human operators: one may
easily forget to turn on a manual cutoff switch after turning it
off.
[0018] Finally, it is important that a motor vehicle occupant
safety system meet original equipment manufacturer's (OEM)
specifications and government standards and be economically
feasible to implement into all foreign and domestic fleet
automobiles.
[0019] Therefore, it is highly desirable to provide a new motor
vehicle occupant safety device.
[0020] It is also highly desirable to provide a new motor vehicle
occupant safety device that is capable of controlling the rate at
which the air bag inflates.
[0021] It is also highly desirable to provide a new motor vehicle
occupant safety device which inflates an air bag faster than prior
inflator systems.
[0022] It is also highly desirable to provide a new motor vehicle
occupant safety device which does not require the use of toxic
chemicals, chemicals which generate extreme heat and/or cold or
neutralizing or lubricating substances.
[0023] It is also highly, desirable to provide a new motor vehicle
occupant safety device which does not require complicated gas
production, separation and flow control means.
[0024] It is also highly desirable to provide a new motor vehicle
occupant safety device which does not cause a loud explosion.
[0025] It is also highly desirable to provide a new motor vehicle
occupant safety device capable of using inflator gas stored in a
canister outside the vehicle's passenger compartment.
[0026] It is also highly desirable to provide a new motor vehicle
occupant safety device which requires neither a combustion reaction
in order to inflate the bag nor a screen to filter out combustion
products.
[0027] It is also highly desirable to provide a new motor vehicle
occupant safety device that uses totally breathable gas to inflate
the air bag.
[0028] It is also highly desirable to provide a new motor vehicle
occupant safety device that deploys an air bag less
aggressively.
[0029] It is also highly desirable to provide a new motor vehicle
occupant safety device which automatically avoids injury to infants
in rear-facing child seats when the air bag deploys.
[0030] It is also highly desirable to provide a new motor vehicle
occupant safety device which automatically avoids injury to
out-of-position children and unbelted or improperly belted children
when the air bag deploys.
[0031] It is also highly desirable to provide a nest motor vehicle
occupant safety devise which does not use a pressure mat, a tag
system or a manual cutoff switch.
[0032] It is also highly desirable to provide a new motor vehicle
occupant safety device which is production ready.
[0033] It is also highly desirable to provide a new motor vehicle
occupant safety deice which meets all the original equipment
manufacturer's (OEM) specifications and required regulations, can
be inexpensively manufactured and easily installed into any make
and model of vehicle.
[0034] It is also highly desirable to provide a new air bag with a
structural liner and that does not require lubricants.
[0035] It is also highly desirable to provide a new air bag capable
of being deployed inside a vehicle in a manner that does not create
a risk of serious injury to occupants very near the bag.
[0036] It is also highly desirable to provide a new air bag which
is capable of inflating faster than current air bags.
[0037] It is also highly desirable to provide a new air bag which
is capable of guiding the direction in which the air bag
inflates.
[0038] It is finally highly desirable to provide a new motor
vehicle occupant safety device which meets all of the above desired
features.
SUMMARY
[0039] Therefore, it is an object of the invention to provide a new
motor vehicle occupant safety device.
[0040] It is also an object of the invention to provide a new motor
vehicle occupant safety device that is capable of controlling the
rate at which the air bag inflates.
[0041] It is also an object of the invention to provide a new motor
vehicle occupant safety device which inflates an air bag faster
than prior inflator systems.
[0042] It is also an object of the invention to provide a new motor
vehicle occupant safety device which does not require the use of
toxic chemicals, chemicals which generate extreme heat and or cold
or neutralizing or lubricating substances.
[0043] It is also an object of the invention to provide a new motor
vehicle occupant safety device which does not require complicated
gas production, separation and flow control means.
[0044] It is also an object of the invention to provide a new motor
vehicle occupant safety device which does not cause a loud
explosion.
[0045] It is also an object of the invention to provide a new motor
vehicle occupant safety device capable of using inflator gas stored
in a canister outside the vehicle's passenger compartment.
[0046] It is also an object of the invention to provide a new motor
vehicle occupant safety device which requires neither a combustion
reaction in order to inflate the bag nor a screen to filter out
combustion products.
[0047] It is also an object of the invention to provide a new motor
vehicle occupant safety device that uses totally breathable gas to
inflate the air bag.
[0048] It is also an object of the invention to provide a new motor
vehicle occupant safety device that deploys an air bag less
aggressively.
[0049] It is also an object of the invention to provide a new motor
vehicle occupant safety device which automatically avoids injury to
infants in rear-facing child seats when the air bag deploys.
[0050] It is also an object of the invention to provide a new motor
vehicle occupant safety device which automatically avoids injury to
out-of-position children and unbelted or improperly belted children
when the air bag deploys.
[0051] It is also an object of the invention to provide a new motor
vehicle occupant safety device which does not use a pressure mat, a
tag system or a manual cutoff switch.
[0052] It is also an object of the invention to provide a new motor
vehicle occupant safety device which is production ready.
[0053] It is also an object of the invention to provide a new motor
vehicle occupant safety device which meets all the original
equipment manufacturer's (OEM) specifications and required
regulations, can be inexpensively manufactured and easily installed
into any make and model of vehicle.
[0054] It is also an object of the invention to provide a new air
bag with a structural liner and that does not require
lubricants.
[0055] It is also an object of the invention to provide a new air
bag capable of being deployed inside a vehicle in a manner that
does not create a risk of serious injury to occupants very near the
bag.
[0056] It is also an object of the invention to provide a nets air
bag which is capable of inflating faster than current air bags.
[0057] It is also an object of the invention to provide a news air
bag which is capable of guiding the direction in which the air bag
inflates.
[0058] It is finally an object of the invention to provide a new
motor vehicle occupant safety device which meets all of the above
desired features.
[0059] In the broader aspects of the invention, a motor vehicle
occupant safety device is provided for use in a vehicle having
collison sensing means connected thereto for producing a signal in
response to a collision. The motor vehicle occupant safety device
has a source of inflator gas and at least one air bag connected to
the source. The inflator gas is stored in a canister outside the
vehicle's passenger compartment. The air bag is formed of an inner
bag and an outer bag, and the inner bag is gas permeable. At least
a portion of the air bag may be stowed in the "A" pillar generally
laterally relative to the occupant prior to collision. An airtight
seal separates the source from the air bag so that upon collision
the signal causes rupturing means to rupture the seal allowing the
pressurized gas to flow freely into the air bag. As the air bag
inflates, carriage means moves the air bag laterally from the
stowed position to an inflated position, thus forming a cushion in
front of the occupant.
[0060] The abovementioned and other features and objects of the
invention and the manner of attaining them will become more
apparent and the invention itself will be better understood by
reference to the following description of an embodiment of the
invention taken in conjunction with the accompanying drawings
wherein:
[0061] FIG. 1 is a cutaway side elevational view showing an
embodiment of the motor vehicle occupant safety device of the
invention installed in a vehicle.
[0062] FIG. 2 is another cutaway side elevational view shorting
another embodiment of the motor vehicle occupant safety device of
the invention.
[0063] FIG. 3 is a perspective view of the embodiment of the
invention of FIG. 2 shown removed from the vehicle.
[0064] FIG. 4 is a side elevational view of a steering column
showing the gas flow control means and a cutaway view of the air
bag of the invention.
[0065] FIG. 5A is a pictorial view of an embodiment of the gas flow
control means.
[0066] FIG. 5B is a top plan view of the gas flow control means of
FIG. 5A.
[0067] FIG. 5C is a bottom plan view of the gas flow control means
of FIG. 5A.
[0068] FIG. 5D is an elevational view of the gas flow control means
of FIG. 5A shown disassembled.
[0069] FIG. 5E is a full sectional view of the gas flow control
means on the line 5E-5E of FIG. 5B in the direction of the
arrows.
[0070] FIG. 5F is a pictorial view of another embodiment of the gas
flow control means.
[0071] FIG. 5G is a top plan view of the gas flow control means of
FIG. 5F.
[0072] FIG. 5H is a bottom plan view of the gas flow control means
of FIG. 5F.
[0073] FIG. 5I is a full sectional view of the gas flow control
means on line 5I-5I of FIG. 5G in the direction of the arrows.
[0074] FIG. 6A is a pictorial view of another embodiment of the gas
flow control means of the invention.
[0075] FIG. 6B is a top plan view of the gas flow control means of
FIG. 6A.
[0076] FIG. 6C is a bottom plan view of the gas flow control means
of FIG. 6A.
[0077] FIG. 6D is an elevational view of the gas flow control means
of FIG. 6A shown disassembled.
[0078] FIG. 6E is a full cross-sectional view of the gas flow
control means on line 6E-6E of FIG. 6B in the direction of the
arrows.
[0079] FIG. 7 is a pictorial view of an embodiment of the seal of
the invention.
[0080] FIG. 8 is a pictorial view of another embodiment of the seal
of the invention.
[0081] FIG. 9 is a pictorial view of an embodiment of the inner bag
of the invention.
[0082] FIG. 10 is a pictorial view of another embodiment of the
inner bag.
[0083] FIG. 11 is a side elevational perspective view of the safety
device showing the air bag partially deployed.
[0084] FIG. 12 is a side elevational perspective view of the safety
device showing the air bag fully deployed.
[0085] FIG. 13 is a cutaway side elevational view of the safety
device of the invention showing the air bag fully deployed.
[0086] FIG. 14 is a cutaway side elevational view of an embodiment
of the air bag.
[0087] FIG. 15 is a cutaway side elevational view of the air bag of
FIG. 14 shown installed in a vehicle and fully deployed.
DESCRIPTION
[0088] FIGS. 1 and 2 show different embodiments of motor vehicle
occupant safety device 10 installed and in the stowed position in
vehicle 50, and FIG. 3 shows the safety device 10 of FIG. 2 removed
from vehicle 50. For purposes of illustration, the drawings show
vehicle 50 as a car, however, safety device 10 is production ready
for trucks, vans, sport utility vehicles and so forth.
[0089] Safety device 10 includes a source of inflator gas 40, such
as canister 500, gas flow control means 100, air bag 200 and
carriage means 90. Gas flow control means 100 is connected to
collision sensing means 20 by wire 140 as shown in FIG. 1, and
canister 500 is connected to air bag 200 by first conduit 73.
[0090] Collision sensing means 20 is a standard sensing means
generally comprised of a set of electronic sensors working in
conjunction with a microprocessor. Canister 500, and or a portion
or conduit 73 may be secured near a source of heat, such as the
vehicle manifold, muffler or heater coil, for example. Canister 500
is generally formed from corrosion resistant metal and may be
insulated by known means. Canister 500 may be formed from an
insulating material, so long as it is rigid and capable of
containing pressurized fluid or gas at an elevated pressure of
between about 600 and 1,000 p.s.i. Anhydrous nitrogen gas has been
found to be especially effective as a source of inflator gas,
because it resists decomposition and has no water of
crystallization. It is entertained that other breathable gasses may
be used in connection with safety device 10.
[0091] Referring again to FIGS. 1, 2 and 3, first conduit 73
resides in "A" pillar 130 of vehicle 50 and connects canister 500,
to air bag 200. Conduit 73 is preferably formed from plumbing pipe
material, polyvinyl chloride (PVC) or other plastic composition,
copper, steel, or the like, and includes elbow 79. In an
embodiment, second conduit 75 is connected to first conduit 73 at
elbow 79 and has terminal end 76 residing in outer bag 66, as shown
in FIG. 3. Second conduit 75 is formed from a flexible material,
such as plastic or rubber. Conduit 73 and "A" pillar 130 may be
integrally formed, or "A" pillar may serve as conduit 73, so long
as gas flow control means 100 is connected in an airtight fashion
between canister 500 and air bag 200 and "A" pillar 130 is airtight
so as to not permit the inflator gas to escape.
[0092] Air bag 200 is slidably connected to carriage means 90. In
an embodiment, carriage means 90 includes guide member 94 with
track 96. In that embodiment, guide member 94 is secured using
known means, machine screws for example, to the interior ceiling of
vehicle 50, as shown in FIGS. 11-13. Hooks 92 are secured to air
bag 200 at one end, and the other end of hooks 92 is adapted for
slidably engaging track 96. Guide member 94 and hooks 92 are made
of a rigid material and may be sewn, glued or otherwise secured to
air bag 200.
[0093] Gas flow control means 100 separates gas source 40 from air
bag 200. Gas flow control means 100 is connected in an airtight
fashion to canister 500, as shown in FIGS. 1, 2 and 3. Gas flow
control means 100 is for use in connection with any inflator gas
source or canister, including present gas inflators used in
connection with a driver-side air bag system or like the one
represented in FIG. 4. Put another way, gas flow control means 100
is for use with any vehicle occupant safety system having a
collision sensing means connected thereto for producing a signal in
response to a collision, where it is desirable to control the flow
of inflator gas into an air bag connected inside a vehicle and
deployed upon collision to protect an occupant.
[0094] There are two primary embodiments of gas flow control means
100, one for use in connection with a driver-side air bag system
(FIGS. 5A-5I) and another for use in connection with motor vehicle
occupant safety device 10 of the invention (FIGS. 6A-6E). Common
structure between these embodiments may be interchangeable as
desired and has been designated with the same numbers in the
drawings.
[0095] Gas flow control means 100 includes body 110, which has
exterior wall 111, top 113 and bottom 115. Body 110 is formed from
machinable metal. A heat treated aluminum alloy, such as aircraft
strength aluminum No. 6061, works best, since it offers a wide
range of desirable mechanical properties. In the annealed condition
it has good formability and can be welded by all methods.
Additionally, body 110 may be coated using a thin surface layer of
high purity aluminum to improve both appearance and corrosion
resistance. Body 110 can be fabricated by many of the commonly used
techniques and machining apparatus. One or more stock aluminum
pieces to form generally cylindrically shaped body 110. Body 110
may have portions with different diameters as well as tapered
portions 320 and neck 168 for use in different models of vehicles
as desired. Preferably body 110 is manufactured from two pieces
pinned with metal rods and welded together. The pieces (not shown)
which together may define body 110 are for the most part determined
based upon the ease with which they may be manufactured. Separate
cylindrical parts defining two coaxial portions joined together at
a plane which dissects the seal cavity 175 have produced good
results. Once assembled, body 110 is turned, and the weld and pins
are ground so they are flush with exterior wall 111 producing a
smooth singular body 110.
[0096] Referring to FIGS. 5A-6E, gas flow control means 100 also
has O-rings 328, frangible seal 190 and spacer member 80 inside
axial bore 160, which extends through the length of body 110. Axial
bore 160 includes interior bore wall 162 with entrance port 170,
exit port 169 and seal cavity 175 formed therein. Seal cavity has a
bottom 176. Interior wall 162 has beveled portion 191. Access bore
112 joins exterior wall 111 of body 110 and cavity 175. Access bore
112 may extend generally parallel to the longitudinal axis of body
110 or generally transversely through body 110. Spacer member 80
has a central bore 83 extending therethrough, bottom 84 and seal
abutting surface 81. Seal abutting surface 81 has at least one
O-ring groove 326 formed therein in which resides O-ring(s) 328.
Spacer member 80 is formed from the same material as body 110 and
has a diameter smaller than the diameter of axial bore 160 at
bottom of body 110.
[0097] In an embodiment, a plurality of air passages 300 extend
obliquely through body 110. Each passage 300 connects the exterior
wall 111 at an entrance port 310 with the interior wall 162 at an
exit port 12. Set screw bores 400 extend transversely through body
110 and connect exterior wall 111 with interior wall 162. Set screw
bores 400 receive set screws 350, each of which has a shaft 352
with threads 356 and a head 354. Another embodiment has refueling
passage 179 extending through body 110 joining top 113 and interior
wall 162 with check valve 172 removably secured in an airtight
fashion therein. In that embodiment, shown in FIGS. 5F-5I, access
bore 112 extends through body 110 and connects top 113 and seal
cavity 175. Access bore 112 is generally parallel with the
longitudinal axis of body 110.
[0098] Frangible seal 190 resides on bottom 176 of seal cavity 175
and occludes axial bore 160, as shown in FIGS. 5E, 5I and 6E.
Bottom 176 of cavity 175 has at least one O-ring groove 326 in
which resides O-ring(s) 328. Additional O-rings 328 may be
positioned between bore wall 162 and spacer member 80 as desired,
provided O-ring groove(s) 326 are formed therefor in exterior wall
85 of spacer member 80.
[0099] There are two preferred embodiments of frangible seal 190.
Referring now to FIGS. 7 and 8, both embodiments include
disc-shaped body 182 having opposite sides 186,188 and wall 184,
which joins opposite sides 186,188, Disc-shaped body 182 may be
integrally formed from a number of glass composites and may have
tempered and/or annealed portions to accommodate fracturing as
herein described.
[0100] The first embodiment has opposite sides 186,188 formed from
a sodium lime glass composition and tempered wall 184 formed
between opposite sides 186,188. In that embodiment, tempered wall
184 is drilled to form seal cavity 192 extending transversely into
disc-shaped body 182, as shown in FIG. 7A 0.050 g mixture of
pentaerythritol tetranitrate (PETN), lead azide, potassium
perchlorate, and sulfur makes up explosive charge 194, which
resides in cavity 192. Charge 194 has an ignition temperature of
approximately 300 degrees Fahrenheit and is capable of igniting by
electrical means. Thus, as charge 194 is prepared and disposed in
cavity 192, physical and state shock should be avoided and one
should be shielded in case of accidental blast. All static
discharge should be eliminated as well as sources of flame and high
heat. It is entertained that charge 194 may be formed from other
substances, however, the above mixture is presently the inventor's
best mode.
[0101] The second embodiment of seal 190 includes element 195
secured to etched portion 196 of disc-shaped body 182, as shown in
FIG. 8. Etched portion 196 is provided using known glass etching
techniques, such as sand blasting. Etched portion 196 must be
sufficiently textured so that adhesive, such as glue 199 can secure
element 195 to etched portion 196 of wall 186 of disc-shaped body
182 with element 195 permanently contacting disc-shaped body 182.
Element 195 is formed from a conductor having a melting point
greater than disc-shaped body 182.
[0102] Referring to FIGS. 3 and 9 safety device 10 has air bag 200
which includes inner bag 64 and outer bag 66. Inner bag 64 is gas
permeable, may have apertures 65 formed therein and may be shaped
as desired, as shown in FIGS. 9 and 10. Inner bag 64 and outer bag
66 each have mouth 77. Inner bag 64 and outer bag 66 are formed
from fabric material which meets original equipment manufacturer's
(OEM) standards according to automobile safety regulations. Nylon
has been found to provide the desirable foldability and strength
necessary for air bag 200. Another embodiment of inner bag 64 does
not have apertures 65, but rather is formed from a nylon mesh
suitably permeable for air to pass therethrough at the desired rate
herein later described during deployment of air bag 200.
[0103] Motor vehicle occupant safety device 10 may be assembled as
follows. Preferably, canister 500 is mounted to the exterior of
vehicle 50 using known means, such as brackets (not shown) welded
to the fire wall for example, as depicted in FIGS. 1 and 2.
[0104] Gas flow control means 100 may be manufactured separately
and come fully assembled before connecting to vehicle occupant
safety device 10 or a driver-side air bag system. The two
embodiments of gas flow control means 100 herein disclosed are for
the most pan assembled in the same manner, O-ring 328 is positioned
in O-ring Groove 326 in bottom 176 of seal cavity 175. Disc-shaped
body 182 is positioned in seal cavity 175 and, in the case of body
182 with cavity 192 and explosive charge 194, rotated so that
transverse cavity 192 is aligned with access bore 112, as shown in
FIGS. 5E and 5I. In both embodiments, disc-shaped body 182 is
positioned within cavity 175, wherein wire 140 extends through
access bore 112 to the exterior of body 110, as shown in FIGS. 5E,
5I and 6E. Referring to FIGS. 5D, 5E, 6D and 6E. Spacer member 80
is positioned in axial bore 160 with seal abutting surface 81
against seal 190. Set screw bores 357 receive set screws 350, and
screws 350 are threaded into bores 357 until screws 350 are tight
against exterior wall 85 of spacer member 80, thus securing spacer
member 80 and seal 190 in bore 160 of the body 111. Once assembled,
gas flow control means 100 is secured in an airtight fashion
between canister 500 and air bag 200.
[0105] In an embodiment, bottom 115 of body 110 threadedly engages
top 42 of canister 500 and is sealed by known means, such as pipe
dope or tape. In an embodiment, the top 42 of canister 500 has
known check valve means (not shown) such that as bottom 115 engages
the canister 500, spacer member 80 depresses a check valve
releasing pressurized nitrogen gas. Gas is then free to flow into
entrance port 170 of axial bore 160 of bode 110, thus, bringing the
pressurized gas to bear upon the side 186 of frangible disc-shaped
body 182.
[0106] In another embodiment, pressurized nitrogen gas is pumped
from a source into canister 500 by way of refueling passage 179, in
which resides check valve 172, (See FIG. 51). Refueling passage 179
connects top 113 of body 110 and axial bore 160 at a point
downstream from seal 190 permitting pressurized nitrogen gas to
fill canister 500 bringing pressurized gas to bear upon seal 190.
An advantage of this embodiment is that it enables vehicle occupant
safety device 10, or a driver-side air bag system whichever may be
the case, to be easily refueled after deployment avoiding the
inconvenience and cost of returning gas flow control means 100 to
the manufacturer to be rebuilt.
[0107] Once gas flow control means is secured in place, wire 140 is
connected to collision sensing means 20, thus electrically
connecting it with explosive charge 194 or heating element 195.
[0108] The air bag 200 of vehicle occupant safety device 10 is
folded and stowed generally laterally relative to a passenger-side
occupant. Storage is much more convenient, since air bag 200 has no
structural liner, which makes it heavy and stiff. Air bag 200 may
be stowed either entirely in the "A" pillar, or may be stowed such
that a portion resides in the "A" pillar and a portion resides in
the frame above the windshield (FIG. 2). A generally
cylindrically-shaped inner bag 64 like the one shown in FIG. 9 is
preferred, but the drawing is only for reference, and
cylindrically-shaped bag 64 may have a diameter larger than
depicted in FIG. 9. Mouth 77 of inner bag 64 is secured around
outlet 70 of elbow 79 and fastened in an airtight fashion using
knower fastening means such as a clamp. Outer bag 66 completely
envelopes inner bag 64 and has mouth 77 clamped over mouth 77 of
inner bag on outlet 70. Second conduit 75 may be positioned between
the inner and outer bags 64,66, as shown in FIGS. 2 and 3. Inner
bag 64 and outer bag 66 may be secured together by, for example
sewing, so that the two bags 64,66 are integral and easily fold
into their stowed position. Once folded and stowed, a removable
cover (not shown) conceals air bag 200 in the "A" pillar. Existing
cover designs may be used for concealing air bag 200 from view.
Removable cover may be hingedly secured to the vehicle's interior
or otherwise attached so it does not become a projectile capable of
causing injury to the occupants(s) when a crash occurs.
[0109] Referring to FIG. 4, in the event air bat 200 is to be used
in connection with a drivers-side air bag system, such as the motor
vehicle steering column safety device of U.S. application Ser. No.
08 654,905 for example, generally spherically-shaped inner and
outer bags 64,66 are preferable (FIGS. 10, 14 and 15). Inner and
outer bags 64, 66 may be fastened together as desired to form air
bag 200, and air bag 200 is stowed and folded much the same way
except that it is stowed in the central portion of steering wheel
5.
[0110] In operation, vehicle safety device 10 primarily involves
deploying air bag 200. While the following paragraphs describe
deployment of air bag 200 of vehicle occupant safety device 10, it
shall be understood that the operation of a driver-side air bag
system utilizing gas flow control means 100 and air bag 200, as
disclosed herein, operates like the same components of occupant
safety device 10 of the invention. With this in mind, the following
description is provided.
[0111] Upon collision, collision sensing means 20 produces an
electrical signal, which is communicated through wire 140 to body
110 and to seal 190. In the embodiment using explosive charge 194,
the signal ignites charge 194, causing it to explode such that a
fracture is formed in body 182. Then, the rush of pressurized as
from canister 500 completes the destruction of seal 190, thereby
permitting the free flow of pressurized gas from canister 500 into
air bag 200. The gas flows via first conduit 73, entrance port 170
and axial bore 160. The 0.050 g charge 194 produces little sound
when compared to current sodium azide inflators. Thus neither the
vehicle's windshields nor the occupant's ear drums are shattered.
This is especially true with element 195.
[0112] In the alternative embodiment, heat element 195 receives
electrical signal as above-described. Heat energy from element 195
causes body 182 to fracture, thereby permitting the free flow of
pressurized gas from canister 500 into air bag 200 via first
conduit 73, entrance port 170 and axial bore 160.
[0113] As the pressurized gas flows from canister into body 110,
beveled portion 191 guides the pressurized gas into the shape of a
whirling vortex drafting ambient air through air passages 114 and
into axial bore 160 of body 110 maximizing the rate at which air
bag 200 inflates. Additionally, the vacuum created through air
passages 114 also discounts the percussion generated from the rapid
expansion of the gas into air bag 200. During deployment of air bag
200 the pressure inside vehicle 50 is more or less maintained at
equilibrium. Thus, neither windshields nor ear drums shatter.
[0114] Air bag 200 moves from the "A" pillar 130 into the inflated
position (FIGS. 12 and 13) within 30 milliseconds. Removable cover
(not shoe,) is removed by way of, for example, a release
electrically connected to collision sensing means 20 or may simply
be opened as pressurized gas expands inner bag 64. Once done,
cylindrically-shaped inner bag 64 rapidly moves laterally across
the front of the occupant from a generally lateral stowed position,
e.g., the "A" pillar 130, toward the center of vehicle 50, also
pulling outer bag 66 from its stowed position in, for example the
"A" pillar 130. Hooks 92 engage track 96 and guide outer bag 64
laterally into an inflated position, wherein cushion 400 is
produced in front of the occupant (See FIG. 12). It is entertained
that other carriage means may be used, whereby air bag 200 is
slidably secured to the interior of the ceiling of vehicle 50. As
shown in FIG. 11, outer bag 66 is pulled laterally along track 96
of guide member 94. Pressurized gas passes through inner bag 64 and
inflates outer bag 66. Apertures 65 in inner bag 64 may accelerate
the flow of gas from inner bag 64 to outer bag 66.
[0115] As shown in FIG. 2, another embodiment includes at least a
portion of air bag 200 stowed inside vehicle 50 above the
windshield and concealed with a removable cover (not shown). That
embodiment has no carriage means 90, and second conduit resides
between the inner and outer bags 64,66. The top of outer bag 66 is
secured to the ceiling inside the passenger compartment of vehicle
50. As pressurized gas expands into inner bag 64,
cylindrically-shaped inner bag 64 rapidly moves laterally across
the front of the occupant from a generally lateral stowed position,
e.g., the "A" pillar 130, toward the center of vehicle 50, also
pulling outer bag 66 from its stowed position in, for example, the
"A" pillar 130 and above the windshield. Pressurized gas passes
through inner bag 64 and inflates outer bag 66. Apertures 65 in
inner bag 64 may accelerate the flow of gas from inner bag 64 to
outer bag 66. In the embodiment having second conduit 75, gas flows
via second conduit 75 into outer bag 64, wherein cushion 400 is
produced in front of the occupant (See FIG. 12).
[0116] After deployment of air bag 200, gas flow control means 100
must be either rebuilt or refueled and then assembled as
above-described.
[0117] Canister 500 in conjunction with gas flow control means 100
requires no complicated gas storage, separation and flow control
means. In addition, ignition of explosive charge 194 makes a sound
similar to that of a child's cap gun, whereby the occupant is not
injured and shattering of the vehicle's windows is precluded. And
the embodiment of seal 190, which utilizes heat element 195
provides a gas flow control means 100 capable of releasing inflator
gas with zero sound percussion.
[0118] The rate of flow of the gas into the air bag 200 exceeds the
rate of inflatable air bag systems to date without the use of toxic
chemicals or chemicals which generate extreme heat and or cold. The
gas permeability of inner bag 64 and the fact that air bag 200
requires no liner or lubricants makes air bag 200 inflate in a
manner that does not create a risk of serious injury to occupants
very near the bag. Moreover, the rate air bag 200 inflates can be
controlled regardless of the make or model of the vehicle. The
angle, length and diameter of air passages 114, axial bore 160,
entrance port 170, the degree of the taper of entrance port 170,
the permeability of inner 64 and so on, may all be provided to
achieve the desired rate of deployment specific to any make or
model of vehicle.
[0119] There is no chemical combustion reunion or dangerous
combustion products to harm the occupant. Inner and outer bags
64,66 therefore need no liner, in which lubricating substances must
be provided to present the interior of the bag from clinging to
itself while stowed. Moreover, no screens or filters are required
to catch combustion products. Body 110 totally contains frangible
seal 190, and due to its composition, disc-shaped body 182
disintegrates and forms silica dust upon deployment. Any glass
particles or dust produced must pass through inner and outer bags
64,66 before reaching the occupant.
[0120] Vehicle safety device 10 is safer than air bag systems
heretofore available. Safety device 10 uses totally breathable
nitrogen gas and deploys laterally relative to the occupant. Thus,
because it deploys in a nonaggressive manner, vehicle occupant
safety device 10 is a "smart" bag which automatically avoids injury
to all occupants, including infants in rear-facing child seats and
out-of-position, unbelted or improperly-belted children. Clearly,
vehicle occupant safety device 10 does not require a pressure
sensitive mat, "tag" system or manual cutoff switch.
[0121] Finally, new vehicle occupant safety device 10 meets
original equipment manufacturer's (OEM) specifications and all of
the required regulations, and novel vehicle occupant safety device
10 can be cheaply manufactured and easily installed into any make
and model of vehicle 50.
[0122] While a specific embodiment of the invention has been shown
and described herein for purposes of illustration, the protection
afforded by any patent which may issue upon this application is not
strictly limited to the disclosed embodiment, but extends to all
structures and arrangements which fall fairly within the scope of
the claims which are appended hereto.
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