U.S. patent application number 09/364130 was filed with the patent office on 2002-01-24 for airbag cushion exhibiting low fabric usage and simultaneously high available inflation volume.
This patent application is currently assigned to Ramesh Keshavaraj. Invention is credited to KESHAVARAJ, RAMESH.
Application Number | 20020008374 09/364130 |
Document ID | / |
Family ID | 23433147 |
Filed Date | 2002-01-24 |
United States Patent
Application |
20020008374 |
Kind Code |
A1 |
KESHAVARAJ, RAMESH |
January 24, 2002 |
AIRBAG CUSHION EXHIBITING LOW FABRIC USAGE AND SIMULTANEOUSLY HIGH
AVAILABLE INFLATION VOLUME
Abstract
The present invention relates to an airbag cushion which
simultaneously exhibits a very low amount of fabric utilized to
produce the target airbag cushion in correlation to an overall high
amount of available inflation airspace within the cushion itself.
These two correlative elements are now combined for the first time
in what is defined as an effective fabric usage index (being the
quotient of the amount of fabric utilized in the construction of
the airbag cushion and the available inflation airspace volume).
The inventive airbag cushion must possess an effective fabric usage
factor of at most 0.0330. A cushion exhibiting such low seam usage
and fabric usage factors and also comprising an integrated looped
pocket for the disposition of an inflator can is also provided as
well as an overall vehicle restraint system comprising the
inventive airbag cushion.
Inventors: |
KESHAVARAJ, RAMESH;
(LAGRANGE, GA) |
Correspondence
Address: |
MILLIKEN & COMPANY
920 MILLIKEN RD
PO BOX 1926
SPARTANBURG
SC
29304
US
|
Assignee: |
Ramesh Keshavaraj
|
Family ID: |
23433147 |
Appl. No.: |
09/364130 |
Filed: |
July 30, 1999 |
Current U.S.
Class: |
280/743.1 ;
280/728.1 |
Current CPC
Class: |
B60R 21/231 20130101;
B60R 2021/23514 20130101; B60R 2021/23509 20130101 |
Class at
Publication: |
280/743.1 ;
280/728.1 |
International
Class: |
B60R 021/16 |
Claims
What I claim is:
1. An airbag cushion having at least one fabric component, wherein
said airbag cushion possesses an effective fabric usage factor of
less than about 0.0330.
2. The airbag cushion of claim 1 wherein said airbag cushion
possesses an effective fabric usage factor of less than about
0.030.
3. The airbag cushion of claim 2 wherein said airbag cushion
possesses an effective fabric usage factor of less than about
0.029.
4. The airbag cushion of claim 3 wherein said airbag cushion
possesses an effective fabric usage factor of less than about
0.028.
5. The airbag cushion of claim 4 wherein said airbag cushion
possesses an effective fabric usage factor of less than about
0.027.
6. The airbag cushion of claim 1 wherein said airbag cushion
comprises a looped pocket into which an inflator can may be
disposed.
7. The airbag cushion of claim 7 wherein said airbag cushion
further comprises tie-rods.
8. The airbag cushion of claim 1 wherein said airbag cushion
comprises at least two fabric components connected by at least one
seam.
9. A vehicle restraint system comprising the airbag cushion of
claim 1.
10. A vehicle restraint system comprising the airbag cushion of
claim 2.
11. A vehicle restraint system comprising the airbag cushion of
claim 3.
12. A vehicle restraint system comprising the airbag cushion of
claim 4.
13. A vehicle restraint system comprising the airbag cushion of
claim 5.
14. A vehicle restraint system comprising the airbag cushion of
claim 6.
15. A vehicle restraint system comprising the airbag cushion of
claim 7.
16. A vehicle restraint system comprising the airbag cushion of
claim 8.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to an airbag cushion which
simultaneously exhibits a very low amount of fabric utilized to
produce the target airbag cushion in correlation to an overall high
amount of available inflation airspace within the cushion itself.
These two correlative elements are now combined for the first time
in what is defined as an effective fabric usage index (being the
quotient of the amount of fabric utilized in the construction of
the airbag cushion and the available inflation airspace volume).
The inventive airbag cushion must possess an effective fabric usage
factor of at most 0.0330. A cushion exhibiting such low seam usage
and fabric usage factors and also comprising an integrated looped
pocket for the disposition of an inflator can is also provided as
well as an overall vehicle restraint system comprising the
inventive airbag cushion.
BACKGROUND OF THE PRIOR ART
[0002] All U.S. patent cited herein are hereby fully incorporated
by reference.
[0003] Inflatable protective cushions used in passenger vehicles
are a component of relatively complex passive restraint systems.
The main elements of these systems are: an impact sensing system,
an ignition system, a propellant material, an attachment device, a
system enclosure, and an inflatable protective cushion. Upon
sensing an impact, the propellant is ignited causing an explosive
release of gases filing the cushion to a deployed state which can
absorb the impact of the forward movement of a body and dissipate
its energy by means of rapid venting of the gas. The entire
sequence of events occurs within about 30 milliseconds. In the
undeployed state, the cushion is stored in or near the steering
column, the dashboard, in a door, or in the back of a front seat
placing the cushion in close proximity to the person or object it
is to protect.
[0004] Inflatable cushion systems commonly referred to as air bag
systems have been used in the past to protect both the operator of
the vehicle and passengers. Systems for the protection of the
vehicle operator have typically been mounted in the steering column
of the vehicle and have utilized cushion constructions directly
deployable towards the driver. These driver-side cushions are
typically of a relatively simple configuration in that they
function over a fairly small well-defined area between the driver
and the steering column. One such configuration is disclosed in
U.S. Pat. No. 5,533,755 to Nelsen et al., issued Jul. 9, 1996, the
teachings of which are incorporated herein by reference.
[0005] Inflatable cushions for use in the protection of passengers
against frontal or side impacts must generally have a more complex
configuration since the position of a vehicle passenger may not be
well defined and greater distance may exist between the passenger
and the surface of the vehicle against which that passenger might
be thrown in the event of a collision. Prior cushions for use in
such environments are disclosed in U.S. Pat. No. 5,520,416 to
Bishop, issued May 28, 1996; U.S. Pat. No. 5,454,594 to Krickl
issued Oct. 3, 1995; U.S. Pat. No. 5,423,273 to Hawthorn et al.
issued Jun. 13, 1995; U.S. Pat. No. 5,316,337 to Yamaji et al.
issued May 31, 1994; U.S. Pat. No. 5,310,216 to Wehner et al.
issued May 10, 1994; U.S. Pat. No. 5,090,729 to Watanabe issued
Feb. 25, 1992; U.S. Pat. No. 5,087,071 to Wallner et al. issued
Feb. 11, 1992; U.S. Pat. No. 4,944,529 to Backhaus issued Jul. 31,
1990; and U.S. Pat. No. 3,792,873 to Buchner et al. issued Feb. 19,
1974, all of which are incorporated herein by reference.
[0006] The majority of commercially used restraint cushions are
formed of woven fabric materials utilizing multifilament synthetic
yarns of materials such as polyester, nylon 6 or nylon 6,6
polymers. Representative fabrics for such use are disclosed in U.S.
Pat. No. 4,921,735 to Bloch issued May 1, 1990; U.S. Pat. No.
5,093,163 to Krummheuer et al. issued Mar. 3, 1992; U.S. Pat. No.
5,110,666 to Menzel et al. issued May 5, 1992; U.S. Pat. No.
5,236,775 to Swoboda et al. Aug. 17, 1993; U.S. Pat. No. 5,277,230
to Sollars, Jr. issued Jan. 11, 1994; U.S. Pat. No. 5,356,680 to
Krummheuer et al. Oct. 18, 1994; U.S. Pat. No. 5,477,890 to
Krummheuer et al. issued Dec. 26, 1995; U.S. Pat. No. 5,508,073 to
Krummheuer et al., issued Apr. 16, 1996; U.S. Pat. No. 5,503,197 to
Bower et al. issued Apr. 2, 1996 and U.S. Pat. No. 5,704,402 to
Bowen et al. issued Jan. 6, 1998, all of which are incorporated
herein by reference.
[0007] As will be appreciated, the permeability of the cushion
structure is an important factor in determining the rate of
inflation and subsequent rapid deflation following the impact
event. In order to control the overall permeability of the cushion,
it may be desirable to use differing materials in different regions
of the cushion. Thus, the use of several fabric panels in
construction of the cushion may prove to be a useful design feature
. The use of multiple fabric panels in the cushion structure also
permits the development of relatively complex three dimensional
geometries which may be of benefit in the formation of cushions for
passenger side applications wherein a full bodied cushion is
desired. While the use of multiple fabric panels provides several
advantages in terms of permeability manipulation and geometric
design, the use of multiple fabric panels for use in passenger side
restraint cushions has historically required the assembly of panels
having multiple different geometries involving multiple curved
seams.
[0008] As will be appreciated, an important consideration in
cutting panel structures from a base material is the ability to
maximize the number of panels which can be cut from a fixed area
through close-packed nesting of the panels. It has been found that
minimizing the number of different geometries making up panels in
the cushion and using geometries with substantially straight line
perimeter configurations generally permits an enhanced number of
panels to be cut from the base material. The use of panels having
generally straight line profiles has the added benefit of
permitting the panels to be attached to one another using
substantially straight seams or be substantially formed during the
weaving process using a jacquard or dobby loom. Such a straight
seam configuration provides a more cost-effective method of
producing such airbags. The term "seam" denotes any manner or
method of connecting separate fabric panels or separate portions of
a single fabric panel. Thus, sewing (with thread, for example),
welding (with ultrasonic stitching, for example), or weaving panels
or portions together (with a jacquard or dobby loom, for example),
and the like, may be employed for this purpose.
[0009] However, even with the utilization of substantially straight
seams to produce airbags cushions, a problem still resides in the
need for labor-intensive cutting and sewing operations for
large-scale manufacture. Furthermore, since the costs of producing
airbag fabrics are relatively high and there is a general need to
reduce such costs, there is a consequent need to more efficiently
make use of the fabric by lowering the amount which needs to be cut
(cutting operations also translate into higher labor costs),
reducing the amount of fabric used in order to provide
substantially lower packing volumes (in order to reduce the size of
the airbag modules in cars since available space on dashboards,
doors, and the like, are at a premium within automobiles), and
reducing the shipping weight of such products (which translates
into lower shipping costs), as well as other highly desired
reasons. However, it has been problematic to reduce such utilized
fabric amounts in the past without consequently also reducing the
available inflation airspace volume within the cushion product.
There is a need then to reduce the amount of time to produce airbag
cushions while simultaneously providing the lowest amount of fabric
and simultaneously allow for a sufficient volume of air (gas) to
inflate the target airbag cushion during an inflation event (herein
described as "available inflation airspace""). Such a desired
method and product has not been available, particularly for
passenger-side airbags which, as noted previously require greater
amount of fabric for larger volumes of air (gas) to provide the
greatest amount of protection area to a passenger. With greater
amounts of fabric needed, generally this has translated into the
need for longer seams to connect and attach fabric panels, which in
turn translates into greater amounts of time needed for sewing, and
the like, operations. Furthermore, there has not been any
discussion within the prior art of the possibility of
simultaneously reducing the amount of the required amount of
utilized fabric while providing sufficient volumes of available
inflation airspace within the target airbag cushion. Thus, a need
exists to produce high available inflation airspace volume airbag
cushions with a minimal requirement in fabric utilization to
manufacture the overall cushion product. As noted above, the prior
art has not accorded any advancements or even discussions to this
effect.
SUMMARY OF THE INVENTION
[0010] In view of the foregoing, it is a general object of the
present invention to provide a cost-effective, easy to manufacture
airbag cushion for utilization within a vehicle restraint system.
The term "vehicle restraint system" is intended to mean both
inflatable occupant restraining cushion and the mechanical and
chemical components (such as the inflation means, ignition means,
propellant, and the like). It is a more particular object of the
present invention to provide a vehicle restraint system wherein the
target airbag cushion preferably comprises very low amounts of
fabric and comprises all substantially straight seams to attach its
plurality fabric components together (although as noted above,
other configured seams may also be used as long the overall
required effective seam usage factor is met). A further object of
this invention is to provide an easy-to-assemble airbag cushion
which is minimally labor-intensive to manufacture, requires much
lower fabric costs due to a substantial reduction in the overall
requirement of utilized fabric amounts, and which also comprises an
integrated looped pocket for the disposition of an inflator can
within the airbag cushion. It is still a further object of this
invention to provide a vehicle restraint system comprising an
airbag cushion which provides the maximum amount of available
inflation airspace volume simultaneously with the lowest length of
seam (or seams) and lowest amount of utilized fabric necessary to
manufacture the cushion. Another object of the invention is to
provide a method of making a low cost airbag cushion (due to low
levels of labor required to sew the component parts together and
reduced amount of fabric to manufacture and cut) of simple and
structurally efficient design.
[0011] To achieve these and other objects and in accordance with
the purpose of the invention, as embodied and broadly described
herein, the present invention provides an airbag cushion having at
least one fabric component, wherein said airbag cushion possesses
an effective fabric usage factor of less than about 0.0330. The
effective fabric usage factor is derived from an effective fabric
usage index which concerns (and is defined as) the quotient of the
total amount of fabric utilized to manufacture the airbag cushion
(measured in square meters) over the total volume of available
inflation airspace within the airbag cushion (measured in liters).
In order to exhibit a sufficiently low effective fabric usage
factor, the amount of fabric must be very low with a
correspondingly high available inflation airspace volume. Of
course, this airspace volume will be the same for each factor since
the measurements of both factors (seam usage and fabric usage) are
made for the same bag. Such an airbag cushion may comprise at least
two separate fabric panels or a single panel with portions which
require connection (preferably through the utilization of at least
one substantially straight seam). The inventive bag is able to
provide high available inflation airspace volumes due to the
particular configurations of the used fabric panels or portions.
The configurations permit more efficient utilization of fabric webs
by cutting panels from the webs and producing less waste of unused
fabric. The preferred embodiment is discussed in greater detail
below.
[0012] The effective fabric usage factor (as defined within the
correlating seam usage index formula, above) for the inventive
airbag cushion then is preferably less than about 0.0330, more
preferably less than 0.030, still more preferably less than 0.029,
even more preferably less than 0.028, and most preferably lower
than 0.027. Thus, the volume of available inflation airspace within
the airbag cushion should be as great as possible with the amount
of fabric utilized reduced to its absolute minimum while still
providing sufficient protection to a passenger in an automobile
during a collision event.
[0013] A driver-side airbag will generally comprise a low amount of
utilized fabric but also does not provide a correlative high volume
of available airspace; and the prior art passenger-side airbags
require large amount of fabric. Although the available inflation
airspace volume in such passenger-side airbags is rather large, the
total amount of utilized fabric is too large to meet the
aforementioned preferred effective fabric usage factor within that
index. The inventive cushion therefore is relatively easy to
manufacture, requires very low sewing, or similar type, attachment
operations of its fabric panel components, requires very low
amounts of fabric, but is also configured to provide an optimum
large amount of available inflation airspace for maximum protection
to a passenger during a collision event.
[0014] The present invention also provides an airbag cushion
possessing the required effective fabric usage factor which also
comprises a looped pocket for introduction of the inflator can of
an inflator assembly. In the most preferred embodiment includes two
mirror-image body panel sections two substantially straight seams
along corresponding lateral boundary edges. Any boundary segments
of the body panels which are not joined to one another are joined
around the perimeter of a, preferably, rectilinear panel by a
series of short, substantially straight seams. Such a configuration
thereby forms a looped pocket in the airbag as well as an overall
inflatable cushion structure. The airbag itself need not be created
from two mirror-image body panel sections as any configuration of
fabric panels will function properly in this invention as long as a
three-dimensional inflatable cushion is formed during an inflation
event and a looped pocket is created in the airbag in which the at
least the inflator can of an inflator assembly is disposed.
[0015] Additional objects and advantages of the invention will be
set forth in part in the description which follows, and in part
will be obvious from the description, or may be learned by practice
for the invention. It is to be understood that both the foregoing
general description and the following detailed description of
preferred embodiments are exemplary and explanatory only, and are
not to be viewed as in any way restricting the scope of the
invention as set forth in the claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] The accompanying drawings, which are incorporated in and
constitute a part of this specification, illustrate several
potentially preferred embodiments of the invention and together
with the description serve to explain the principles of the
invention wherein:
[0017] FIG. 1 is an aerial view of a portion of a fabric web with
lines indicating the specific preferred locations for cutting to
form two sets of fabric panels to manufacture two separate
inventive cushions, each for the inclusion within a vehicle
restraint system configured within a module which is stored
substantially vertically.
[0018] FIG. 2 is an aerial view of a preferred cut fabric panel
with second and third smaller preferred cut panels connected
thereto.
[0019] FIG. 3 is an aerial view of the connected preferred cut
fabric panels showing the first folding step in producing the mouth
portion of the target cushion.
[0020] FIG. 4 is an aerial view of the connected preferred cut
fabric panels showing the second folding step in producing the
mouth portion of the target cushion.
[0021] FIG. 5 is an aerial view of the connected preferred cut
fabric panels showing the third folding step in producing the mouth
portion of the target cushion as well as the entire connected
fabric panel composite folded over and connected to itself.
[0022] FIG. 6 is an aerial view of the preferred cut fabric front
panel of the target cushion.
[0023] FIG. 7 is a front view of the finished target cushion
showing the preferred front panel and the substantially straight
seams connecting the front panel to the remaining preferred cut
fabric panels.
[0024] FIG. 8 is a side view of the finished, unfolded, and
non-inflated, target cushion.
[0025] FIG. 9 is a cut-away side view of a vehicle for transporting
an occupant illustrating the deployment of an inflatable restraint
cushion within a vehicle restraint system according to the present
invention.
[0026] FIG. 10 is an aerial view of a portion of a fabric web with
lines indicating the specific preferred locations for cutting to
form two sets of fabric panels to manufacture two separate
inventive cushions, each for the inclusion within a vehicle
restraint system configured within a module which is stored
substantially horizontally.
[0027] FIG. 11 is an aerial view of a preferred cut fabric panel
with second and third smaller preferred cut panels connected
thereto.
[0028] FIG. 12 is an aerial view of the connected preferred cut
fabric panels showing the first folding step in producing the mouth
portion of the target cushion.
[0029] FIG. 13 is an aerial view of the connected preferred cut
fabric panels showing the second folding step in producing the
mouth portion of the target cushion.
[0030] FIG. 14 is an aerial view of the connected preferred cut
fabric panels showing the third folding step in producing the mouth
portion of the target cushion as well as the entire connected
fabric panel composite folded over and connected to itself.
[0031] FIG. 15 is an aerial view of the preferred cut fabric front
panel of the target cushion.
[0032] FIG. 16 is a front view of the finished target cushion
showing the preferred front panel and the substantially straight
seams connecting the front panel to the remaining preferred cut
fabric panels.
[0033] FIG. 17 is a side view of the finished, unfolded, and
non-inflated, target cushion.
[0034] FIG. 18 is a cut-away side view of a vehicle for
transporting an occupant illustrating the deployment of an
inflatable restraint cushion within a vehicle restraint system
according to the present invention.
[0035] FIG. 19 is an aerial view of a portion of a fabric web with
lines indicating the specific preferred locations for cutting to
form two sets of fabric panels to manufacture two separate
inventive cushions, each which provide means for an integrated
mouth to form a pocket for the disposition of an inflation can
therein.
[0036] FIG. 20 is an aerial view of a preferred cut fabric panel
with second and third smaller preferred cut panels connected
thereto.
[0037] FIG. 21 is an aerial view of the connected preferred cut
fabric panels showing the entire connected fabric panel composite
folded over and connected to itself.
[0038] FIG. 22 is an aerial view of the preferred cut fabric front
panel of the target cushion.
[0039] FIG. 23 is a front view of the finished target cushion
showing the preferred front panel and the substantially straight
seams connecting the front panel to the remaining preferred cut
fabric panels.
[0040] FIG. 24 is a top view of the finished, unfolded and
non-inflated, target cushion.
[0041] FIG. 25 is a side view of the finished, unfolded and
non-inflated, target cushion including the integrated mouth
structure for the disposition of an inflation can therein.
[0042] FIG. 26 is a cut-away side view of a vehicle for
transporting an occupant illustrating the deployment of an
inflatable restraint cushion within a vehicle restraint system
according to the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0043] Reference will now be made in detail to potentially
preferred embodiments of the invention, examples of which have been
illustrated in the accompanying drawings. It is to be understood
that it is in no way intended to limit the invention to such
illustrated and described embodiments. On the contrary, it is
intended to cover all alternatives, modifications and equivalents
as may be included within the true spirit and scope of the
invention as defined by the appended claims and equivalents
thereto.
[0044] Turning now to the drawings, wherein like elements are
denoted by like reference numerals throughout the various views, in
FIG. 1 there is shown a fabric web 10, wherein eight fabric panels
to be cut 12, 14, 16, 18, 20, 22, 24, and 26 have been outlined.
Also, specific fabrics pieces to be removed and slits 28, 30, 32
within the two largest fabric panels 12, 14 are outlined as well.
The fabric web 10 in this specific example comprised nylon 6,6, 630
denier yarns, woven on a jacquard loom into a fabric 10 comprising
41 picks by 41 ends per inch.
[0045] In FIG. 2, two smaller preferred fabric panels 16, 18 have
been connected to one preferred large fabric panel 12 by
substantially straight seams 34, 36, 38, 40. The composite fabric
structure now has two small fabric portions 39, 41 uncovered by the
two smaller fabric panels 16, 18. The free space 30 remains and an
imaginary straight line 42 denotes the future fold line within the
fabric composite of the fabric panels 12, 16, 18.
[0046] In FIG. 3, tie-rods 42, 44 have been placed over the small
fabric portions 39, 41 parallel to the seams 38, 40, and the fabric
portions 39, 41 have been folded back in a manner to form a right
angle at the point of contact between the two portions 39, 41.
[0047] In FIG. 4, the small fabric portions 39, 41 have been folded
over once again and seams 35, 37 have been produced to connect the
fabric portions 39, 41 to themselves and to the smaller fabric
panels 16, 18. The folded over fabric portions 39, 41 provide
reinforcement in order to withstand inflation pressures at the
mouth opening of the cushion.
[0048] In FIG. 5, the fabric panel 12 has been folded over
imaginary line 42 (in half) leaving one smaller fabric panel 16 in
view (the other is not illustrated as it is now located on the
bottom portion of fabric panel 12 directly beneath smaller fabric
panel 18). A seam 46 connects fabric panel 12 to itself and also
connects the smaller fabric panels 16, 18 both to the larger panel
12 and to themselves. Upon unfolding of the connected composite,
the non-connected ends of the panel 12 will form the same shape as
the front panel 24 of FIG. 6. FIG. 7 then shows the seam 48 needed
to sew the non-connected ends of the large panel 12 (of FIG. 5),
and FIG. 8 provides a side view of the finished cushion 50 after
all the connection through seams 38, 42, 34, 46 have been made.
[0049] FIG. 9 shows a fully deployed inflatable restraint cushion
50 in opposing relation to an occupant 52 located on the front seat
54 of a vehicle 56 such as an automobile, airplane, and the like.
As shown, the cushion 50 may be outwardly deployed from the dash
panel 57 through an inflation means 58 from a position directly
opposite the occupant 52. It is to be understood, however, that the
cushion 50 may likewise be deployed from any other desired location
in the vehicle 56 including the steering wheel (not illustrated),
the vehicle side panels (not illustrated), the floor (not
illustrated), or the backrest of the front seat 54 for disposition
in opposing relation to a rear passenger (not illustrated).
[0050] In FIG. 10 there is shown a fabric web 110, wherein eight
fabric panels to be cut 112, 114, 116, 118, 120, 122, 124, and 126
have been outlined. Also, specific slits 128, 129, 130, 32 within
the two largest fabric panels 112, 114 are outlined as well. The
fabric web 110 in this specific example comprised nylon 6,6, 630
denier yarns, woven on a jacquard loom into a fabric 110 comprising
41 picks by 41 ends per inch.
[0051] In FIG. 11, two smaller preferred fabric panels 116, 118
have been connected to one preferred large fabric panel 112 by
substantially straight seams 144, 146, 148. The composite fabric
structure now has two small fabric portions 131, 150, 152 uncovered
by the two smaller fabric panels 116, 118. An imaginary straight
line 142 denotes the future fold line within the fabric composite
of the fabric panels 112, 116, 118, which is noticeably off-center
in order to ultimately allow for the bag to be deployed at an angle
from a horizontally disposed dashboard (not illustrated).
[0052] In FIG. 12, tie-rods 153, 155 have been placed over the
small fabric portions 150, 152 and have been folded back over the
tie-rods 153, 155 as shown, folded again, as in FIG. 13, and
connected to themselves by seams 152, 156. The folded over fabric
portions 150, 152 provide reinforcement in order to withstand
inflation pressures at the mouth opening of the cushion.
[0053] In FIG. 14, the fabric panel 112 has been folded over
imaginary line 142 leaving one smaller fabric panel 116 in view
(the other is not illustrated as it is now located on the bottom
portion of fabric panel 112 directly beneath smaller fabric panel
118). A seam 158 connects fabric panel 112 to itself and also
connects the smaller fabric panels 116, 118 both to the larger
panel 112 and to themselves. Upon unfolding of the connected
composite, the non-connected ends of the panel 112 will form the
same shape as the front panel 124 of FIG. 15. FIG. 16 then shows
the seam 159 needed to sew the non-connected ends of the large
panel 112 (of FIG. 14), and FIG. 17 provides a side view of the
finished cushion 160.
[0054] FIG. 18 shows a fully deployed inflatable restraint cushion
160 in opposing relation to an occupant 162 located on the front
seat 164 of a vehicle 166 such as an automobile, airplane, and the
like. As shown, the cushion 160 may be outwardly deployed from the
dash panel 167 through an inflation means 168 from a position
directly opposite the occupant 162. It is to be understood,
however, that the cushion 160 may likewise be deployed from any
other desired location in the vehicle 166 including the steering
wheel (not illustrated), the vehicle side panels (not illustrated),
the floor (not illustrated), or the backrest of the front seat 164
for disposition in opposing relation to a rear passenger (not
illustrated).
[0055] In FIG. 19 there is shown a fabric web 210, wherein eight
fabric panels to be cut 212, 214, 216, 218, 220, 222, 224, and 226
have been outlined. Also, specific fabrics pieces to be removed and
slits 228, 230, 232 within the two largest fabric panels 212, 214
are outlined as well. The fabric web 210 in this specific example
comprised nylon 6,6, 630 denier yarns, woven on a jacquard loom
into a fabric 210 comprising 41 picks by 41 ends per inch.
[0056] In FIG. 20, two smaller preferred fabric panels 216, 218
have been connected to one preferred large fabric panel 212 by
substantially straight seams 234, 236, 238, 240. An imaginary
straight line 242 denotes the future fold line within the fabric
composite of the fabric panels 212, 216, 218.
[0057] In FIG. 21, the fabric panel 212 has been folded over
imaginary line 242 (in half) leaving one smaller fabric panel 216
in view (the other is not illustrated as it is now located on the
bottom portion of fabric panel 212 directly beneath smaller fabric
panel 218). A seam 244 connects fabric panel 212 to itself and also
connects the smaller fabric panels 216, 218 both to the larger
panel 212 and to themselves. Upon unfolding of the connected
composite, the non-connected ends of the panel 212 will form the
same shape as the front panel 224 of FIG. 22. FIG. 23 then shows
the seam 252 needed to sew the non-connected ends of the large
panel 212 (of FIG. 21), and FIG. 24 provides a top view of a
finished cushion 246 and FIG. 25 provides a side view of a finished
cushion 250 after all the connection through seams 234, 244, 248
have been made.
[0058] FIG. 26 shows a fully deployed inflatable restraint cushion
260 in opposing relation to an occupant 262 located on the front
seat 264 of a vehicle 266 such as an automobile, airplane, and the
like. As shown, the cushion 260 may be outwardly deployed from the
dash panel 267 through an inflation means 268 from a position
directly opposite the occupant 262. It is to be understood,
however, that the cushion 260 may likewise be deployed from any
other desired location in the vehicle 266 including the steering
wheel (not illustrated), the vehicle side panels (not illustrated),
the floor (not illustrated), or the backrest of the front seat 264
for disposition in opposing relation to a rear passenger (not
illustrated).
[0059] These specific configurations and shapes provide the lowest
overall fabric usage as compared to the available inflation
airspace volume. Specific measurements for each inventive cushion
manufactured in this configuration (but with different amounts of
fabric utilized) are further described in Table 2, below.
[0060] Each of the panels utilized in these preferred embodiments
may be formed from a number of materials including by way of
example only and not limitation woven fabrics, knitted fabrics,
non-woven fabrics, films and combinations thereof. Woven fabrics
may be preferred with woven fabrics formed of tightly woven
construction such as plain or panama weave constructions being
particularly preferred. Such woven fabrics may be formed from yarns
of polyester, polyamides such as nylon 6 and nylon-6,6 or other
suitable material as may be known to those in the skill in the art.
Multifilament yarns having a relatively low denier per filament
rating of not greater than about 1-4 denier per filament may be
desirable for bags requiring particular good foldability.
[0061] In application, woven fabrics formed from synthetic yarns
having linear densities of about 40 denier to about 1200 denier are
believed to be useful in the formation of the airbag according to
the present invention. Fabrics formed from yarns having linear
densities of about 315 to about 840 are believed to be particularly
useful, and fabrics formed from yarns having linear densities in
the range of about 400 to about 650 are believed to be most
useful.
[0062] While each of the panels may be formed of the same material,
the panels may also be formed from differing materials and or
constructions such as, without limitation, coated or uncoated
fabrics. Such fabrics may provide high permeability fabric having
an air permeability of about 5 CFM per square foot or higher,
preferably less than about 3 CFM per square foot or less when
measured at a differential pressure of 0.5 inches of water across
the fabric. Fabrics having permeabilities of about 1-3 CFM per
square foot may be desirable as well. Fabrics having permeabilities
below 2 CFM and preferably below 1 CFM in the uncoated state may be
preferred. Such fabrics which have permeabilities below 2 CFM which
permeability does not substantially increase by more than a factor
of about 2 when the fabric is subjected to biaxial stresses in the
range of up to about 100 pounds force may be particularly
preferred. Fabrics which exhibit such characteristics which are
formed by means of fluid jet weaving may be most preferred,
although, as noted previously, weaving on jacquard and/or dobby
looms also permits seam production without the need for any further
labor-intensive sewing or welding operations.
[0063] In the event that a coating is utilized on one or more
material panels, neoprene, silicone urethanes or disperse
polyamides may be preferred. Coatings such as dispersed polyamides
having dry add on weights of about 0.6 ounces per square yard or
less and more preferably about 0.4 ounces per square yard or less
and most preferably about 0.3 per square yard or less may be
particularly preferred so as to minimize fabric weight and enhance
foldability. It is, of course, to be understood that aside from the
use of coatings, different characteristics in various panels may
also be achieved through the use of fabrics incorporating differing
weave densities and/or finishing treatments such as calendaring as
may be known to those in the skill of the art.
[0064] While the airbag cushions according to the present invention
have been illustrated and described herein, it is to be understood
that such cushions may also include additional components such as
shape defining tethers, gas vents, and the like as may be known to
those in the skill of the art.
[0065] With regard to comparable airbag cushions, the following
table presents comparative seam usage factors for other well known
and commercially available airbag cushions. The labels used are
those used within Standard & Poor's DRI, a well known
publication which denotes many different types of products offered
for sale to the automotive industry.
1TABLE 1 Fabric Usage Index Factors for Comparative Commercially
Available Airbag Cushions Total Amount Available Inflation Fabric
Usage S&P DRI Number of Fabric Used (m)("C") Airspace Volume
(L)("B") Factor (C/B) GM-C4 4.47 95.00 0.0471 W202 4.34 129.00
0.0337 GM4200 3.89 90.00 0.0432 414T 4.35 128.00 0.0340 CY 4.34
128.00 0.0339 CF 4.53 128.00 0.0354
[0066] The 414T and CF bags listed above are tilted cushions for
use in conjunction with relatively horizontal dashboards. The
others are used in conjunction with substantially vertically
configured dashboards.
[0067] Generally, a airbag module manufacturer or automobile
manufacturer will specify what dimensions and performance
characteristics are needed for a specific model and make of car.
Thus, airbag inflation airspace volume, front panel protection area
(particularly for passenger-side airbag cushions), and sufficient
overall protection for a passenger are such required
specifications. In comparison with those commercially available
airbag cushions listed above, the inventive airbag cushions which
meet the same specifications (and actually exceed the overall
passenger protection characteristics versus the prior art cushions)
but require less fabric, less seam length for sewing operations,
and thus cost appreciably less than those competitive cushions. The
dimensions and seam usage factors for the inventive bags (which
compare with those in Table 1, above, directly, and as noted) are
presented below in tabular form:
2TABLE 2 Fabric Usage Index Factors for Inventive Airbag Cushions
in Correlation to the S&P DPI Numbered Airbag Cushions
Requiring Similar Dimensions and Performance Characteristics
Correlated Bags by Total Amount Available Inflation Fabric Usage
S&P DRI Number of Fabric Used (m)("C") Airspace Volume (L)("B")
Factor (C/B) GM-C4 2.41 95.00 0.0253 W202 3.50 129.00 0.0271 GM4200
2.58 90.00 0.0287 414T 3.64 128.00 0.0284 CY 3.64 128.00 0.0284 CF
3.50 128.00 0.0273
[0068] Clearly, the inventive bags, which possess the same
available inflation airspace volume and front fabric panel area as
the comparative prior art commercially available cushions (bags),
require much less in the way of total fabric utilization, which
thus correlates into overall much lower effective fabric usage
factors. Furthermore, as noted above, in standard crash tests,
these inventive bags (cushions) either performed as well as or
outperformed their commercially available, more expensive,
counterparts.
[0069] While specific embodiments of the invention have been
illustrated and described, it is to be understood that the
invention is not limited thereto, since modifications may certainly
be made and other embodiments of the principals of this invention
will no doubt occur to those skilled in the art. Therefore, it is
contemplated by the appended claims to cover any such modifications
and other embodiments as incorporate the features of this invention
which in the true spirit and scope of the claims hereto.
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