U.S. patent application number 09/953912 was filed with the patent office on 2002-01-31 for control system for air bags in different vehicle locations.
This patent application is currently assigned to Universal Propulsion Company, Inc.. Invention is credited to Lewis, Donald J..
Application Number | 20020011723 09/953912 |
Document ID | / |
Family ID | 21872164 |
Filed Date | 2002-01-31 |
United States Patent
Application |
20020011723 |
Kind Code |
A1 |
Lewis, Donald J. |
January 31, 2002 |
Control system for air bags in different vehicle locations
Abstract
A vehicle restraint system for a seated occupant including a lap
belt system and an inflatable member mounted on the lap belt and
restrained by the belt when inflated. The restraint system is
applicable to multi-row seated vehicles in which a control system
controls air bag deployment in rows located at first, second and
other vehicle locations. Further, the system may include a device
for detecting an impending collision of the vehicle and an object
and deploy bags in anticipation of such collision.
Inventors: |
Lewis, Donald J.;
(Scottsdale, AZ) |
Correspondence
Address: |
PENNIE & EDMONDS LLP
1667 K STREET NW
SUITE 1000
WASHINGTON
DC
20006
|
Assignee: |
Universal Propulsion Company,
Inc.
|
Family ID: |
21872164 |
Appl. No.: |
09/953912 |
Filed: |
September 18, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09953912 |
Sep 18, 2001 |
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09033739 |
Mar 3, 1998 |
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6293582 |
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09033739 |
Mar 3, 1998 |
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08826612 |
Apr 4, 1997 |
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5871230 |
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09033739 |
Mar 3, 1998 |
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08665121 |
Jun 14, 1996 |
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Current U.S.
Class: |
280/735 ;
280/733 |
Current CPC
Class: |
B60R 2021/0093 20130101;
B60R 2021/0067 20130101; B60R 21/017 20130101; B60R 22/14 20130101;
B60R 21/18 20130101 |
Class at
Publication: |
280/735 ;
280/733 |
International
Class: |
B60R 021/32 |
Claims
I claim:
1. A vehicle restraint system for restraining occupants during
rapid deceleration of a vehicle having first and second vehicle
portions in which rapid deceleration occurs in the first vehicle
portion prior to rapid deceleration in the second vehicle portion
and in which first and second occupants are positioned in the first
and second portions, respectively, comprising: a first inflatable
member mounted to be deployed to protect the first occupant; a
second inflatable member mounted to be deployed to protect the
second occupant; a first and second inflator for inflating the
first and second inflatable members; and a crash detector firing
system comprising a deceleration detection detector and electrical
conduits for controlling the first and second inflators, so that
the crash detector firing system can transmit separate signals to
each inflator and inflate the first inflatable member before the
second inflatable member.
2. The vehicle restraint system of claim 1, wherein the crash
detector firing system further comprises a collision detector that
can detect an impending collision.
3. The vehicle restraint system of claim 2, wherein the collision
detector further comprises a computing device that calculates the
time of rapid deceleration for the first and second vehicle
portions.
4. The vehicle restraint system of claim 2, wherein the collision
detector comprises a radar signal generator and receiver.
5. The vehicle restraint system of claim 1, wherein the vehicle is
an airplane.
6. The vehicle restraint system of claim 1, wherein the vehicle is
a train.
7. The vehicle restraint system of claim 1, wherein the vehicle is
a bus.
8. The vehicle restraint system of claim 1, wherein the vehicle is
an automobile.
9. A method of restraining occupants during rapid deceleration of a
vehicle having first and second vehicle portions for which
deceleration occurs in the first portion prior to deceleration in
the second portion, comprising the steps of: providing occupant
seats in the first and second portions; positioning inflatable
members mounted to be deployed for protecting occupants in such
occupant seats; providing a crash detector firing system that
performs the following steps: creating and sending a first signal
to a first inflator to inflate the inflatable member in the first
portion at a first time; creating and sending a second signal to a
second inflator to inflate the inflatable member in the second
portion at a second time after the first time; wherein inflation of
inflatable members in the first and second portions is timed to
occur sufficiently in advance to protect the occupants.
10. The method of claim 9, wherein the crash detector firing system
triggers the first and second signals by use of a deceleration
detection detector, and wherein the first and second signals are
transmitted through electrical conduits to the first and second
inflators.
11. The method of claim 10, wherein the sending of the second
signal is delayed by a predetermined time after the sending of the
first signal to cause deployment of the inflatable member in the
second portion to occur after deployment of the inflatable member
in the first portion.
12. The method of claim 9 in which the crash detector firing system
provides a signal for deploying inflatable members in each row of
occupant seats in the first and second portions.
13. The method of claim 9 further comprising the steps of:
detecting a collision of the vehicle with an object prior to the
collision; and determining the time of rapid deceleration for the
first and second vehicle portions.
14. The method of claim 13, wherein the step of detecting a
collision comprises propagating a radar signal and receiving a
reflected signal.
15. The method of restraining occupants of claim 13 having the
further step of determining the delay between the deployment of the
first and second inflatable members so deployment of the inflatable
members is timed to protect the occupants in each portion.
16. A method of providing protection to occupants in an elongated
movable vehicle in which rapid deceleration occurs in the forward
part of the vehicle before it occurs in the rearward part of the
vehicle, comprising the steps of: providing seats in forward and
rearward parts of the vehicle; installing inflatable members and
inflators that inflate such members to serve the seats; providing a
crash detector that determines whether the vehicle will collide
with an object prior to the collision; generating a signal from the
deceleration detector to the inflators to deploy the inflatable
members during rapid deceleration; and inflating the inflatable
members to correspond to the time of rapid deceleration for forward
and rearward parts of the vehicle.
17. The method of restraining occupants of claim 16 having the
further step of determining a delay of deployment of the inflatable
members for the forward and rearward parts of the vehicle so that
inflation member deployment occurs in each part of the vehicle when
deployment provides maximum protection for each of the
occupants.
18. The method of restraining occupants of claim 16 in which the
deceleration detector propagates a radar signal and receives a
reflected signal.
19. A method of providing protection to occupants in an elongated
movable vehicle in which deceleration occurs in the forward part of
the vehicle before it occurs in the rearward part of the vehicle,
comprising: providing seats in forward and rearward parts of the
vehicle; installing inflatable members to serve the seats and
inflators for deploying such inflatable members; providing a crash
detector that determines whether the vehicle will collide with an
object during the vehicle's movement; generating signals from the
crash detector when the crash detector determines a collision will
occur; and transmitting such signals to the inflators to deploy the
inflatable members.
20. The method of claim 19 in which the inflatable members in the
forward part of the vehicle are deployed prior to deployment of
inflatable members in the rearward part of the vehicle.
21. The method of claim 19 in which inflation is initiated prior to
the collision of the vehicle and the object.
Description
RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 09/033,739 filed Mar. 3, 1998 entitled
"Control System for Air Bags in Different Vehicle Locations" which
is a continuation-in-part of U.S. patent application Ser. No.
08/826,612 filed Apr. 4, 1997 entitled "Lap Mounted Inflatable Bag
And Method Of Use" which was in turn a continuation-in-part of U.S.
patent application Ser. No. 08/665,121 filed Jun. 14, 1996 entitled
"Lap Mounted Inflatable Bag And Method Of Use," which was abandoned
Oct. 8, 1997.
BACKGROUND OF THE INVENTION
[0002] Inflatable elements, bag or belt, deploying from locations
adjacent vehicle occupants have been proposed and suggested to
distribute belt loading during a collision (U.S. Pat. No. 3,682,498
and 3,841,654).
[0003] Prior restraint systems have combined seat belts, including
lap and shoulder components, with inflatable members. For example,
vehicle air bags have been proposed to be mounted adjacent shoulder
belts and lap belts for deployment upon rapid deceleration of a
vehicle (U.S. Pat. No. 5,062,662). Other prior inflatable bag
vehicle restraint systems have required that the bag be supported
by a portion of the vehicle in front of the occupant (i.e., the
dashboard or wheel post unit). Further, prior lap belt mounted bags
were deployable in front of the occupant's belt and have not caused
the lap belt to have its slack removed by the inflation of the
bag.
[0004] Finally, it has been proposed to provide bags for inflation
between the occupant and shoulder straps (U.S. Pat. No.
3,971,569).
[0005] None of the prior art proposals provide proper protection
where the restraint system can only be deployable from and
restrained by a lap belt area.
SUMMARY OF THE INVENTION
[0006] The present invention comprises an occupant vehicle
restraint system in which a configured inflatable air bag is
supported by a lap belt. The lap belt is positioned adjacent the
bag or in a passageway in the air bag which passageway is part of
the inflatable pressure-retaining envelope of the bag. The bag is
sized and shaped so that the force of the occupant's torso tending
to move forward in a rapid deceleration of the vehicle is
restrained by the bag engaging a sufficiently large support area
consisting of the top portion of the occupant's legs and a variable
seat surface between the occupant's legs. The belt-receiving
passageway may be located so that a rear portion of the bag is
inflatable between the belt and the occupant and the remainder of
the bag is inflatable forward of the belt to prevent any
substantial rotation of the torso.
[0007] By so locating the belt-engaging bag surface or the
belt-receiving passageway, a rear portion of the bag when inflated
tightens the lap belt as such rear portion presses against the
occupant's lap upper thigh portion and lower stomach area. At the
same time the forward portion of the bag inflates to serve as a
structural air stiffened column to provide a restraint against the
occupant's forward movement and rotation of the occupant's
torso.
[0008] The present inventive restraint system and its method of
operation utilizes an air bag deployed from the lap belt area which
bag as deployed is fully supported and constrained by (1) the lap
belt and (2) surfaces including occupant's legs and the surface
upon which the occupant is seated. The invention is particularly
useful for occupants seated in seats that are not adjacent a
dashboard or a wheel post. Occupants in the back seats in passenger
land vehicles and airplane passengers are readily protectable
utilizing the present inventive restraint system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] FIG. 1 is a perspective view of an occupant in a front seat
with a lap belt and folded air bag prior to inflation;
[0010] FIG. 2 is a partial perspective view similar to FIG. 1
showing the folded bag in a rupturable pouch prior to inflation and
illustrating the looseness with which the belt may be worn and
still be effective;
[0011] FIG. 3 is a diagrammatic plan view of the occupant and
inflated bag;
[0012] FIG. 4 is a view similar to FIG. 1 showing the bag as first
inflated;
[0013] FIG. 5 is a view similar to FIG. 4 after inflation with the
occupant's torso having moved forward a small distance;
[0014] FIG. 6 is an alternative embodiment in which the bag
includes an upper blister for additional head support to further
reduce head rotation to a lesser angle;
[0015] FIG. 7 is a bottom view of the bag prior to folding;
[0016] FIG. 8 is a partially folded view of the bag;
[0017] FIG. 9 is a schematic diagram showing the forces and torques
created during rapid deceleration of the vehicle and bag
deployment;
[0018] FIG. 10 is a further schematic diagram showing forces and
torques upon initial bag inflation where the lap belt is positioned
within a bag passageway;
[0019] FIG. 11 is a front elevational view of an embodiment of the
present invention in which an inflatable member is mounted in a lap
belt system which includes an inflation arrangement;
[0020] FIG. 12 is a front elevational view of an inflated bag of
particular shape;
[0021] FIG. 13 is a front elevational view of an inflated bag with
upper expansion pockets prior to their inflation;
[0022] FIG. 14 is a side perspective view of the bag of FIG. 12
after inflation;
[0023] FIG. 15a is a side perspective view of the bag of FIG. 13
with an upper expansion pocket being deployed;
[0024] FIG. 15b is a view similar to FIG. 15a in which a further
pocket is deployed;
[0025] FIG. 15c is a side elevational view in which the bag pockets
shown in FIGS. 15a and 15b are fully deployed;
[0026] FIG. 16a is a front elevational view of a bag having side
pockets which bag has been inflated without side pocket
deployment;
[0027] FIG. 16b is a view similar to FIG. 16a in which the side
pockets are deployed;
[0028] FIG. 16c is a front elevational view of a bag including a
head side support section;
[0029] FIG. 17 is a partial schematic view of the belt sections,
tongue and buckle arrangement with an undeployed inflatable
member;
[0030] FIG. 18 is a partial sectional view through the tongue unit
and inflatable member of FIG. 17;
[0031] FIG. 19 is a schematic view of a belt arrangement with the
inflator in the buckle and the connectable tongue unit;
[0032] FIG. 20 is a schematic view of a belt arrangement showing
the inflatable member attached to the buckle and with the inflator
in the tongue unit;
[0033] FIG. 21 is a perspective view showing the tongue unit and
buckle detached with transformer portions on each;
[0034] FIG. 22 is a sectional exploded view of a belt anchor;
[0035] FIG. 22a is a side view of the anchor of FIG. 22 including
the belt section;
[0036] FIG. 22b is a sectional view of a belt section taken along
line 22b-22b of FIG. 22;
[0037] FIG. 22c is a view similar to FIG. 22b with the belt section
having a gas passage formed therein by gas pressure;
[0038] FIG. 23 is a front elevational view of a further bag
embodiment with an opening therethrough for centered lap belt
buckle and tongue manipulation;
[0039] FIG. 24 is a side perspective view of a further configured
bag embodiment with the lap belt positioned against the bag
surface;
[0040] FIG. 24a is a schematic diagram of the bag of FIG. 24
positioned illustrating a passenger's torso and legs at a
90.degree. angle;
[0041] FIG. 24b is a further schematic similar to FIG. 24a in which
the torso-to-leg angle is greater than 90.degree.;
[0042] FIG. 24c is a further schematic in which the angle is
90.degree. and bag sections theoretically overlap;
[0043] FIG. 25 is a perspective view of occupants in rows of seats
in which lap mounted bags deploy row-by-row;
[0044] FIG. 26 is a schematic of a row of seats, inflation
arrangements and controls for such inflation arrangements; and
[0045] FIG. 26a is a schematic of a row of seats, inflation
arrangements and controls for such inflation arrangements using a
radar collision signaler.
[0046] FIG. 27 is a schematic and circuit diagram for controlling
inflation of a bag or bags properly timed after rapid vehicle
deceleration.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0047] In FIGS. 1, 3 and 4, occupant's (O) seat 12 with seat
surface 12s and seat back 12b are mounted on vehicle floor 13.
Occupant (O) is shown in passenger seat 12 with lap belt 16 across
occupant's (O) lap. Lap belt right portion 16a is engaged in belt
extension 24 which in turn is anchored in right floor anchor 14 in
vehicle floor 13 and the left belt portion 16b is secured to the
vehicle floor 13 by left floor anchor 15. Alternatively, lap belt
may have two sections and a buckle.
[0048] With reference in particular to FIG. 3, bag 18 with exterior
inflatable cloth body 19 has a cloth passageway 21 between slot
portals 21a, 21b through which lap belt 16 is passed. Cloth body 19
together with cloth passageway 21 comprise the pressure-retaining
envelope 18e of bag 18 into which envelope 18e the gases of
inflation are introduced or formed. Lap belt 16 is readily slidable
back and forth through passageway 21 when bag 18 is deflated. Such
movement provides for adjustment of bag 18 with respect to the
occupant. Bag 18's gas inlet neck 22 (FIG. 7) can be connected to
gas conduit 23 extending from a remote location such as the floor
13. Gas conduit 23 is supplied gas from a storage gas container or
a pyrotechnic gas inflator or a combination thereof, and
alternately the inflation source may be contained within the bag
18.
[0049] Turning to FIG. 2, an alternative embodiment is shown in
which folded bag 18 is covered by an elongated rupturable pouch 20.
Bag 18 is shown folded for positioning in pouch 20 in a
ready-to-deploy position with belt 16 loosely positioned for the
comfort of the occupant. This alternative system has a
gas-generating inflator positioned in bag 18 or pouch 20.
[0050] FIG. 4 shows bag 18 with the alternate inflation entrance of
gases from conduit 23 through neck 22. Bag 18, as inflated, is
generally round in shape as viewed from above (FIG. 3) and
generally triangular in shape as viewed from the side (FIG. 4). Bag
18 has a bottom seat surface and leg engaging surface 18a; a torso
engaging surface 18b and front non-engaging surface 18c. Surfaces
18a and 18b intersect along occupant's waistline (WL). Since belt
16 passes through bag passageway 21 which is distance (d) from the
occupant's waistline (WL), the inflation of bag portion 18r to the
rear of belt 16 pushes occupant (O) back and down in his or her
seat as bag 18 is first inflated (see FIGS. 4 and 5). This action
also removes any slack that may have existed in belt 16 due to
looseness of wearing. Further, the inflation of the bag 18 and the
creation of inflated bag space also displaces bag over spaces 18h
and 18r toward the occupant's chest and upper leg, respectively.
Front bag portion 18f, the remaining portion of bag 18, is forward
of the belt 16. Front bag portion 18f functions to support and
resist rotation of occupant's (O) torso (T) as forces of vehicle
deceleration act on torso (T). Bag 18 may also include a set up
reinforcing cloth panel 25 to strengthen bag 18 in the
belt-engaging area which must withstand forces of inflation and
occupant restraint as the vehicle decelerates.
[0051] It is contemplated that inflation of bag 18 is accomplished
sufficiently rapidly, using inflators of stored gas or pyrotechnic
type or combinations thereof, so that the occupant's lap belt 16 is
tightened by inflation of the rear bag portion 18r prior to forces
of deceleration acting on the occupant's (O) torso (T) which force
tends to move the torso (T) forward in rotational movement about
belt 16. Only a few degrees of torso (T) rotation is permitted by
the compression of bag 18. Any additional torso rotation will
depend on the occupant's seated position and whether bag 18 rests
on the occupant's legs, seat surface 12s or combination of both.
Bag 18 is shown in FIG. 5 engaging seat surface 12s over area 12a
as torso (T) is decelerated. Torso rotation is preferably less than
10.degree. from the vertical. However, depending on the occupant's
size and the size and shape of the bag, rotation of the torso may
be up to 30.degree..
[0052] With particular reference to schematic FIG. 9, horizontal
force (F.sub.1) represents the force exerted by occupant's torso at
a distance X from lap belt 16 creating a torque (T.sub.1). To
resist torque (T.sub.1) bag 18 generates an equal and opposite
torque (T.sub.2). Torque (T.sub.2) is force (F.sub.2) times
distance (Y).
[0053] FIG. 10 is also a schematic showing the embodiment in which
the belt passes through the bag with bag portion 18r inflating
between the belt and the occupant. Initial bag inflation causes the
bag to push the occupant back of vertical line (V) 15.degree. (note
the 90.degree. angle of FIG. 9 and the 105.degree. angle of FIG.
10). Bag portion 18r pushes the occupant down in the seat and bag
portion 18h pushes occupant back in his seat.
[0054] Bag 18 when inflated is restrained from forward movement by
lap belt 16. Bag 18 rotates a few degrees as it is acted on the
forces of the occupant's torso deceleration. Bag 18 is shaped and
sized to prevent substantial torso rotation of any occupant
including a large man. Smaller occupants will experience even less
torso rotation. Bag 18 has a bag exterior surface 18a which engages
a substantial area of occupant's legs and seat surface between the
occupant's waist and knees. Bag 18 also has a surface 18b for
engaging a substantial portion of the torso from the waist to the
head. Bag 18 may also be sized to support occupant's head.
Preferably, bag surface 18a engages 1/3 to 2/3 of occupant's upper
legs. Upper legs are the portion of the legs between the hips and
knees. Bag surface 18a also engages the seat surface over the seat
surface area between occupant's legs.
[0055] In a further alternative embodiment shown in FIG. 6, bag 18
includes deployable blister 34. As occupant's (O) torso (T) exerts
forces of compression on bag 18 increasing the gas pressure therein
to a selected threshold allowing stitches 35 to rupture so that
blister section 34 inflates to provide support for the occupant's
(O) and head (H).
[0056] Turning to FIG. 7, uninflated bag 18 has bottom surface 31,
passage outlet ends 21a, 21b and gas inlet 22. FIG. 8 shows
uninflated bag 18 with outside portions 28, 29 folded to positions
adjacent central bag bottom portion 30 which central portion 30 is
approximately the width of belt 16.
[0057] FIG. 11 illustrates a further embodiment of the present
invention in which the inflatable member 36 which may be of any
shape and configuration is foldably mounted on lap belt system 38
which system has positioned in it the entire inflation arrangement.
Tongue unit 39 is connected to a tongue belt section 41 which in
turn is attached to tongue belt section anchor 43. The belt system
38 also includes a buckle 45, a buckle belt section 46 and a buckle
anchor 48. Occupant (O) seated on seat 49 is restrained by belt
system 38. Upon inflation of inflatable member 36 further occupant
protection is provided as described below.
[0058] Turning to FIG. 12, an inflatable member in the form of bag
55 is shown which bag 55 has a particular shape including
leg-engaging bag wings 56, 57 and a central blister section 59
which extends downwardly near to or against seat surface 51.
Whether blister section 59 engages seat surface 51 depends on the
extent to which occupant's legs are initially spread apart and the
extent to which blister 59 of bag 55, as inflated, causes any
further leg separation. Bag wings 56, 57 are positioned and shaped
with widths d.sub.1, d.sub.2, respectively so that they properly
serve both large and small occupants.
[0059] Turning to FIG. 13, bag 55' consists of bag body 60 made of
two stitched together bag panels (only panel 60a is shown) which
include two upper stitched bag body pockets 64, 65 formed by
tucking bag body panel material into the interior of bag 55' and
stitching such tucked-in panels to adjacent bag panels employing
stitched generally-horizontal rows 67, 68 and 69. Bag body pockets
64, 65 are deployable under selected circumstances described below
to increase the bag size and shape.
[0060] In FIG. 14 deployment of bag 55 including its blister
section 59 is shown (see also FIG. 12). The forward movement of
occupant (O) is shown in dashed lines.
[0061] Turning to FIGS. 15a-c, there is shown the stages of
deployment of body pockets 64, 65 during inflation of bag 55' when
occupant-induced internal bag pressures reach predetermined levels.
The reason for pocket deployment is to increase the size and height
of bag 55' to serve larger, taller and heavier occupants. As bag
55' inflates to reach its full size, forces are exerted on the bag
as it controls the occupant's movement including forward torso
movement causing bag pressure to increase. If the occupant (O) is
sufficiently larger and heavy, pressure will build up in bag 55' to
cause stitch rows 67, 68 and 69 to sequentially break and to deploy
the body pockets 64, 65 as bag additions. FIG. 15c shows bag 55'
with both pockets 64, 65 fully deployed. As bag size increases by
pocket deployment bag pressure is reduced for a given amount of gas
in the bag; however, the forces acting on the occupant may remain
the same since the area over which the forces act has been
increased.
[0062] FIG. 16a shows use of side pockets 61, 62 created by
generally-vertical stitch rows 61a, 62a. Deployment of side pockets
61, 62 due to stitching failure is shown in FIG. 16b. FIG. 16c
illustrates bag 55" with a head protecting portion 63. Stitching
bag panels using any suitable patterns are contemplated by the
present invention to provide additional inflatable member size
during inflation and the creation of forces resulting from occupant
restraint.
[0063] As an alternative to non-stretch inflatable member material
and the fracturable stitching described above, deployment of larger
inflatable member volumes to accommodate larger occupants may be
accomplished by fabricating inflatable members, such as bags, of
expansible or stretchable material. Members made of fabrics or
other materials which expand or stretch when inflated and when
additional forces are applied by the occupant (O) during or after
inflation are alternatively useful alone or in combination with
non-stretchable materials.
[0064] Inflating systems positioned within the belt arrangement
include a crash detector which sends a signal to an initiator which
in turn initiates the function of an inflator causing the rapid
flow of gases to the inflatable member. In FIG. 17 belt sections
41, 46, buckle 45, tongue unit 39 and uninflated member 36 are
shown (see also FIG. 11).
[0065] Turning to FIG. 18, tongue unit 39 includes tongue housing
70, tongue prong 71, inflator 72, and roller clamp 73 for adjusting
the effective length of belt section 41. Also shown are inflatable
flexible member panels 36a, 36b of inflatable member 36 which
engage tongue header pins 76a, 76b, mounted in tongue header 77.
Header 77 includes header lock section 78. After panels 36a, 36b
are positioned on and around pins 76a, 76b slide lock section 78 is
forced in place to hold the inflatable member panels 36a, 36b in
place. Also shown is rupturable diaphragm 81 in gas passageway
82.
[0066] In schematic FIG. 19, inflator 72 is located in buckle 45
and the origin of the electrical signal to cause inflator 72 to
operate is located on the tongue side of the belt arrangement.
Electrical wire 85 with tandemnly-connected wire sections 85a, 85b
pass from crash detector 80 through belt section 41 and tongue unit
39 to buckle 45 into inflator 72. Wire section 85b includes a
socket 79 and wire section 85a includes a tapered head 80 shaped to
enter socket 79 for electrical connection. This arrangement permits
the crash detector to be located in the anchor that serves belt
section 41 to provide the necessary tongue-to-buckle detachable
connection. In FIG. 20, the inflator 72 is located in the tongue
unit 39 and the inflatable member 36 is mounted on the buckle 45.
Gases generated in inflator 72 travel in gas passageway segments
86, 87 which segments are detachably connected by a nipple 88 and
socket 91.
[0067] Inflator 72 may be any suitable inflator; however, it is
preferably a hybrid inflator with a pressurized housing having
walls and with the propellant positioned therein spaced from the
walls. Any suitable pyrotechnic material or propellant may be used
to create the required gases. Preferable propellants whose bum time
is in the sub-millisecond range when combusted at a pressure of
approximately 25,000 psi are used in the practice of this
invention. The materials (propellants) utilized should have
extremely short function times. The materials should have web
thicknesses (the thicknesses that the materials burn through during
their combustion) that are small and that will complete combustion
in a short time such as less than a millisecond.
[0068] Universal Propulsion designated 7019a propellant maybe used.
The 7019a propellant is a propellant material including an oxidizer
such as ammonium nitrate; a nitramine (preferably thermally stable)
and a binder. The nitramine may be
cyclo-1,3,5-trimethylene-2,4,6-trinitramine (RDX) or
cyclo-1,3,5,7-tetramethylene-2,4,6,8-tetranitramine (HMX).
Propellant 7019a is a solvent processed propellant which leaves a
microscopic fine porosity throughout the quantity of propellant
material positioned in inflator 72. The binder should be a small
percentage i.e. 4% of the material.
[0069] Propellant components should be proportioned to accomplish
rapid and complete burning to produce gases which are
environmentally sound and burn to reduce or eliminate inflator wall
heating. The microscopic fine porosity in the propellant allows it
to be produced with granules instead of as a single grain piece
with each granule having a small web. The granules have the
advantage of not being susceptible to cracks and the microporosity
as well as the surface area created by the micro granules enable
the propellant to be extremely quickly ignited. The propellant has
high thermal stability and therefore requires high temperature to
ignite it.
[0070] In hybrid inflators where propellants are stored under
pressure of a gas such as an inert gas, chemical degradation is not
enhanced and further the high pressure aids markedly in providing a
high speed ignition and burning capability to the system. Extremely
short burning times are best accomplished by burning these
propellants in a very high pressure environment. Additionally, the
small granules and microporse propellant leading to the ultra-thin
web facilitate the fact that the propellant will be consumed before
it can be explosively hurled into contact with the walls including
side walls of the inflator 72. The reduction or elimination of
propellant striking the walls of the inflator housing reduces the
rise in temperature of the inflator and facilitates its use
adjacent or even in contact with the occupant.
[0071] Finally, inflator propellant materials may in addition
include Hercules "Hi-Temp" brand propellant.
[0072] In FIG. 21, electrical signals are passed from tongue unit
39 to buckle 45 employing a transformer 93 with one transformer
portion 94 of the transformer 93 in the buckle 45 and forming a
part of buckle surface 45s and the other portion 95 of the
transformer 93 in the tongue unit 39 and forming a part of tongue
unit surface 39s. Electrical signals generated in transformer
portion 95 cause electrical signals to be generated in transformer
portion 94. Such signal transfer permits an electrical signal
generated on one side of the belt system to be transmitted to the
other side of the belt system so that the crash detector can be
located on either side of belt system 38. Also shown in FIG. 21 is
crash detector 90 positioned on the tongue side for producing an
electrical signal upon vehicle deceleration.
[0073] It is seen that when tongue and buckle are buckled and
unbuckled, electricity and gas flow from one side of the lap belt
to the other side of the lap belt which may be effected by the
detachable connections described above or any other suitable
arrangement.
[0074] In FIG. 22, 22a and 22b, anchor 43 includes anchor cover 92
and anchor shielded housing 97 for shielding against extraneous
radio waves or other waves that might prematurely activate the
initiator. Also shown is anchor swivel unit 98. Initiator 101 is
mounted in housing 97 and an inflator (not shown) is positioned in
swivel unit 98. Gases generated in swivel unit 98 by the inflator
pass through exit neck 103, connector 105 into belt 104 which belt
is constructed of two layers 104a, 104b. Layers 104a, 104b separate
upon application of gas-generated pressure to form gas passage 106
(see FIGS. 22b, 22c). Prior to inflation belt layers 104a, 104b may
be stitched or glued together. The crash detector in anchor 43 (not
shown) may be battery powered with low voltage being indicated by a
light or an audible signal. Since the electrical requirements to
operate the system are small, batteries located in the anchors may
be used with replacement required only after five or more
years.
[0075] Referring to FIG. 23, an alternate bag design is shown in
which bag 108 has a central opening 107 to permit buckle 45 and
tongue unit 39 to be readily operated in the central area of the
occupant's lap. Central opening 107 is not part of the bag
pressure-retaining envelope. Similarly, as stated above bag
passageway 102 is not part of the pressure-retaining envelope of
bag 108. Central opening 107 may through alternate bag design be
located on either side of the center of bag 108 as shown in FIG.
23. Belt 109 passes through bag passageway 102 which is divided
into passageway sections 102a, 102b which sections 102a, 102b are
separated by bag central opening 107.
[0076] Finally, a further bag embodiment is shown in FIGS. 24,
24a-c, which bag 110 consists of upper and lower sections 111, 112
and waist section 113 with lap belt 116 passing around bag 110
rather than through a bag passageway as described above in earlier
embodiments. Belt 116 is positioned against bag waist section 113
upon inflation. Upper bag section 111 engages occupant's torso and
lower bag section 112 engages the occupants legs and seat surface.
Inflated belt section 113 which has belt 116 engaging its outer
surface positions belt 116 distance X from occupant's waistline.
Bag sections 111, 112 engage at line L and with added forces during
deceleration and inflation bag portions 111, 112 may be forced
further against one another.
[0077] Turning now to schematic FIG. 24a, bag sections 111, 112 are
sized to form a ninety degree (90.degree.) angle A between the
torso and legs of the occupant. FIG. 24b shows bag 110' sized to
form an angle B of 105 or more when sections 111', 112' touch at
point P. In FIG. 24c bag sections 111", 112" of bag 110" are shown
being distorted by forces applied by the occupant as sections 111",
112" compress. Volume V represents the volume of theoretical
overlap of sections 111", 112" if no bag section compression
occurred. The volume or pressure of gases supplied to bag section
111" may differ from the volume or pressure of gases fed to the bag
section 112".
[0078] It is contemplated that the present invention may be used in
aircraft, school buses, passenger cars and other vehicles. In
airplane applications having rows of seats, each row or portion
should be equipped with a separate crash detector.
[0079] The present invention is particularly adaptable for use in
aircraft or other vehicles where lap belts have been in common use
for many years. Bags can be deployed from the lap belt area without
need for installation of equipment in the seat backs located
forward of the seated occupants. The invention provides protection
for occupants, including pilots and passengers, of large or small
aircraft.
[0080] In certain crashes of a large airplane in which the forward
portion of the airplane may rapidly decelerate and come to rest
while the rearward portion of the plane continues to decelerate,
air bag deployment for effective occupant protection should occur
in the forward part of the airplane before bag deployment occurs in
the rearward portion of the plane. Commercial passenger planes with
their long length are subject to a traveling crash wave within the
plane. Where a crash involves the front of an aircraft striking a
building, a mountain, the ground, or other object deceleration
occurs in the forward part of the aircraft before it occurs in the
rear of the aircraft. The points of rapid deceleration therefore
move from front to back in a waveform. This waveform of
deceleration requires that air bags in the front of the plane be
deployed before air bags in the rear of the plane.
[0081] Turning to FIG. 25, three (3) rows of passengers are shown
in which a forward row 124 is equipped with a gas supply unit 128
to serve that row. Gas supply unit 128 includes an initiator, an
inflator and gas supply lines (not shown) which lines supply the
bags mounted on the lap belts positioned across laps of the
occupants in their seats. The inflator is sized to supply the air
bags which serve each of the two (2) seats in row 124. Gas supply
unit 128 also includes a crash detector or other arrangement for
creating a crash signal when a selected deceleration occurs at row
124. The crash triggers the firing system creating a crash signal
which in turn causes the initiator to ignite the inflator to
rapidly create gases and supply them to the air bags in row 124.
The air bags of forward row 124 are in a state of deployment in
which the bags have been fully filled with gas and the passengers'
torsos have swung forward.
[0082] Also shown in FIG. 25 is middle row 130 in which bag
deployment has started and rearward row 132 in which the crash
detector has not yet caused the air supply system to commence
operation.
[0083] Alternatively, a gas supply unit may be positioned adjacent
each individual seat in each row. Each supply unit may have its own
crash detector firing system and inflator. An alternative
arrangement for sequentially initiating bag deployment in a large
aircraft is to have a single crash detector serve more than one row
of seats.
[0084] When a crash detector serves more than one row of seats the
signal serving the more rearward rows is preferably delayed so that
bag deployment occurs when it can provide maximum protection for
each of the occupants in each row. Deployment is timed to occur
sufficiently in advance of rapid deceleration of the occupants to
allow for bag inflation to provide maximum protection from injury
or death.
[0085] Turning to FIG. 26 crash detector 133 serves three rows of
seats. Forward row 135 has four (4) seats 135a-d. Each seat has its
own gas supply unit 136a-d. Middle row 138 with four (4) seats
138a-d has each of its seats served by a gas supply unit 139a-d and
rearward row 141 with seats 141a-d have gas supply units 142a-d.
Crash detector 133 supplies signals to each row along electrical
conduits 144, 145 and 146. The signals transmitted along conduit
144 cause the start of initiator, followed by, inflator activation,
immediately after detector 133 measures a sudden deceleration. The
signal transmitted along conduit 145 (which is simultaneously
transmitted with the conduit 144 signal) is delayed by time delay
148 so that bag deployment in middle row 138 occurs after row 135
deployment. The signal transmitted along conduit 146, again
simultaneously transmitted with the 144 conduit signal, is also
delayed by time delay 149 so that rearward row 141 is deployed
after middle row 138. An aircraft with forty (40) rows of seats
would be equipped with a dozen or more crash detectors.
[0086] The crash detector and firing signal unit 133 include a
firing system which produces a low voltage (amperage) signal. The
system is preferably battery powered.
[0087] Turning to FIG. 27, circuitry for a crash detector is shown
in which actuating lever 150 is moved with aircraft deceleration.
Lever 150 moves when deceleration in that section of the plane
occurs to in turn move switch arms 151a, 152a of switch 151, 152
respectively. Prior to the occurrence of a crash, switch arms 151a,
152a engage the upper stationary contact 151u, 152u of switches
151, 152 which short circuits capacitor 155 and resistor 156.
Switch 152 also provides a short circuit across pyrotechnic squib
158. This prevents capacitor 155 from being charged and the squib
158 from being fired. In this pre-crash mode, the timing circuit
160 is powered by battery 161.
[0088] Upon a crash, actuating lever 150 moves switch arms 151a,
152a to their lower positions causing a voltage to be applied by
battery 161 through diode 162 to start terminal 163 of timing
circuit 160. Capacitor 155 becomes charged.
[0089] Timing circuit 160 times the preselected period. At the end
of the period, the timing circuit 160 produces a series of pulses
on line 166. These pulses trigger the transistor 168 into a state
of conductivity at the same frequency as the pulses. When the
transistor 168 becomes conductive, a relatively low voltage is
produced on the collector of the transistor 168. This low voltage
discharges the capacitor 155 and is introduced to the base of the
transistor 170 to make the transistor 170 conductive. The pulses
are filtered out by capacitor 155 as a result of the charging of
the capacitor through a circuit including the battery 161, the
switch 151 and the base/emitter junction of the transistor 170.
[0090] The flow of current through the transistor 170 causes a
relatively high voltage to be produced across the resistor 156.
This high voltage establishes a state of conductivity in the
transistor 176. When the transistor 176 becomes conductive, it has
a relatively low impedance. This causes a circuit to be established
through the capacitor 172, the switch 152 (in the second state of
operation), the pyrotechnic squib 158 and the transistor 176. The
capacitor 172 then discharges through the pyrotechnic initiator 158
to fire the pyrotechnic initiator. The firing of the pyrotechnic
initiator 158 initiates the operation of the inflator to inflate
bags in a passenger row. U.S. Pat. No. 5,335,598 issued Aug. 9,
1994 and owned by the assignee of the present application discloses
and claims the timing system including a timing circuit as
described above. U.S. Pat. No. 5,335,598 is incorporated herein by
reference.
[0091] The firing circuit and initiator 158 maybe housed in a
single housing as disclosed and claimed in U.S. Pat. No. 5,499,579
issued Mar. 19, 1996 and owned by the assignee of the present
invention. U.S. Pat. No. 5,499,579 is incorporated herein by
reference.
[0092] The timing circuit 160 may utilize an input mechanism as the
source of energy instead of a battery. An input electrical pulse,
for example, of five (5) amperes and five (5) milliseconds, from an
input mechanism is preferred rectified converting it to direct
current which energy is stored in a capacitor as disclosed and
claimed in U.S. Pat. No. 5,507,230 issued Apr. 16, 1996 and owned
by the assignee of the present invention. U.S. Pat. No. 5,507,230
is incorporated herein by reference.
[0093] Where electrical noise may trigger premature activation of
the initiator, Faraday shielding may be placed around the firing
circuit or internal filtering may be used or both. The triggering
signal may be filtered by a low pass filter (e.g. inductance and
capacitance) to prevent noise from passing. Finite filtering may
also be employed. A device (e.g. Zener diode) limits the triggering
signal amplitude. The filtered triggering signal charges the
capacitance in the low pass filter. The capacitor charge causes a
second transistor to become conductive, thereby producing a voltage
across an impedance. This voltage triggers the first transistor to
the conductive state to provide for the firing of the
initiator.
[0094] Faraday shielding and filtering are further described in
U.S. Pat. No. 5,440,991 issued Aug. 15, 1995 and owned by the
assignee of the present invention.
[0095] For another embodiment of the invention, the crash detector
may be triggered by propagated energy waves such as radar waves
rather than by aircraft deceleration. For example, a radar signal
from a signaler 180 may be sent out by the airplane which signal
would reflect off an object which is on a collision course with the
airplane. The reflected signal would then trigger the crash
detector to start the sequence of inflation row by row of the
occupants' air bags prior to the collision. A computer may be used
to compute the time of the deceleration in various vehicle
portions. By starting the inflation process, prior to collision,
the time for deployment may be extended from twenty or forty
milliseconds to 1000 milliseconds. For example, if an airplane is
traveling at 120 mph (176 ft. per second) and the bag is deployed
when the airplane is 176 ft from collision, a period of 1000
milliseconds may be provided for deployment to occur. Longer
deployment times reduce the peak forces and pressure applied to
passengers thus reducing the risk of injury by the bags during
inflation.
[0096] The forces generated in the lap belts of the present
invention are about one thousand (1000) pounds per side. Gas bag
pressure upon full inflation is about 20 psig. Inflation times are
between 10 and 1000 milliseconds.
[0097] Inflatable members other than bags such as belts may be
useful in practicing the present invention. The embodiments of
FIGS. 25-27 are also useful in vehicles other than airplanes such
as trains, buses and elongated automobiles. Further such
embodiments may employ the same inflators using the same
pyrotechnic materials and propellants described herein.
* * * * *