U.S. patent application number 14/192812 was filed with the patent office on 2016-07-28 for dual chambered passenger airbag.
This patent application is currently assigned to TK Holdings Inc.. The applicant listed for this patent is TK Holdings Inc.. Invention is credited to Christopher L. Anderson.
Application Number | 20160214561 14/192812 |
Document ID | / |
Family ID | 51428821 |
Filed Date | 2016-07-28 |
United States Patent
Application |
20160214561 |
Kind Code |
A9 |
Anderson; Christopher L. |
July 28, 2016 |
DUAL CHAMBERED PASSENGER AIRBAG
Abstract
An airbag includes at least one panel defining an interior of
the airbag, and a divider positioned in the interior so as to
divide the interior into an upper chamber and a lower chamber. A
valve mechanism is operatively coupled to the divider for
restricting a flow of gases from the lower chamber into the upper
chamber. The valve mechanism is structured such that an actuation
response time of the valve in attenuating or impeding gas flow from
the lower chamber into the upper chamber is proportional to the
pressure differential between the upper and lower chambers.
Inventors: |
Anderson; Christopher L.;
(Harrison Township, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TK Holdings Inc. |
Auburn Hills |
MI |
US |
|
|
Assignee: |
TK Holdings Inc.
Auburn Hills
MI
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20150375709 A1 |
December 31, 2015 |
|
|
Family ID: |
51428821 |
Appl. No.: |
14/192812 |
Filed: |
February 27, 2014 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61771066 |
Feb 28, 2013 |
|
|
|
61929764 |
Jan 21, 2014 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60R 2021/23324
20130101; B60R 21/233 20130101; B60R 21/239 20130101 |
International
Class: |
B60R 21/233 20060101
B60R021/233; B60R 21/239 20060101 B60R021/239 |
Claims
1. An airbag comprising: at least one panel defining an interior of
the airbag, and a divider positioned in the interior so as to
divide the interior into an upper chamber and a lower chamber; and
a valve mechanism operatively coupled to the divider for
restricting a flow of gases from the lower chamber into the upper
chamber, the valve mechanism being structured such that an
actuation response time of the valve in restricting gas flow from
the lower chamber into the upper chamber is inversely proportional
to a rate of pressure increase in the lower chamber responsive to
contact of a vehicle occupant with a portion of the at least one
panel defining the lower chamber.
2. The airbag of claim 1 wherein a leading edge of the divider is
attached to a front side of the airbag along a seam structured to
reside below the neck region of a passenger contacting the front
side during inflation of the airbag.
3. The airbag of claim 2 wherein the divider is attached to the at
least one panel so as to form a curved surface in the airbag
interior, the curved surface having a portion angling downwardly
toward the attachment seam when the airbag is in an inflated
condition.
4. The airbag of claim 1 further comprising at least one vent
enabling fluid communication between the upper chamber and an
environment exterior of the airbag.
5. The airbag of claim 1 wherein a leading edge of the divider is
attached to a front side of the airbag along a seam positioned so
as to reside within a zone (Z) bounded at a lower end by a first
horizontal plane passing through a hip pivot of a seated Hybrid III
5th female Anthropomorphic Test Device, and at an upper end by a
second horizontal plane passing through a shoulder pivot of a
seated Hybrid III 50th male Anthropomorphic Test Device.
6. The airbag of claim 1 wherein the divider is positioned in the
interior so as to divide the interior such that a volume ratio (VR)
of the airbag is within the range 35%.ltoreq.VR.ltoreq.85%.
7. A vehicle including an airbag in accordance with claim 1.
8. A vehicle occupant protection system including an airbag in
accordance with claim 1.
9. An airbag comprising at least one panel defining a front side of
the airbag structured to define, when the airbag is in an inflated
condition, a flat plane (P) extending parallel with a line (L)
along which an upper body of a passenger effectively pivots about a
hip axis of the passenger during a collision event.
10. The airbag of claim 9 wherein the plane (P) forms an angle with
respect to a vertical plane.
11. A vehicle including an airbag in accordance with claim 9.
12. A vehicle occupant protection system including an airbag in
accordance with claim 9.
13. The airbag of claim 6 wherein the divider divides the airbag
interior into an upper chamber and a lower chamber, and wherein a
sum of a volume of the upper chamber in a fully inflated condition
and a volume of the lower chamber in a fully inflated condition, is
greater than a fully inflated internal volume of the airbag without
the divider positioned therein.
14. An airbag comprising at least one panel defining an interior of
the airbag and a divider positioned in the interior so as to divide
the interior into an upper chamber and a lower chamber, wherein the
airbag is structured so as to deploy above a top of a head 700a of
a Hybrid III 6-Year Old Anthropomorphic Test Device, as the upper
chamber inflates in the initial stage of deployment and when the
head is positioned resting against or proximate the vehicle
instrument panel at a location specified as Position-2 for NHTSA
Out of Position (OOP) testing in accordance with FMVSS Standard No.
208.
15. The airbag of claim 14 wherein the airbag is structured so as
to deploy downwardly and spaced apart from the instrument panel as
the lower chamber inflates.
16. (canceled)
17. (canceled)
18. (canceled)
19. (canceled)
20. (canceled)
21. (canceled)
22. The airbag of claim 1 wherein a leading edge of the divider is
attached to a front side of the airbag along a seam positioned so
as to reside within a zone (Z) bounded at a lower end by a first
horizontal plane positioned at a vertical distance 3.3 inches above
portion of a vehicle passenger seat structured to support a hip of
a passenger, and at an upper end by second horizontal plane
positioned at a vertical distance 17.5 inches above the first
horizontal plane.
23. A vehicle including an airbag in accordance with claim 14.
24. A vehicle occupant protection system including an airbag in
accordance with claim 14.
25. (canceled)
26. (canceled)
27. An airbag comprising at least one panel defining an interior of
the airbag, and a divider positioned in the interior so as to
divide the interior into an upper chamber and a lower chamber,
wherein the airbag is structured to provide proportional restraint
of a thoracic region of a vehicle occupant after activation of the
airbag.
28. The airbag of claim 27 further comprising a valve mechanism
operatively coupled to the divider for restricting a flow of gases
from the lower chamber into the upper chamber, the valve mechanism
being structured such that an actuation response time of the valve
in restricting gas flow from the lower chamber into the upper
chamber is inversely proportional to a rate of pressure increase in
the lower chamber responsive to contact of a vehicle occupant with
a portion of the at least one panel defining the lower chamber.
29. The airbag of claim 28 wherein the airbag is structured to
provide proportional restraint of a head region of a vehicle
occupant after activation of the airbag.
30. The airbag of claim 5 wherein the zone (Z) has a length of 14.2
inches measured vertically upward from a hip pivot of a seated
Hybrid III 5th female Anthropomorphic Test Device.
31. The airbag of claim 27 wherein the airbag is structured to
include a region of relatively higher internal pressure for
supporting a thoracic region of a vehicle occupant after airbag
activation, and structured to include a region of relatively higher
internal pressure for supporting a head and neck region of a
vehicle occupant after the airbag activation.
32. A vehicle including an airbag in accordance with claim 27.
33. A vehicle occupant protection system including an airbag in
accordance with claim 27.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application Ser. Nos. 61/771,066, filed on Feb. 28, 2013, and
61/929,764, filed on Jan. 21, 2014, the disclosures of which are
incorporated herein by reference in their entireties.
BACKGROUND OF THE INVENTION
[0002] The present invention relates a passenger airbag, which is
filled with gas during an emergency situation such as, for example,
a frontal or side impact.
[0003] Current airbag cushion designs may include multiple chambers
and may incorporate an inter-chamber venting system that allows gas
to flow from one chamber to another. These cushions are configured
to rapidly contact a vehicle occupant when inflated, to limit
movement of the passenger head, neck and thoracic regions. However,
these cushion designs do not differentiate between these different
regions with regard to the stiffness or resistance of the various
portions of the airbag to contact with each region.
[0004] Research has shown that the masses of the various body
portions contacting an airbag differ greatly. For example, the mass
ratio of the Thorax to Head & Neck regions may range from
between 5:1 to 8:1, depending on the sex of the individual. Due to
the differences in body part masses and the dynamics of contact
between the occupant and the cushion, it has proven difficult to
design a multi-chamber airbag which provides optimum protection for
each portion of the body contacting the airbag.
[0005] Thus, a need exists for an airbag design which permits the
stiffness or resistance to occupant impact provided by each portion
of the airbag to be adjusted according to the time elapsed since
the initiation of airbag deployment, the size of the occupant,
and/or the masses of different portions of the occupant's body
contacting an associated portion of the airbag.
SUMMARY OF THE INVENTION
[0006] In one aspect of the embodiments described herein, an airbag
is provided including at least one panel defining an interior of
the airbag, and a divider positioned in the interior so as to
divide the interior into an upper chamber and a lower chamber. A
valve mechanism is operatively coupled to the divider for
restricting a flow of gases from the lower chamber into the upper
chamber. The valve mechanism is structured such that an actuation
response time of the valve in attenuating or impeding gas flow from
the lower chamber into the upper chamber is proportional to the
pressure differential between the upper and lower chambers.
[0007] In another aspect of the embodiments of the described
herein, an airbag is provided including at least one panel defining
a front side of the airbag structured to define a flat plane (P)
when the airbag is in an inflated condition.
[0008] In another aspect of the embodiments of the described
herein, an airbag is provided including at least one panel defining
an interior of the airbag and a divider positioned in the interior
so as to divide the interior into an upper chamber and a lower
chamber. The airbag is structured so as to deploy above a top of a
head 700a of a Hybrid III 6-Year Old Anthropomorphic Test Device,
as the upper chamber inflates in the initial stage of deployment
and when the head is positioned resting against or proximate the
vehicle instrument panel at a location specified as Position-2 for
NHTSA Out of Position (OOP) testing in accordance with FMVSS
Standard No. 208.
[0009] In another aspect of the embodiments of the described
herein, an airbag is provided including at least one panel defining
an interior of the airbag and a divider positioned in the interior
so as to divide the interior into an upper chamber and a lower
chamber. The divider has at least one opening formed therealong,
the at least one opening being positioned such that all edges of
the at least one opening reside within a zone (Z3) bounded by a
first vertical plane (P1) residing a predetermined distance (100f)
along the divider from an inflator side (100d) of the airbag toward
an occupant contact side of the airbag, and a second vertical plane
(P2) passing through a location (100j) defined by a distance (D1)
along the divider from a seam (110a) connecting the divider (100)
with the occupant side of the airbag, after activation of the
airbag.
[0010] In another aspect of the embodiments of the described
herein, an airbag is provided including at least one panel defining
an interior of the airbag, and a divider positioned in the interior
so as to divide the interior into an upper chamber and a lower
chamber. The airbag is structured to provide proportional restraint
of a thoracic region of a vehicle occupant after activation of the
airbag.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a side view of a passenger-side airbag (in an
inflated state) in accordance with one embodiment of the present
invention.
[0012] FIG. 2 is a front view of the airbag of FIG. 1.
[0013] FIG. 3 is a schematic perspective view of the airbag of FIG.
1, showing elements of the airbag interior.
[0014] FIG. 4 is a side view of the airbag of FIG. 1 mounted and
deployed in a vehicle in front of a seated passenger.
[0015] FIG. 5 is a perspective view of the passenger-side airbag of
FIGS. 1-4, shown in an inflated state and mounted in a vehicle.
[0016] FIG. 6 is a perspective view of a passenger-side airbag in
accordance with another embodiment of the invention, shown in an
inflated state and mounted in a vehicle.
[0017] FIG. 7 is a schematic view showing relative proportions of
Anthropomorphic Test Devices and relevant parameters used to define
the desired positioning of the divider within the airbag, in
accordance with embodiments of the present invention.
[0018] FIG. 8 is a side view of a Hybrid III 5th percentile female
test Anthropomorphic Test Device contacting a deployed airbag in
accordance with positioning of the divider within the airbag, in
accordance with embodiments.
[0019] FIG. 9 is a side view of a Hybrid III 50th percentile male
Anthropomorphic Test Device contacting a deployed airbag in
accordance with positioning of the divider within the airbag, in
accordance with embodiments.
[0020] FIG. 10 is a side view of a vehicle passenger compartment
showing a seated Anthropomorphic Test Device prior deployment of a
vehicle airbag.
[0021] FIG. 11 is the side view of FIG. 10 just after the airbag
has been activated and begins to deploy.
[0022] FIG. 12 is the side view of FIG. 11 after additional time
has elapsed after airbag activation.
[0023] FIG. 13 is the view of FIG. 12 after full contact of the
head and neck regions of the passenger with the airbag.
[0024] FIG. 14 is the view of FIG. 13 after contact of the thoracic
region of the passenger with the seam of the leading edge of the
airbag divider panel.
[0025] FIG. 15 is a dividing panel in plan view of an uninflated
airbag showing a location of a representative inter-chamber vent
opening in the divider.
[0026] FIG. 16 is a side view of a portion of the airbag shown in
FIG. 15 in an inflated state, showing a location of the
inter-chamber venting, and showing the initial stage of inflation
of one embodiment of the airbag.
[0027] FIG. 16A is cross-sectional side view of the airbag
embodiment shown in FIG. 16.
[0028] FIG. 16B is a magnified view of a portion of the
cross-sectional side view shown in FIG. 16A.
[0029] FIG. 17 is a side view of the airbag of FIG. 16 showing a
later stage of inflation of the airbag.
[0030] FIG. 18 is a schematic view of an Anthropomorphic Test
Device positioned in Position-2 for NHTSA Out of Position testing
under FMVSS Standard No. 208.
[0031] FIGS. 19A and 19B are schematic cross-sectional side views
of an airbag in accordance with an embodiment described herein,
showing a portion of the airbag interior volume shared by the upper
and lower chambers when the bag is inflated.
[0032] FIG. 20 is a side view of a 3 year-old Anthropomorphic Test
Device in positioned in Position-1 for NHTSA Out of Position
testing under FMVSS Standard No. 208, prior to activation of a
vehicle airbag.
[0033] FIG. 21 is the side view of FIG. 20 after activation of a
vehicle airbag.
[0034] FIG. 22 is a view of a vehicle occupant protection system
incorporating an airbag in accordance with an embodiment of the
present invention.
DETAILED DESCRIPTION
[0035] Embodiments of the present invention will be described below
with reference to the drawings. One of ordinary skill in the art
will appreciate the various aspects of airbag design, construction
and operation applicable to the embodiments of the present
invention described herein. U.S. Pat. Nos. 6,886,857, 7,857,347,
8,128,124, and 8,322,748, for example, describe many such aspects
and are incorporated herein by reference in their entirety, but not
by way of limitation.
[0036] FIGS. 1-4 are views of a passenger-side airbag 10 (in an
inflated state) according to an embodiment of the present
invention. The airbag embodiment shown in FIGS. 1-4 is formed from
three panels. Specifically, the airbag is formed of a main panel
12, a right side (when viewing the airbag from a seated position)
panel 14, and a left side panel 16 opposite the right side panel
14. Each of the side panels 14, 16 is generally planar (when the
airbag 10 is not inflated). The main panel 12 connects the left and
right panels and wraps around the airbag 10. As a result, the
entirety of the right edge of the main panel 12 is connected along
a seam 70 (e.g., by stitching, sewing, or other suitable means) to
the right panel 14 and the entirety of the left edge of the main
panel 12 is connected along a seam 72 (e.g., by stitching, sewing,
or other suitable means) to the left panel 16.
[0037] The main panel 12 has both a front, impact side 20 and a
rear, inflation side 22. After wrapping around the airbag 10, ends
of the main panel 12 are joined at the rear inflation side. In
addition, the rear inflation side 22 has slits (not shown) which
are sized to receive an inflator (not shown), and may also include
holes (not shown) which are sized to receive bolts (or other
suitable fasteners) that are configured to secure the airbag 10 to
the body of an automobile (or other device). The "front side" of
the airbag or of main panel 12 is that portion of the airbag
structured and positioned so as to be impacted first by a vehicle
occupant when the airbag is activated.
[0038] Referring to FIGS. 1-4, a divider 100 is stitched or
otherwise suitably attached along a perimeter thereof to interior
surfaces of the main, left and right panels. The divider 100 is
attached to the panel interior surfaces along a seam 110 so as to
restrict gas flow between the divider and the panels to which it is
attached. In a particular embodiment, the divider 100 is attached
to the panel interior surfaces along seam 110 so as to form a
gas-tight seal between the divider and the panels to which it is
attached. Divider 100 divides the airbag interior into an upper
chamber 102 and a lower chamber 104.
[0039] In the embodiments of the present invention, the inflated
shapes of the airbag 10 and divider 100 and the positions of the
intersections between divider 100 and the interior portions of the
panels 12, 14, 16 to which the divider is attached are configured
so as to ensure that the head and neck regions (collectively
designated 302 for a Hybrid III 5th percentile female test ATD 305,
402 for Hybrid III 50th percentile male test ATD 405, and 502 for a
Hybrid III 95th percentile male test ATD 505, as shown in FIG. 7)
of passengers of various sizes impact the bag along the exterior of
the upper chamber 102 of the bag (i.e., that the upper chamber 102
absorbs the impact of the head and neck regions of the passenger).
The configuration of the divider 100, its positioning within the
airbag, and the position of the portion 110a of the seam 110
attaching the divider leading edge 100a to the panel 12 enable the
cushion to match the forward movement of the relatively heavier
thoracic regions (generally designated 304 in ATD 305, 404 in ATD
405, and 504 in ATD 505) to the forward movement of the relatively
smaller and lighter head & neck regions 302, 402, 502.
[0040] Referring to FIGS. 1-4, in one example, edge 100a of divider
100 attached to an interior surface of the front side 20 of main
panel 12 defines a leading edge 100a of the divider 100. Leading
edge 100a is attached to the main panel front side 20 along seam
110 and is configured such that the leading edge 100a and the
portion 110a of the seam 110 attaching the leading edge to the
front side will reside below the neck and head regions of any
passenger contacting the airbag front side (more specifically,
within the zone Z shown in FIG. 7 and defined below), when the
airbag mounted in the vehicle and is fully inflated. In this
configuration of the airbag, the passenger head and neck regions
will always contact the airbag along an exterior of the bag upper
chamber 102.
[0041] In the particular embodiment shown in FIGS. 1-4, divider 100
is attached to the inner surfaces of the airbag panels 12, 14, 16
so as to form a curved surface 100b having a downwardly angling
portion 100c terminating in leading edge 100a connected to front
side 20. However, the seams connecting the divider 100 to the main
and side panels may have any locations and/or configurations
necessary to facilitate attachment to the panel 12 at the desired
location within zone Z as described herein. For example, FIG. 5
shows the airbag embodiment of FIGS. 1-4 in an inflated state and
mounted in a vehicle.
[0042] Referring to FIGS. 6 and 7, in the embodiments described
herein, the divider leading edge 100a is attached to the main panel
along a seam 110 positioned so as to reside within a zone Z defined
at a lower end Z2 by the hip pivot 202 of a seated Hybrid III 5th
female ATD 305, and at an upper end Z1 by the shoulder pivot 206 of
a seated Hybrid III 50th ATD 405, inclusive. These boundary
positions and other characteristics of all the test ATD's described
herein are specified in 49 CFR Part 572, which is incorporated
herein by reference in its entirety, and which may be found, for
example, at
http://www.gpo.gov/fdsys/pkg/CFR-2011-title49-vol7/pdf/CFR-2011-title49-v-
ol7-part572.pdf. In a particular embodiment, the hip pivot 202 of
the seated Hybrid III 5th female ATD resides at a vertical distance
of 3.30 inches above the portion of the seat in contact with the
ATD, and the shoulder pivot 206 of the seated Hybrid III 50th male
ATD resides at a distance of 17.5 inches above the portion of the
seat in contact with the ATD. Thus, the dimension of the zone Z is
14.2 inches.
[0043] It is noted that the hip pivots of the seated ATD's 305,
405, and 505 are collinear or at the same level, so that the hip
pivot of the seated Hybrid III 50th male ATD 405 may be referred to
as 202'. This common boundary of the zone Z may also serve as a
reference axis. Also, in this embodiment, the portions of the body
located above the respective shoulder pivots on ATD's 305, 405 and
505 are considered to define the respective head and neck regions
of the ATD's. FIG. 8 shows contact between the front or contact
face of a deployed airbag 10 and the divider leading edge seam 110a
positioned as just described, and a Hybrid III 5th female ATD 305.
FIG. 9 shows contact between a deployed airbag 10 of the same
design shown in FIG. 8, and a Hybrid III 50th male ATD 405. It is
seen that both of ATD's 305 and 405 contact the seam 110a
connecting the divider leading edge 100a to the airbag main panel
12 within the zone Z previously described.
[0044] In the embodiments of the present invention described
herein, the various airbag elements are shaped and connected to
each other so that, when fully inflated, the front side 20 of the
bag aids in maintaining alignment of the head, neck, and thoracic
body regions along a line L as shown in FIG. 4 during impact with
the airbag and after contact with the bag. It is desirable to
maintain this alignment during and after contact with the bag, so
that the entire upper body of the passenger (i.e., the head, neck,
and thoracic regions) effectively pivots about the hip axis of the
passenger, as shown in FIG. 4. To this end, as seen in FIG. 4, the
bag is structured such that the portions of the inflated bag front
side 20 contacted by the passenger form an essentially flat plane,
indicated by the line P in the drawing. It is also desirable that
the line L along which these body regions lie be parallel with the
plane P during and after impact with the airbag, to aid in
preventing differential motion of the head/neck region and the
thorax region (i.e., a bending of the neck and head regions
relative to the thorax).
[0045] An inter-chamber venting system is provided to permit gas to
flow from the upper chamber into the lower chamber, and also for
controlling or restricting backflow from the lower chamber 104 into
the upper chamber 102.
[0046] In one embodiment, a flow restriction valve 112 (shown
schematically in the drawings) is incorporated into or otherwise
operatively coupled to divider 100 for controlling flow between the
upper and lower chambers. The valve is structured such that an
actuation response time of the valve in attenuating or impeding gas
flow from lower chamber 104 into upper chamber 102 is proportional
to the pressure differential between the upper and lower chambers.
The valve is also structured such that a backflow rate of gases
through the valve and into the upper chamber is proportional to the
pressure differential between the upper and lower chambers.
[0047] Valve 112 may have any of a number of structures suitable
for controlling gas flow in the airbag interior, in the manner
described herein. In one embodiment, the valve has the structure
shown in U.S. Patent Application No. 61/862,491, the disclosure of
which is incorporated herein by reference. In another embodiment,
the valve has the structure shown in U.S. Patent Application No.
61/865,095, the disclosure of which is also incorporated herein by
reference. The gas flow rate from the upper chamber 102 into the
lower chamber 104 may be controlled in a known manner by
controlling the valve structure and dimensions.
[0048] Portions of one or more of panels 12, 14, 16 defining upper
chamber 102 incorporate one or more vents (not shown) therein to
release gas from the upper chamber to the environment exterior of
the airbag in a controlled manner during contact between a
passenger and the airbag.
[0049] Operation of an airbag in accordance with an embodiment of
the invention, and movement of the vehicle occupant's body prior to
and during contact with a deployed airbag are illustrated in FIG.
4.
[0050] FIGS. 10-14 show a typical deployment/passenger contact
sequence using an airbag in accordance with an embodiment of the
present invention. FIGS. 8 and 9 show portions of collision tests
using ATD's 305 and 405, respectively, meeting the specifications
previously described, after deployment of the airbags and stoppage
of passenger forward motion.
[0051] Referring to FIG. 10, prior to bag deployment, an ATD 305,
405, 505 is seated and airbag 10 (not shown) is operatively coupled
to an associated gas generating system or other inflation fluid
source (not shown), in a manner known in the art. The inflation
fluid source may be operatively coupled to a collision event sensor
(not shown) that includes (or is in operative communication with) a
controller (not shown) which signals activation of the airbag
system in the event of a collision. The airbag and its associated
inflation means are configured to provide rapid inflation of the
airbag (and especially upper chamber 102) so as quickly engage and
cushion the forward-moving head & neck region and (at a
slightly later point in time) the thoracic region of the passenger,
while utilizing a singular cushion volume to aid in reducing the
inertia of the individual.
[0052] Referring now to FIGS. 11 and 12, when the system is
activated, inflation gas flows from the inflation fluid source into
upper chamber 102, rapidly inflating the upper chamber to enable
this chamber to intercept the forward-moving head and neck regions
as soon as possible, to aid in minimizing the momentum built up by
the head and neck regions. At this early stage of airbag inflation,
the occupant seatbelt tensions to maintain the occupant's lower
thoracic region in the seat. Inflation gas then flows from the
upper chamber 102 through valve 112 into lower chamber 104 to
pressurize the lower chamber for supporting the occupant thoracic
region when the seatbelt tensioner releases. Referring to FIGS. 13
and 14, when the lower chamber is filled, valve 112 actuates
responsive to pressure in lower chamber 104 to attenuate or
restrict the flow of gas back into the upper chamber 102. Also, as
seen in FIGS. 8, 9, 13 and 14, contact between the ATD's and the
airbag leading edge 100a occurs within respective zones Z defined
by the hip and shoulder joint locations on the bodies of the ATD's
as previously described. Referring to FIGS. 4, 8, 9, 13 and 14, it
is seen that the divider leading edge seam 110 contacts the
passenger between the hip pivot 202'' of the passenger and the
shoulder pivot 206'' of the passenger.
[0053] Referring to FIGS. 13 and 14, if the thorax region of a
relatively larger, heavier occupant impacts the portion of the
airbag exterior enclosing the lower chamber, the pressure in the
lower chamber rises relatively rapidly, causing the valve 112 to
actuate relatively quickly to restrict gas flow back into the upper
chamber, thereby maintaining a relatively higher pressure in the
lower chamber. This higher pressure stiffens the airbag and helps
to cushion and absorb the relatively greater mass of the heavier
occupant. However, if the thorax region of a relatively smaller or
lighter occupant impacts the portion of the airbag exterior
enclosing the lower chamber, the pressure in the lower chamber
rises relatively more slowly, causing the valve 112 to actuate more
slowly to restrict gas flow back into the upper chamber. This
enables the lower chamber pressure to fall to a relatively lower
level, causing the lower portion of the bag to be less stiff in
cushioning and absorbing the relatively smaller mass of the lighter
occupant. As gases are forced from the lower chamber into the upper
chamber through the valve 112, the lower chamber of the airbag
continues to deflate and deflect so as to absorb energy.
[0054] In the same manner, as the passenger head and neck regions
302, 402, 502 contact the airbag, gases received in the upper
chamber from the inflator and gases received through the valve via
backflow from the lower chamber are vented to the bag exterior
through the upper chamber vents 106 (shown schematically in FIG.
1), resulting in a reduction of upper chamber pressure and a
"softening" of the bag front surface over the upper chamber,
responsive to contact with the passenger's head and neck regions.
This softening aids in providing support sufficient to protect the
occupant's head and neck region, while helping to minimize the
contact forces between the head/neck region and the airbag. The
resistance provided by the bag to forward motion of the head and
neck regions by the upper chamber is relatively less than the
resistance provided to the thorax region by the lower chamber, due
to the relatively lesser mass and inertia of the head and neck
region. In this manner, proportional restraint of the occupant's
thorax is achieved (i.e., the degree of stiffness or support is
proportional to the mass and inertia of the occupant).
[0055] In addition, because of valve 112, the lower chamber
pressure is maintained at a relatively high level, thereby
maintaining the firmness of the bag surfaces exterior of the lower
chamber in response to contact with the passenger. This facilitates
pivoting of the passenger's upper body about the hip axis and
maintenance of alignment of the thoracic and head and neck regions
along axis L. Furthermore, the levels of restraint or resistance to
forward motion (i.e., the stiffnesses) provided by each of the
upper and lower chambers can be tuned or adjusted by appropriate
modification of the valve and vent design parameters.
[0056] In the manner described above, the airbag is structured to
include a region of relatively higher internal pressure for
supporting a thoracic region of a vehicle occupant after airbag
activation, and structured to include a region of relatively higher
internal pressure for supporting a head and neck region of a
vehicle occupant after the airbag activation.
[0057] It has been found that passenger-side airbags structured as
described herein are more efficient with regard to usage of
inflation gas than other airbag designs. This characteristic
enables a relatively lower-output inflator or gas source to be used
to inflate the airbag, rather than using a conventional dual-stage
inflator, as the generated gas is conserved through all phases of
the occupant protection event.
[0058] As described above, the airbag embodiments described herein
provide restraint to the different body regions (head/neck and
thorax) of the occupant according to the mass and inertia of each
region. The stiffness of the airbag responsive to bodily contact
may be adjusted by modifying the flow characteristics of the valve
112 connecting the upper and lower chambers. The stiffness of the
lower chamber 104 may be reduced by modifying the valve 112 so as
to permit a relatively greater flowrate of gas back into the upper
chamber 102 responsive to pressure exerted on the lower chamber by
the vehicle occupant. Conversely, the stiffness of the lower
chamber 104 may be increased by modifying the valve 112 so as to
permit only a relatively lower flowrate of gas back into the upper
chamber 102 responsive to pressure exerted on the lower chamber by
the vehicle occupant.
[0059] In another example, the stiffness of the upper chamber 102
may be reduced by modifying the upper chamber vents so as to permit
a relatively greater flowrate from the upper chamber into the
atmosphere responsive to pressure exerted on the upper chamber by
the vehicle occupant. Conversely, the stiffness of the upper
chamber 102 may be increased by modifying the upper chamber vents
so as to permit only a relatively lower flowrate from the upper
chamber into the atmosphere responsive to pressure exerted on the
upper chamber by the vehicle occupant.
[0060] It has been found that passenger-side airbags structured as
described above are especially effective in providing optimal
cushion performance for both relatively larger and relatively
smaller occupants. This bag structure enables the airbag surfaces
to deflect responsive to contact with both the heavier thoracic
region and the smaller and lighter head and neck region, so as to
help maintain body alignment along line L (FIG. 4) during contact
between the passenger and the airbag.
[0061] In another aspect of the embodiments described herein, a
volume ratio (VR) of the airbag is defined as:
VR=V.sub.upper/(V.sub.upper+V.sub.lower),
where V.sub.upper is the volume of the upper chamber 102 when fully
inflated and V.sub.lower is the volume of the lower chamber 104
when fully inflated. As a result of the positioning of leading edge
100a so as to reside in zone Z as described herein, the embodiments
of the present invention define a range of ratios of the upper
chamber volume V.sub.upper when fully inflated to the total
interior airbag volume (V.sub.upper+V.sub.lower) when fully
inflated. In the embodiments described herein, the range of desired
volume ratios is 35% to 85% inclusive. Stated another way, the
range of volume ratios of the airbag is governed by the following
relation:
35%.ltoreq.V.sub.upper/(V.sub.upper+V.sub.lower).ltoreq.85%
[0062] The governing equation for the volume ratio for
dual-chambered airbags in accordance with embodiments of the
present invention is the ratio of the upper chamber alone over the
total of both upper and lower chambers measured simultaneously,
using the Ping Pong Ball Volume Method.
[0063] The particular volume ratio selected for a given airbag
application is determined by such factors as the relative locations
and dimensions of interior features of the vehicle in which the
airbag is to be used. These characteristics determine the volume
between the seated passenger, a windshield 210 and an instrument
panel 212 (or other bag stowage location), for example, available
for deployment of the airbag. For example, a relatively smaller
available deployment space may require a relatively smaller airbag.
In this case, the airbag volume ratio
(V.sub.upper/(V.sub.upper+V.sub.lower)) may need to be tailored as
described herein in order to optimize occupant protection.
[0064] The structure of the divider 100 and the locations at which
the divider is attached to the main and side panels may be
specified so as to provide a desired volume ratio within the
specified range. For example, a relatively greater volume ratio may
be achieved by locating and securing the divider at a relatively
lower position within the airbag interior, so that the upper
chamber volume is larger relative to the total interior volume of
the bag. Conversely, a relatively lower volume ratio may be
achieved by locating and securing the divider at a relatively
higher position within the airbag interior, so that the upper
chamber volume is smaller relative to the total interior volume of
the bag.
[0065] FIG. 6 shows an embodiment of the divider position within
the airbag interior, adjusted to provide a relatively greater
volume ratio VR=V.sub.upper/(V.sub.upper+V.sub.lower). In this
variation, the divider 100 is configured and attached to the
interior surfaces of the bag panels so as to form a depression 100k
just behind the leading edge attachment 110a.
[0066] Referring to FIGS. 19A and 19B, in a particular embodiment,
it has also been found that the divider 100 can be structured and
attached to the front panel 12 and side panels 14 and 16 such that
the sum (V.sub.upper+V.sub.lower) of the volumes of the upper and
lower chambers 102 and 104 after attachment of the divider and when
the airbag is in a fully inflated condition, is greater than the
internal volume V.sub.overall of the airbag (as defined by only
panels 12, 14 and 16) without the divider attached and in a fully
inflated condition.
[0067] This is due to the upper chamber volume V.sub.upper
including both a V.sub.upper1 (as measured when the upper and lower
chambers have the same internal pressures, represented as divider
configuration 702 in FIG. 19A) and an additional volume .DELTA.VU,
which is the difference between V.sub.upper1 and the expanded upper
chamber volume (represented as divider configuration 704 in FIG.
19A) produced when a pressure differential between the chambers
causes a net deflection of the divider 100 toward lower chamber 104
(FIG. 19A). The effect described is also due to the lower chamber
volume V.sub.lower including both a V.sub.lower1 (as measured when
the upper and lower chambers have the same internal pressures,
represented as divider configuration 702 in FIG. 19B) and an
additional volume .DELTA.VL, which is the difference between
V.sub.lower1 and the expanded lower chamber volume (represented as
divider configuration 706 in FIG. 19B) produced when a pressure
differential between the chambers causes a net deflection of the
divider 100 toward upper chamber 102 (FIG. 19B). Thus, in this
embodiment, a sum of the volume V.sub.upper of the upper chamber in
a fully inflated condition and the volume V.sub.lower of the lower
chamber in a fully inflated condition is greater than a fully
inflated internal volume V.sub.overall of the airbag without the
divider positioned therein.
[0068] It has been found that a ratio
(V.sub.upper+V.sub.lower)/V.sub.overall having a value of up to 1.2
may be provided by attaching a suitably configured divider to the
outer airbag panels. Thus, the sum
(.DELTA.V.sub.upper+.DELTA.V.sub.lower) may comprise up to 20
percent of V.sub.overall. In a particular embodiment,
.DELTA.VL=.DELTA.VU.
[0069] Referring to FIGS. 15-17, in yet another embodiment, a valve
mechanism 112 controls and provides a directional gas flow through
one or more openings 200 (FIG. 15) formed in divider 100.
Opening(s) 200 are provided to enable fluid communication from
upper chamber 102 into lower chamber 104. It has been found that
airbag performance after activation and during filling is affected
by the distance (or distances) 100f of the opening(s) 200 from the
inflator side 100d of the airbag (as seen in FIG. 16a), and also by
the distance (or distances) of the opening(s) 200 from the front or
passenger side 100a of the airbag along an axis extending parallel
to the fore-aft axis of the vehicle. More specifically, if leading
edge 200a of the openings 200 (or the leading edge of any opening,
if multiple openings are used) is located nearer to the occupant
contact side of the cushion than a location 100j defined by a
distance D1 from the occupant side (as measured from the seam
connecting the divider 100 with the front portion of main panel 12
and along a surface of the divider, the airbag will have a tendency
to pull excessively downward during inflation of the upper chamber
102, thereby pulling the airbag out of the desired alignment with
the passenger's body shown in FIG. 4, prior to contact between the
passenger and the inflating airbag.
[0070] Also, if a rear-most edge 200b of the opening 200 (or the
rearmost edge of any opening, if multiple openings are used) is
located closer to the inflator side 100d of the airbag than a
location 100h (residing a predetermined distance 100f along the a
surface of the divider 100 from the inflator side 100d), the
movements of the components of the valve mechanism 112 may be
constricted by proximity to the instrument panel profile (as
denoted by line 212 in FIG. 16A), thereby impairing valve
operation. Thus, between locations 100h and 100j along a surface of
the divider is an interval or zone in which the opening or openings
200 should be positioned to achieve adequate gas flow to fill the
lower chamber.
[0071] While movement of the leading edge(s) 200a past the distance
D1 and farther away from the front portion of the main panel 12
eliminates excessive downward pull of the airbag during the initial
stages of inflation, thereby improving the overall performance of
the bag with respect to an adult occupant, this positioning of the
opening(s) may result in less-than-optimum performance for Out of
Position-1 children. There is a balance between these requirements
which may be tuned for a specific vehicle or specific application
in order to achieve the best overall performance both early and
later in the deployment event, and for both types of passenger.
Between locations 100h and 100a lie an optimal location or
locations for tuning the initial cushion fill and cushion pitch to
achieve the desired results for a given application. The exact
desired location of the opening (or openings) 200 for a particular
application may be determined iteratively, by experimentation, or
analytically.
[0072] In particular embodiments of the airbag, it is desired to
position the opening(s) 200 along the divider 100 so that, during
inflation, the airbag 10 reacts with a child passenger in a
predetermined manner. More specifically, the opening(s) 200 are
positioned along the divider such that, as the upper chamber fills
in the initial stage of deployment, the bag upper chamber 102
inflates above the top of the head 700a of a Hybrid III 3 and
6-Year Old Anthropomorphic Test Device (ATD) (generally designated
700) when the head is positioned resting against or proximate the
vehicle instrument panel at a location specified as Position-2 for
NHTSA Out of Position (OOP) testing in accordance with FMVSS
Standard No. 208 (which may be found, for example, at
http://www.fmcsa.dot.gov/rules-regulations/administration/fmcsr/fmcsrrule-
text.aspx?reg=571.208), which is incorporated herein by reference
in its entirety. The Hybrid III 3 and 6-Year Old test ATD has
physical parameters defined by the National Highway Traffic Safety
Administration at
http://www.nhtsa.gov/Research/HYBRID+III+6-Year+Old+Physical+Data,
the contents of which is incorporated by reference in its entirety,
Position-2 for Out of Position testing is also shown in FIG. 5 of
the reference available at
http://www.nhtsa.gov/cars/rules/rulings/80g/80giii.html, the
substance of which is repeated in this application as FIG. 18.
[0073] As gases flow into the lower chamber 104 from the upper
chamber 102, the lower chamber 104 inflates in the later stages of
deployment so as to occupy a space behind and around the child's
head, thereby preventing and/or mitigating harmful interactions
between the airbag and the child's head. This inflation progression
is shown in FIGS. 16 and 17.
[0074] The values of D1, 100f and other valve positioning
parameters are determined as a function of the vehicle interior
dimensions and the placement of the out-of-position-2 child,
according to the previously mention NHTSA standards. Practical
limitations of the valve placement affect the airbag performance
for an out-of-position 3-year old or 6-year old child, as defined
by NHTSA FMVSS Standard No. 208. By positioning the valve 112
within the range defined by locations 100h and 100j (i.e., zone Z3)
in FIGS. 16A and 16B, the forces exerted by the airbag on both the
3-year old and 6-year old child in Position-1 (shown in FIG. 20)
will be distributed between the child's head and thorax regions.
For example, it has been found that when the valve 112 is
positioned within a distance D1 along the divider from a seam
connecting the divider 100 with the occupant side of the airbag,
the airbag will tend to impact the child when deployed, before
completely filling. This contact with the child tends to prevent
the gases from flowing into the lower chamber, which may produce
greater forces acting on the child. Also, it has been found that
when the valve 112 is positioned within a predetermined distance
100f along the divider from an inflator side 100d of the airbag
toward an occupant side of the airbag, the airbag will tend to
impact the child when deployed, before completely filling, with the
results previously mentioned. In contrast, referring to FIG. 21, it
has been found that when the valve 112 is positioned within zone Z3
as previously described, the gases are permitted to flow into the
lower chamber without obstruction. This creates a more evenly
distributed loading on the child's head and thoracic regions. Also,
with this placement of the valve, the gases can more easily flow
out of the vents 106 from the upper chamber.
[0075] It has been found that an optimum inflation profile range
and alignment with the passenger's body as shown in FIG. 4, as well
as the bag inflation progression shown in FIGS. 16-17, can be
achieved by positioning all divider openings 200 such that all
edges of all the openings reside within the zone bounded by or
residing between locations 100h and 100j in FIG. 16A, which may
also be defined on one side by a vertical plane P1 shown in FIG. 16
corresponding to location 100h in FIG. 16b abutting the front-most
portion of the head of the Hybrid III 6-Year Old Anthropomorphic
Test Device when the head of the Hybrid III 6-year old is in
Position-2 for NHTSA Out of Position testing as specified above,
and on an opposite side by a vertical plane P2 (see FIG. 16)
passing through location 100j shown in FIG. 16b. As known in the
pertinent art, an anthropomorphic test device is a human form in
shape, mass and mechanical response, equipped with sensors
including accelerometers, deflection sensors and other measurement
devices, to simulate the performance of the human body. It is used
in the assessment of injury potential in vehicle safety testing. In
one embodiment, plane P2 is spaced apart approximately 7 inches
from plane P1 toward a rear of the vehicle when the airbag is
inflated. This effectively positions the divider opening(s) within
a zone enclosing the head of the Hybrid III 6-Year Old ATD. The
distance between planes P1 and P2 defines a zone Z3 in which the
openings 200 may be positioned. For example, FIG. 15 is a plan view
of an uninflated airbag showing an embodiment of the airbag divider
100 having a circular opening 200 positioned such that the
rear-most edge of the opening resides within the specified zone Z3
when the bag is inflated.
[0076] It has also been found that a total area of the opening (or
openings) 200 within a range of 700 square millimeters (achievable
using, for example, one opening of approximately 15 mm radius) to
32,000 square millimeters (achievable using, for example, one
opening of approximately 100 mm radius opening) is desirable for
helping to ensure that airbag performance is within an optimum
range. In embodiments of the present invention, which use a
directional valve mechanism to facilitate inflow and restrict
backflow from the lower chamber to the upper chamber as previously
described, the areas of the divider opening or openings may need to
be at or near an upper end of this range of opening sizes 700 to
32,000 square millimeters, to provide the necessary inflation
profile given the reduction in flow caused by turbulence and
friction in the gases as they flow through the opening(s) and
interact with the portions of the valve.
[0077] In one embodiment, the opening or openings 200 are circular.
However, the opening(s) can have any desired shape, as long as the
total area of the opening(s) is within the range specified above,
and as long as all of the opening edges are positioned within the
zone defined above.
[0078] In addition, the number of openings 200 and the optimum
size(s) of the opening(s) formed in divider 100 for a particular
application may be determined based on the type of vehicle
collision pulse and interior geometry of the vehicle in which the
airbag is installed, the desired fill rate of the airbag, the
volume ratio, the type of directional valve used, the overall
dimensions and curvature of the instrument panel, and other
pertinent factors. The size(s) and position(s) of the opening(s)
200 as described herein facilitate smooth and rapid transfer of
inflation gases from the upper chamber to the lower chamber during
initial stages of airbag filling. Once equilibrium is substantially
reached between the upper and lower chamber pressures, flow from
one chamber to the other is reduced. As the occupant begins to load
the lower chamber of the cushion, the pressure within the lower
chamber increases, causing the operating member of the valve to
restrict the backflow of gas from the lower chamber to the upper
chamber. This restricted flow now is effectively absorbing energy
from the occupant interaction with the bag lower chamber. The flow
restriction can also be adjusted or tuned in order to absorb the
occupant energy as required for a particular application. The
directional valve 312 controlling flow between the upper and lower
chambers can have a single operating member which provides both a
desired inflow (to the lower chamber) and a desired backflow (back
from the lower chamber) characteristic, or the valve can have one
operating member for controlling inflow and another operating
member to control outflow from the lower chamber. In the later
phases of the occupant loading of the cushion, backflow from the
lower chamber goes into the upper chamber and then the gas is
discharged from the upper chamber into the environment through the
main vents (not shown) located in the wall of the upper
chamber.
[0079] In an embodiment where multiple valves are incorporated into
or coupled to divider 100 to increase gas flow into lower chamber
104, all of the valves need not be positioned within zone Z3.
However, it is desirable to position any additional valves within
zone Z3 rather than within the distance D1 from divider leading
edge 100a.
[0080] In the case of an Out of Position child in accordance with
the NHTSA Position-2 testing standard, the initial stages of the
cushion deployment development remains the same as described above.
However, the gas flow between the upper and lower chambers as
regulated by the divider valve mechanism is different when a child
interacts with the cushion. In the case of the Out of Position-2
child, the volume of the lower chamber is decreased due to the
space occupied by the Out of Position Child. The divider valve
mechanism continues to permit the flow of gases from the upper
chamber into the lower chamber. However, the valve mechanism also
allows the gas to continue to flow into the lower chamber until the
cushion's lower chamber and upper chamber internal pressures are in
equilibrium, thereby stabilizing the interaction between the
cushion and the out of position child. The divider valve mechanism
112 and cushion main vent designs are structured to facilitate
rapid transition of this state of equilibrium into an adaptive
state, wherein the cushion changes from a state of gas flow into
the lower chamber to a state where the gas flow is increased out of
the main vents (located in wall(s) of the upper chamber) into the
environment. This increased flow out of the cushion allows for
decreased pressure within the upper chamber and then allows for the
backflow of gases from the lower chamber back into the upper
chamber and out of the main vents into the environment. This
adaptability of the valve mechanism 112 to regulate the flow
communication between the two chambers is important for the
protection of adult and child occupants.
[0081] In particular embodiments of the present invention described
herein, the various airbag elements are shaped and connected to
each other so that, when fully inflated, the front side 20 of the
bag aids in maintaining alignment of the head, neck, and thoracic
body regions along a line L as shown in FIG. 4 during early
occupant interaction with the airbag, wherein the upper body
portion of the occupant pivots forward from the hip point 202 along
line L. As the occupant contacts the bag, it is desirable to
maintain the alignment of the head and thorax regions and balance
the energy absorption by the bag from the head and the thorax, to
minimize the relative motion at the neck. As seen in FIG. 4, the
bag is structured such that the portions of the upper and lower
chambers of the cushion facing the occupant 20 form an essentially
flat plane, indicated by the line P in the drawing. At the early
stages of airbag inflation, the occupant seatbelt (not shown)
tensions to restrain the occupant's lower thoracic region in the
seat. Thus, the hip point 202 resides at a first location H1. At a
later stage of inflation, as the seatbelt tensioner relaxes,
thereby permitting the hip point 202 to shift from location H1 to a
second location H2, closer to or lying on plane P. Thus, during the
later stages of inflation, due to movement of the occupant, the
line L approaches or lies along plane P.
[0082] It has been found that passenger-side airbags structured as
described above are especially effective in providing optimal
cushion performance for various sizes of adults and also for
achieving low risk deployment performance specifications for 3
& 6 year old ATDs, as specified in the safety regulations
previously mentioned. The proportioning of the pressures in the
upper and lower chambers as previously described, in conjunction
with the bag structure previously described, enable the airbag
chamber surfaces to absorb energy responsive to interaction with
both the heavier thorax and the smaller and lighter head region, so
as to help maintain body alignment along line L (FIG. 4) during
contact between the passenger and the airbag. Particularly from the
perspective of the adult 5.sup.th female and adult 50.sup.th male,
optimum airbag performance is provided by maintaining, to the
greatest degree possible, both of these body regions in line with
respect to one another, while enabling the upper body as a whole to
pivot at the hip axis.
[0083] Referring now to FIG. 22, an embodiment 10 of the airbag
described herein may be incorporated into an airbag system 900.
Airbag system 900 includes at least one gas source 915 (for
example, a known inflator or gas generating system) and airbag 10
in accordance with an embodiment described herein. The airbag is
operatively coupled to the gas source so as to enable fluid
communication therewith upon activation of the gas generating
system. Airbag system 900 may also include (or be in communication
with) a collision event sensor 910. Collision event sensor 910
includes a known collision sensor algorithm that prompts actuation
of airbag system 900 via, for example, activation of gas source 915
in the event of a collision.
[0084] Referring again to FIG. 22, airbag system 900 may also be
incorporated into a broader, more comprehensive vehicle occupant
protection system 800 including additional elements such as a
safety belt assembly 850. FIG. 22 shows a schematic diagram of one
exemplary embodiment of such a protection system. Safety belt
assembly 850 includes a safety belt housing 852 and a safety belt
860 extending from housing 852. A safety belt retractor mechanism
854 (for example, a spring-loaded mechanism) may be coupled to an
end portion of the belt. In addition, a known safety belt
pretensioner 856 may be coupled to belt retractor mechanism 854 to
actuate the retractor mechanism in the event of a collision.
Typical seat belt retractor mechanisms which may be used in
conjunction with the safety belt embodiments of the present
invention are described in U.S. Pat. Nos. 5,743,480, 5,553,803,
5,667,161, 5,451,008, 4,558,832 and 4,597,546, incorporated herein
by reference. Illustrative examples of typical pretensioners with
which the safety belt embodiments of the present invention may be
combined are described in U.S. Pat. Nos. 6,505,790 and 6,419,177,
incorporated herein by reference.
[0085] Safety belt assembly 850 may also include (or be in
communication with) a collision event sensor 858 (for example, an
inertia sensor or an accelerometer) including a known collision
sensor algorithm that prompts actuation of belt pretensioner 856
via, for example, activation of a pyrotechnic igniter (not shown)
incorporated into the pretensioner. U.S. Pat. Nos. 6,505,790 and
6,419,177, previously incorporated herein by reference, provide
illustrative examples of pretensioners actuated in such a
manner.
[0086] As utilized herein, the terms "approximately," "about,"
"substantially", and similar terms are intended to have a broad
meaning in harmony with the common and accepted usage by those of
ordinary skill in the art to which the subject matter of this
disclosure pertains. It should be understood by those of skill in
the art who review this disclosure that these terms are intended to
allow a description of certain features described and claimed
without restricting the scope of these features to the precise
numerical ranges provided. Accordingly, these terms should be
interpreted as indicating that insubstantial or inconsequential
modifications or alterations of the subject matter described and
claimed are considered to be within the scope of the invention as
recited in the appended claims.
[0087] It should be noted that the term "exemplary" as used herein
to describe various embodiments is intended to indicate that such
embodiments are possible examples, representations, and/or
illustrations of possible embodiments and such term is not intended
to connote that such embodiments are necessarily extraordinary or
superlative examples.
[0088] The terms "coupled," "connected," and the like as used
herein means the joining of two members directly or indirectly to
one another. Such joining may be stationary (e.g., permanent) or
moveable (e.g., removable or releasable). Such joining may be
achieved with the two members or the two members and any additional
intermediate members being integrally formed as a single unitary
body with one another or with the two members or the two members
and any additional intermediate members being attached to one
another.
[0089] References herein to the positions of elements, for example
"top," "bottom," "above," "below," etc., are merely used to
describe the orientation of various elements in the FIGURES. It
should be noted that the orientation of various elements may differ
according to other exemplary embodiments, and that such variations
are intended to be encompassed by the present disclosure.
[0090] It is important to note that the construction and
arrangement of the airbag as shown in the various exemplary
embodiments is illustrative only. Although only a few embodiments
have been described in detail in this disclosure, those skilled in
the art who review this disclosure will readily appreciate that
many modifications are possible (e.g., variations in sizes,
dimensions, structures, shapes and proportions of the various
elements, values of parameters, mounting arrangements, use of
materials, colors, orientations, etc.) without materially departing
from the novel teachings and advantages of the subject matter
disclosure herein. For example, elements shown as integrally formed
may be constructed of multiple parts or elements, the position of
elements may be reversed or otherwise varied, and the nature or
number of discrete elements or positions may be altered or varied.
Accordingly, all such modifications are intended to be included
within the scope of the present application. The order or sequence
of any process or method steps may be varied or re-sequenced
according to alternative embodiments. Other substitutions,
modifications, changes and omissions may be made in the design,
operating conditions and arrangement of the exemplary
embodiments.
* * * * *
References