U.S. patent application number 15/148205 was filed with the patent office on 2017-11-09 for airbag with individually tunable compartments.
This patent application is currently assigned to Ford Global Technologies, LLC. The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Roger J. Chen, Raj S. Roychoudhury.
Application Number | 20170320460 15/148205 |
Document ID | / |
Family ID | 59011085 |
Filed Date | 2017-11-09 |
United States Patent
Application |
20170320460 |
Kind Code |
A1 |
Roychoudhury; Raj S. ; et
al. |
November 9, 2017 |
AIRBAG WITH INDIVIDUALLY TUNABLE COMPARTMENTS
Abstract
An airbag includes a manifold having an outer panel and an
inflation chamber defined at least in party by the outer panel. The
airbag further includes a first compartment and a second
compartment spaced from the first compartment connected to the
outer panel and positioned external to the inflation chamber. A
first one-way valve is in fluid communication with the manifold and
the first compartment, and a second one-way valve is in fluid
communication with the manifold and the second compartment.
Inventors: |
Roychoudhury; Raj S.;
(Bloomfield Hills, MI) ; Chen; Roger J.; (Oxford,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Global Technologies,
LLC
Dearborn
MI
|
Family ID: |
59011085 |
Appl. No.: |
15/148205 |
Filed: |
May 6, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60R 2021/23324
20130101; B60R 2021/2615 20130101; B60R 2021/0048 20130101; B60R
2021/0041 20130101; B60R 21/261 20130101; B60R 2021/26094 20130101;
B60R 2021/23153 20130101; B60R 2021/0055 20130101; B60R 2021/0051
20130101; B60R 2021/0032 20130101; B60R 2021/0004 20130101; B60R
2021/0053 20130101; B60R 21/207 20130101; B60R 21/239 20130101;
B60R 21/233 20130101 |
International
Class: |
B60R 21/233 20060101
B60R021/233; B60R 21/207 20060101 B60R021/207; B60R 21/261 20110101
B60R021/261 |
Claims
1. A vehicle seat assembly comprising: a seat back; an airbag
housed in the seat back in an uninflated position and being
inflatable to an inflated position extending from the seat back;
the airbag including a manifold having an outer panel and an
inflation chamber defined in part by the outer panel; a first
compartment connected to the outer panel and positioned external to
the inflation chamber; a second compartment connected to the outer
panel and positioned external to the inflation chamber and spaced
from the first compartment; and a first one-way valve in fluid
communication with the manifold and the first compartment and a
second one-way valve in fluid communication with the manifold and
the second compartment.
2. The vehicle seat assembly of claim 1, wherein at least one of
the first and second compartments includes two end portions and a
middle portion, the two end portions extending further in a
vehicle-rearward direction relative to the middle portion when the
at least one of the first and second compartments is in an inflated
position.
3. The vehicle seat of claim 1, wherein the first compartment
extends upwardly from the manifold in a substantially vertical
direction when the first compartment is in an inflated position,
and the second compartment extends downwardly from the manifold in
a substantially vertical direction when the second compartment is
in an inflated position.
4. The vehicle seat of claim 1, wherein the seat back has a top
end, and the airbag is housed proximate the top end.
5. An airbag comprising: a manifold having an outer panel and an
inflation chamber defined at least in part by the outer panel; a
first compartment connected to the outer panel and positioned
external to the inflation chamber; a second compartment connected
to the outer panel and positioned external to the inflation chamber
and spaced from the first compartment; a first one-way valve in
fluid communication with the manifold and the first compartment and
a second one-way valve in fluid communication with the manifold and
the second compartment; and at least one of a first external vent
in the first compartment and a second external vent in the second
compartment.
6. The airbag of claim 5, wherein the first one-way valve opens in
response to a positive pressure difference between the manifold and
the first compartment.
7. The airbag of claim 6, wherein the first one-way valve includes
a first opening extending through the outer panel between the
inflation chamber and the first compartment, and a first flap
disposed between the outer panel and the first compartment.
8. The airbag of claim 7, wherein the first flap is supported by
the outer panel.
9. The airbag of claim 8, wherein the first flap includes a first
edge fixed to the outer panel and a second edge disconnected from
the outer panel.
10. The airbag of claim 5, wherein the second one-way valve opens
in response to a positive pressure difference between the manifold
and the second compartment.
11. The airbag of claim 10, wherein a first one-way valve includes
a first opening extending through the outer panel and a first flap
disposed between the outer panel and the first compartment, and
second one-way valve includes a second opening having a different
size than the first opening.
12. The airbag of claim 5 further comprising a housing with the
manifold supported by the housing and a positioning tether fixed to
the housing and to the manifold.
13. The airbag assembly of claim 5, wherein the first compartment
extends upwardly from the manifold in a substantially vertical
direction when the first compartment is in an inflated
position.
14. The airbag assembly of claim 5, wherein the second compartment
extends downwardly from the manifold in a substantially vertical
direction when the second compartment is in an inflated
position.
15. (canceled)
16. The airbag assembly of claim 15, wherein the first external
vent has a different size then the second external vent.
Description
BACKGROUND
[0001] Vehicles may include a variety of airbag assemblies to
deploy airbags during vehicle impacts to absorb impact energy from
vehicle occupants during the impact. The airbag assembly may
include an airbag and an inflator in fluid communication with the
airbag. The inflator may inflate the airbag with an inflation
medium to inflate the airbag from an uninflated position to an
inflated position. The vehicle may include an impact sensing system
in communication with the airbag assembly. The impact sensing
system may sense a vehicle impact and instruct the inflator to
inflate the airbag when a vehicle impact is sensed.
[0002] Airbag assemblies for occupants in a rear seat of the
vehicle can present different design criteria than those for
occupants in a front seat. For example, airbag assemblies for
occupants in the front seat may be designed for and mounted in an
instrument panel and/or a steering wheel of the vehicle. The rear
seats of vehicles generally lack comparable structures for the
design and mounting of airbag assemblies. Rather, occupants in the
rear seats are generally proximate a seat back of the front seat of
the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0003] FIG. 1 is a perspective view of a portion of a vehicle
including a seatback with an airbag assembly shown in hidden lines
at a top end of the seatback, and an occupant seated behind the
seatback.
[0004] FIG. 2 is a perspective view of the portion of the vehicle
including the seatback from FIG. 1, with the occupant moving toward
the seatback and the airbag in an inflated position.
[0005] FIG. 3A is a side view of the airbag inflating to the
inflated position with a first flap of a first one-way valve and a
second flap of a second one-way valve shown in hidden lines.
[0006] FIG. 3B is a side view of the airbag in the inflated
position with the first flap of the first one-way valve and the
second flap of the second one-way valve shown in hidden lines.
[0007] FIG. 3C is a cross-sectional view of the airbag assembly and
the airbag inflating to the inflated position along line 3C of FIG.
3A.
[0008] FIG. 3D is a cross-sectional view of the first compartment
of the airbag along line 3D of FIG. 3A.
[0009] FIG. 4 is a cross-sectional view of the airbag assembly when
the airbag is in an uninflated position.
[0010] FIG. 5 is a schematic of an impact absorbing system of the
vehicle.
DETAILED DESCRIPTION
[0011] With reference to the Figures, wherein like numerals
indicate like parts throughout the several views, FIGS. 1 and 2
show a vehicle 10 and a seat assembly 12. The seat assembly 12 has
a seatback 14. An airbag assembly 18, i.e., an airbag module, is
housed in the seatback 14, e.g., at a top end 16 of the seatback
14. The airbag assembly 18 includes a housing 20 and an airbag 22
disposed in the housing 20. The airbag 22 is inflatable from an
uninflated position, as shown in FIG. 1, to an inflated position,
as shown in FIGS. 2-3D. The airbag 22 extends from the housing 20
and the seatback 14 in the inflated position.
[0012] As shown in FIGS. 3A-3C, the airbag 22 includes a manifold
24 having an outer panel 26 and an inflation chamber 28. The
inflation chamber 28 is defined at least in part by the outer panel
26. The airbag 22 also includes a first compartment 30 and a second
compartment 32. The first compartment 30 and the second compartment
32 are connected to the outer panel 26 and are external to the
inflation chamber 28 of the manifold 24, with the second
compartment 32 spaced from the first compartment 30. A first
one-way valve 34 is in fluid communication with the manifold 24 and
the first compartment 30, and a second one-way valve 36 is in fluid
communication with the manifold 24 and the second compartment
32.
[0013] As shown in FIG. 3B, when the airbag 22 is in the inflated
position, the first one way valve 34 may restrict or prevent an
inflation medium, e.g., a gas, from flowing from the first
compartment 30 into the manifold 24, and the second one-way valve
36 may restrict or prevent the inflation medium from flowing from
the second compartment 32 into the manifold 24. For example, in a
scenario where an occupant 38 impacts the first compartment 30, the
impact may create a positive pressure difference between the first
compartment 30 and the manifold 24. In this instance, the first
one-way valve 36 may restrict or prevent flow of inflation medium
from the first compartment 30 to the manifold 24. Similarly, the
second one-way valve 38 may restrict or prevent flow of inflation
medium from the second compartment 32 into the manifold 24 when the
occupant 38 impacts the second compartment 32.
[0014] This allows for the first compartment 30 and the second
compartment 32 to be independently tuned for stiffness, i.e.,
pressure, among other things. For example, the first compartment 30
may be tuned to a different pressure than the second compartment 32
when the airbag 22 is in the inflated position. In this way, the
first compartment 30 and the second compartment 32 may be
independently tuned to absorb energy from different parts of the
occupant 38, such as a head, a torso, and extremities in an impact
event.
[0015] With reference to FIGS. 1 and 2, the vehicle 10 may include
adjacent seat assemblies 12 arranged in a front row of the vehicle
10. The vehicle 10 may also include a rear seat assembly 40 located
behind the front row relative to a vehicle-forward direction. The
vehicle 10 can include any number of seat assemblies 12 arranged in
any number of rows. One or more of the seat assemblies 12 may
include the airbag assembly 18, including the rear seat assembly
40. In FIG. 1, the airbag assembly 18 is shown on the driver seat
assembly 12, i.e., the left front seat assembly 12. In addition, or
in the alternative, the airbag assembly 18 may be on the passenger
seat assembly 12, i.e., the right front seat assembly 12. The
vehicle 10 may be of any suitable type, including a car, truck,
SUV, etc.
[0016] As shown in FIGS. 1 and 2, the occupant 38 may be seated
behind the seat assembly 12 including the airbag assembly 18.
During a frontal impact of the vehicle 10, the occupant 38 may move
toward the seat assembly 12. As further discussed below, the airbag
22 disposed in the seatback 14 may be selectively inflated based on
a magnitude of the impact.
[0017] For example, as shown in FIG. 2, during a front end impact
(identified as "F" in FIG. 2), the airbag 22 may inflate and extend
from the seatback 14. The manifold 24 of the airbag 22 may extend
along a length of the seatback 14 and may be elongated horizontally
in a cross-vehicle direction. The first compartment 30 may extend
upwardly from the manifold 24 in a substantially vertical
direction, e.g., in a direction toward a vehicle roof. The second
compartment 32 may extend downwardly from the manifold 24 in a
substantially vertical direction, e.g., in a direction toward a
vehicle floor. In this situation, as the occupant 38 continues to
move in a forward motion, the airbag 22 in the inflated position
may reduce the likelihood of the occupant 38 contacting the
seatback 14 and other structures, and may result in a reduction of
impact energy transferred to the occupant 38.
[0018] The airbag 22 may be a component of an impact absorbing
system 100, as shown in FIG. 5 and further discussed below. The
impact absorbing system 100 may include an inflator 42 in fluid
communication with the airbag 22. The inflator 42 may be supported
by the seatback 14. In the example shown in FIG. 4, the inflator 42
may be disposed in the housing 20 of the airbag assembly 18, and,
as shown in FIG. 1, the airbag assembly 18 may be disposed in that
seatback 14, such as at the top end 16 the seatback 14.
[0019] The inflator 42 expands the airbag 22 with the inflation
medium. The inflator 42 may be, for example, a pyrotechnic inflator
that uses a chemical reaction to drive inflation medium into the
airbag 22. As such, when the impact absorbing system 100 activates
the pyrotechnic inflator, a chemical reaction occurs causing the
inflator 42 to fill the airbag 22 with the inflation medium. The
inflator 42 may also be a cold-gas inflator. When activated, the
cold-gas inflator ignites a pyrotechnic charge that releases the
inflation medium to the airbag 22. Alternatively, the inflator 42
can be of any other suitable type, such as a hybrid inflator
[0020] The inflator 42 is in fluid communication with the airbag
22, as set forth above. As shown in FIGS. 3C and 4, the inflator 42
may be disposed in the inflation chamber 28 of the manifold 24. The
inflator 42 may include fasteners (not shown), e.g., threaded
bolts, which pass through openings (not shown) in the outer panel
26 of the manifold 24 to affix the airbag 22 and the inflator 42 to
brackets (not shown) on an interior surface 90 of the housing 20.
Alternatively, the inflator 42 may be external to the manifold 24
of the airbag 22. The manifold 24 includes the outer panel 26 that
defines the inflation chamber 28 at least in part.
[0021] As shown in FIGS. 3A-3C, the airbag 22 includes the first
one-way valve 34. The first one-way valve 34 is in fluid
communication with the manifold 24 and the first compartment 30.
The first one-way valve 34 can be of any suitable type that would
allow the inflation medium to flow from the manifold 24 to the
first compartment 30 in response to a positive pressure difference
between the manifold 24 and the first compartment 30, and would
restrict the inflation medium from flowing from the first
compartment 30 to the manifold 24 when there is a positive pressure
difference between the first compartment 30 and the manifold 24.
Suitable one-way valves can include a ball check valve, a diaphragm
check valve, and a lift-check valve, among other types of one-way
valves.
[0022] In the example of the first one-way valve 34 shown in FIGS.
3A-3C, the first one-way valve 34 includes a first opening 44
extending through the outer panel 26 of the manifold 24 and in
fluid communication with the first compartment 30.
[0023] A first flap 46 is disposed between the outer panel 26 and
the first compartment 30. The first flap 46 may be supported by the
outer panel 26. For example, as shown in FIG. 3C, the first flap 46
may include two first edges 48 that are fixed to the outer panel
26, and two second edges 50 that are not connected to the outer
panel 26. The two first edges 48 may be spaced apart and
substantially parallel relative to each other. One of the first
edges 48 can be fixed to the outer panel 26 on one side of the
first opening 44, and the other first edge 48 can be fixed to the
outer panel 26 on an opposite side of the first opening 44. The two
second edges 50 may also be spaced apart and substantially parallel
relative to each other, with one of the second edges 50 disposed on
one side of the first opening 44, and the other second edge 50
disposed on an opposite side of the first opening 44.
[0024] As shown in FIGS. 3A and 3C, when the pressure in the
manifold 24 is greater than the pressure in the first compartment
30, the second edges 50 may separate from the outer panel 26, and
the inflation medium can flow from the inflation chamber 28 of the
manifold 24 to the first compartment 30. As shown in FIG. 3B, when
the pressure in the first compartment 30 is greater than the
pressure in the manifold 24, the second edges 50 of the first flap
can contact the outer panel 26, restricting the flow of the
inflation medium from the first compartment 30 to the manifold
24.
[0025] The first flap 46 as described above is an example of one
structure that may allow the flow of the inflation medium in one
direction while restricting the flow of the inflation medium in the
other direction. Alternatively, other structures may be disposed
between the first opening 44 and the first compartment 30 that
allow the flow of the inflation medium in one direction while
restricting the flow of the inflation medium in the other, e.g., a
baffle, etc.
[0026] With continued reference to FIGS. 3A-3C, the airbag 22 also
includes a second one-way valve 36. The second one-way valve 36 is
in fluid communication with the manifold 24 and the second
compartment 32.
[0027] The second one-way valve 36, like the first one-way valve
34, may be of any suitable type that would allow the inflation
medium to flow from the manifold 24 to the second compartment 32 in
response to a positive pressure difference between the manifold 24
and the second compartment 32, and restrict the inflation medium
from flowing from the second compartment 32 to the manifold 24 when
there is a positive pressure difference between the second
compartment 32 and the manifold 24. The first one-way valve 34 and
the second one-way valve 36 may be the same type of one-way valves,
or different types, such as the one-way valves described above.
[0028] As shown on FIGS. 3A-3C, the second one-way valve 36 in this
example is the same type as the first one-way valve 34 discussed
above. The second one-way valve 36 includes a second opening 52
extending through the outer panel 26 of the manifold 24, and in
fluid communication with the second compartment 32 of the airbag
22. The second opening 52 of the second one-way valve 36 may have a
different size than the first opening 44 of the first one-way valve
34, which may result in different amounts of the inflation medium
flowing from the manifold 24 into the first compartment 30 relative
to the second compartment 32 when the airbag 22 inflates to the
inflated position.
[0029] The second one-way valve 36 includes a second flap 54
disposed between the outer panel 26 and the second compartment 32.
The outer panel 26 may support the second flap 54. The second flap
54 may include two first edges 56 that are fixed to the outer panel
26, and two second edges 58 that are not fixed to the outer panel
26. The two first edges 56 of the second flap 54 may be spaced
apart and substantially parallel relative to each other. One of the
first edges 56 can be fixed to the outer panel 26 on one side of
the second opening 52, and the other first edge 56 can be fixed to
the outer panel on an opposite side of the second opening 52. The
two second edges 58 of the second flap 54 can also be spaced apart
and substantially parallel relative to each other, with one of the
second edges 58 disposed on one side of the second opening 52, and
the other second edge 58 disposed on an opposite side of the second
opening 52.
[0030] Referring to FIGS. 3A and 3C, when the pressure in the
manifold 24 is greater than the pressure in the second compartment
32, the second edges 58 of the second flap 54 can separate from the
outer panel 26, and the inflation medium can flow from the manifold
24 to the second compartment 32. As shown in FIG. 3B, when the
pressure in the second compartment 32 is greater than the pressure
in the manifold 24, the second edges 58 of the second flap 54 can
contact the outer panel 26, restricting the flow of the inflation
medium from the second compartment 32 to the manifold 24.
[0031] The first compartment 30 of the airbag 22 is external to the
inflation chamber 28 and may be connected, e.g., stitched, to the
outer panel 26 of manifold 24, as shown in FIGS. 2, and 3A-3C. As
set forth above, the first compartment 30 is in fluid communication
with the first one-way valve 34, and the first one-way valve 34 is
in fluid communication with the inflation chamber 28 of the
manifold 24. When the inflator 42 is activated and fills the
inflation chamber 28 of the manifold 24 with the inflation medium,
a positive pressure difference exists between the manifold 24 and
the first compartment 30. The first one-way valve 34 may open in
response, and the inflation medium can flow from the manifold 24 to
the first compartment 30.
[0032] As shown in FIGS. 3C and 3D, the first compartment 30 can
include one or more tethers 60 fixed to an interior surface 66 of
the first compartment 30. The tethers 60 have a first end 62 and a
second end 64. The first ends 62 may be fixed to a vehicle-forward
portion of the interior surface 66 of the first compartment 30, and
the second ends 64 may be fixed to a vehicle-rearward portion of
the interior surface 66. The tethers 60 are fixed to the interior
surface 66 of the first compartment 30 such that when the airbag 22
is in the inflated position, the first compartment 30 includes two
end portions 68 and a middle portion 70, with the two end portions
68 extending further in a vehicle-rearward direction than the
middle portion 70. In other words, the two end portions 68 extend
from the middle portion 70 in a vehicle-rearward direction.
[0033] The first compartment 30 may also include a first external
vent 72, as shown in FIG. 3C. The first external vent 72 extends
through the first compartment 30. The first external vent 72
provides a path such that the inflation medium can exit the first
compartment 30. The first external vent 72 can be of any size, and
the first compartment 30 may include any suitable number of first
external vents 72. In this way, the first compartment 30 may be
further tuned for stiffness to allow for the first compartment 30
to be independently tuned to absorb energy from different parts of
the occupant 38 during an impact event.
[0034] As discussed above and shown in FIGS. 2-3C, the airbag 22
also includes the second compartment 32. The second compartment 32
is external to the inflation chamber 28 and connected to the outer
panel 26 of manifold 24. The second compartment 32 is spaced from
the first compartment 30, and in fluid communication with the
second one-way valve 36. The second one-way valve 36 is also in
fluid communication with the inflation chamber 28 of the manifold
24. Consequently, when the inflator 42 is activated and fills the
inflation chamber 28 of the manifold 24 with the inflation medium,
a positive pressure difference exists between the manifold 24 and
the second compartment 32. In response, the second one-way valve 36
can open, and the inflation medium can flow from the manifold 24 to
the second compartment 32.
[0035] Like the first compartment 30, the second compartment 32 may
also include one or more tethers 60 fixed to an interior surface 74
of the second compartment 32, as shown in FIG. 3C. As with the
first compartment 30, the tethers 60 in the second compartment 32
may be fixed to the interior surface 74 of the second compartment
32 in such a manner that when the airbag 22 is in the inflated
position, the second compartment 32 includes two end portions 76
and a middle portion 78, with the two end portions 76 extending
further in a vehicle-rearward direction than the middle portion 78,
as shown on FIGS. 2-3B. In other words, the two end portions 78
extend from the middle portion 78 in a vehicle-rearward
direction.
[0036] The second compartment 32 may include a second external vent
80 extending through the second compartment 32, as shown in FIG.
3C. The second external vent 80 provides a path such that the
inflation medium can exit the second compartment 32. The second
external vent 80 may have a different size than the first external
vent 72.
[0037] As with the first external vent 72 discussed above, the
second external vent 80 can be of any size, and the second
compartment 32 may include any suitable number of second external
vents 80. In this way, the second compartment 32 may also be
further tuned for stiffness to allow for the second compartment 32
to be independently tuned to absorb energy from different parts of
the occupant 38, such as a head, torso and extremities of the
occupant 38, during an impact event.
[0038] The airbag 22 may be formed of any suitable airbag material,
such as a woven polymer. For example, the airbag 22 may be formed
of woven nylon yarn, e.g., nylon 6-6. Other suitable examples
include polyether ether ketone (PEEK), polyetherketoneketone
(PEKK), polyester, or any other suitable polymer. The woven polymer
may include a coating, such as silicone, neoprene, urethane, and so
on. For example, the coating may be polyorgano siloxane.
[0039] With reference to FIG. 4, the airbag assembly 18 may include
the housing 20. The airbag 22, a positioning tether 82, and the
inflator 42 may be disposed in the housing 20 in the uninflated
position. The housing 20 can be of any suitable type, and formed
from any suitable material, such as plastic, metal, composite, etc.
An external surface 88 of the housing 20 may have brackets (not
shown) attached thereto for fixedly mounting the airbag assembly 18
to a frame (not shown) of the seatback 14.
[0040] The housing 20 can include a cover 92. The cover 92 of the
housing 20 is configured to open when the airbag 22 inflates to the
inflated position. In the example of the cover 92 shown in FIG. 4,
the cover 92 includes a seam 94 that tears when the airbag 22
inflates to the inflated position. In this way, the airbag 22
extends from the housing 20 through the cover 92. The seam 94 can
be of any suitable type, such as a C, H, or an I seam.
[0041] As shown in FIG. 3C, the positioning tether 82 positions the
airbag 22 during inflation of the airbag 22 to the inflated
position. The positioning tether 82 may include a first end 84 and
a second end 86 spaced from the first end 84. The first end 84 of
the positioning tether 82 may be fixed to the housing 20, such as
the interior surface 90 of the housing 20, in any suitable manner,
including fasteners, adhesives, and the like.
[0042] With continued to FIG. 3C, the second end 86 of the
positioning tether 82 is fixed to the airbag 22, e.g., the manifold
24. The second end of the positioning tether is fixed to the airbag
22 in any suitable manner, e.g., stitching, adhesives, etc. The
positioning tether 82 is of a length, e.g., 6 inches, to allow the
airbag 22 to pivot relative to the seatback 14 when the airbag 22
is in the inflated position. As such, if the seatback 14 is
inclined at an angle, the airbag 22 is positioned in substantially
the same way relative to the occupant 38. The positioning tether 82
may be formed from any suitable material, e.g., fabric, etc.
[0043] A schematic of the impact absorbing system 100 which
includes an impact sensing system 102, the inflator 42, and the
airbag 22 is shown in FIG. 5. The impact sensing system 102 may
include at least one sensor 104 for sensing impact of the vehicle
10, and a controller 106 in communication with the sensor 104 and
the inflator 42 for activating the inflator 42, e.g., for providing
an impulse to a pyrotechnic charge of the inflator 42, when the
sensor 104 senses an impact of the vehicle 10. Alternatively or
additionally to sensing impact, the impact sensing system 102 may
be configured to sense impact prior to impact, i.e., pre-impact
sensing. The sensor 104 may be of any suitable type, e.g., using
radar, lidar, and/or a vision system. The vision system may include
one or more cameras, CCD image sensors, and/or CMOS image sensor,
etc.
[0044] The controller 106 may be a microprocessor-based controller.
The controller 106 may include a processor, memory, etc. The memory
of the controller 106 may store instructions executable by the
processor.
[0045] The sensor 104 is in communication with the controller 106
to communicate data to the controller 106. Based on the data
communicated by the sensor 104, the controller 106 instructs the
inflator 42 to activate. The controller 106 may be programmed to
activate the inflator 42 to inflate the airbag 22 to the inflated
position in response at least to a front impact of the vehicle 10.
Specifically, the sensor 104 may sense the front impact and, based
on the sensed front impact, the controller 106 may provide an
instruction to the inflator 42 to inflate the airbag 22.
[0046] The controller 106 and the sensor 104 may be connected to a
communication bus 108, such as a controller area network (CAN) bus,
of the vehicle 10. The controller 106 may use information from the
communication bus 108 to control the activation of the inflator 42.
The inflator 42 may be connected to the controller 106, as shown in
FIG. 5, or may be connected directly to the communication bus
108.
[0047] In operation, the airbag 22 is in the uninflated position,
as shown in FIGS. 1 and 4, under normal operating conditions of the
vehicle 10. When the sensor 104 senses an impact of the vehicle 10,
the impact sensing system 102 triggers the inflator 42 to inflate
the airbag 22 with the inflation medium from the uninflated
position to the inflated position. In particular, based on the type
of impact sensed by the impact sensing system 102, the impact
sensing system 102 inflates the airbag 22 to the inflated position
as shown in FIGS. 2 and 3A-3C.
[0048] The disclosure has been described in an illustrative manner,
and it is to be understood that the terminology used is intended to
be in the nature of words of description rather than of limitation.
Many modifications and variations of the present disclosure are
possible in light of the above teachings, and the invention may be
practiced otherwise than as specifically described.
* * * * *