CA2188312A1 - Airbag module and method for its operation - Google Patents
Airbag module and method for its operationInfo
- Publication number
- CA2188312A1 CA2188312A1 CA002188312A CA2188312A CA2188312A1 CA 2188312 A1 CA2188312 A1 CA 2188312A1 CA 002188312 A CA002188312 A CA 002188312A CA 2188312 A CA2188312 A CA 2188312A CA 2188312 A1 CA2188312 A1 CA 2188312A1
- Authority
- CA
- Canada
- Prior art keywords
- gas
- propellant charge
- airbag module
- charge
- primary
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
- B60R21/268—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow using instantaneous release of stored pressurised gas
- B60R21/272—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow using instantaneous release of stored pressurised gas with means for increasing the pressure of the gas just before or during liberation, e.g. hybrid inflators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
- B60R21/268—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow using instantaneous release of stored pressurised gas
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
- B60R21/217—Inflation fluid source retainers, e.g. reaction canisters; Connection of bags, covers, diffusers or inflation fluid sources therewith or together
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
- B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Air Bags (AREA)
Abstract
An airbag module is proposed for an airbag safety system. It has a folded gas bag (5), a diffuser (22) placed in front of the gas inlet opening of the gas bag, at least one first gas generator filled with compressed gas (1) and at least one second gas generator (7) filled with a propellant charge connected with an igniter, a breakaway closure (20) closing the gas outlet openings (16, 18) of the gas generators, and a throttling means (15) disposed in the second gas generator (7). The airbag module is characterized by the fact that the propellant charge consists of a plurality of propellant charges (11, 12).
Description
2~88312 Airbag Module and Method for Its Operation The invention relates to an airbag module for airbag safety systems, preferably for arrangement in the area of the lateral structures defining the passenger compartment of a motor vehicle (for protecting the passengers in case of a possible collision of the vehicle with a massive obstruction), which comprises a folded gas bag, a diffuser mounted in front of the gas inlet opening of the gas bag, at least a first gas generator containing compressed gas, and at least a second gas generator containing a propellant charge connected with an igniter, a common breakaway closure shutting off the gas outlet openings of the gas generators, and a throttle disposed in the second gas generator. The invention relates to a method for the operation of the airbag module.
In an airbag module of this kind, described in WO-A-91/1 1347, the two gas generators are arranged separately from one another, but their gas outlet openings, which have a common breakaway closure, open into a mixing chamber situated outside of the gas .
generators, out of which the gas mixture then flows through a diffuser into the gas bag.
A throttling means built into the second gas generator controls the pressure curve of the propellant gas issuing from the first gas generator and/or the time interval between the rupture of the breakaway closure and the outflow of the propellant gas, in order to achieve gas pressure ratios in the mixing chamber such that a controlled inflation of the gas bag takes place. After the breakaway closure breaks, the opening in the throttling means assures a measured outflow of hot propell~nt gases and thus a controlled warming of the gas issuing from the first gas generator, so that a premature drop in the pressure of this gas is prevented. Such an airbag module, however, has the disadvantage that, immediately after the release of the propellant charge, such a high gas pressure briefly occurs that an accelerated unfolding of the gas bag takes place. Even the rapid swelling up of the covering of the gas bag that takes place can bring the result that, if a passenger's body is Iying against the cover, injuries can be produced.
It is the purpose of the present invention to configure the airbag module described above such that, on the one hand, after the ignition of the propellant charge, the reaction of the propellant with low-pressure gases and low pressures takes place over a longer period of time, but on the other hand the reliable rupture of the breakaway closure is assured.
This purpose is accomplished by the fact that the propellant charge consists of at least one primary and at least one secondary propellant charge. After the propellant charge ignites, the primary propellant charge produces a gas with a high pressure that is ':-substantially sufficient for the rupture of the breakaway closure. After that, the gas pressure produced by the primary propellant charge decreases very sharply. The simultaneous or delayed ignition of the secondary propellant charge produces gases with a flat rising pressure curve and low pressures by which the cooling and hence the loss of pressure of the gas issuing from the gas generator is compensated.
Additional embodiments of the airbag module specified in claim 1 are described in the subordinate claims 2 to 7.
In methods for the operation of the airbag module, a gas with high pressure is briefly produced by an ignited primary propellant charge.
The invention is represented by way of example in the drawing and will be further explained below.
Fig. 1 is a full cross section through the airbag module taken in the direction of the longitudinal axis, and Fig. 2 shows the pressure curve of the reaction of the primary and secondary propellant charge.
Fig. 3 is an alternative to Fig. 1.
The first gas generator 2 of hollow-cylindrical shape containing the compressed gas 1 has an outside flange 3 on its outer circumferential surface, to which is affixed the circular-shaped holding plate 4 of the gas bag 5. The pot-like second gas generator 7 filled with propellant charge is closely fitted into the through-opening 6 surrounded by the inner circumferential surface of the first gas generator 2. An electrical igniting means 10 is hermetically inserted into an opening 8 in its bottom. Most of the capacity of the second gas generator 7 is taken up by a secondary propellant charge 11, against which lies the primary propellant charge 12. The upper margin of the second gas generator 7 abuts against the inside flange 13 provided on the inside circumferential surface of the first generator 2. A circumferential rebate 14 is provided inside of the upper margin of the second gas generator 7, in which a hat-shaped throttling means 15 is longitudinally displaceable and has at least one centrally or transversely disposed gas discharge opening 16, while the crown of the hat-like throttling means 15 reaches into the opening 17 surrounded by the inside flange 13. The gas discharge opening 16 and the gas discharge openings 18 of the first gas generator situated above the inside flange 13 are closed by a common breakaway plate 20 which is scored at 19 for breakage. Above the breakaway plate 20 lies a cylindrical chamber 21 which is surrounded on the gas bag side by a deflector plate 22 and at its drcumference by a collar-like projection 23 of the first gas generator 2 which is interrupted by lateral bores.
The activation of the airbag module is performed when the primary propellant charge 12 is fired by the electrical igniter 10. As Fig. 2 shows, a propellant gas develops a pressure - ~l883l2 of 1200 bar within 1 ms. This gas pressure displaces the throttling means 15 from its basic position toward the breakaway plate 20, so that the latter bursts away along the scored lines 19 and is displaced into the chamber 21. The gas issuing from the gas discharge openings 18 of the first generator 2 mixes in chamber 21 with the gas issuing from the second gas generator 7 through the opening 16 in the throttling means 15.
This gas is formed because, simultaneously with the ignition of the primary propellant charge 12, and/or with the aid of the primary propellant charge 12, the secondary propellant charge 11 is ignited. As shown in Fig. 2, a comparatively slow pressure rise up to about 540 bar takes place, which continues over a period of about 10 milliseconds, and then slowly falls in about 7 ms to 0. As a result of the course of the reaction of the secondary propellant charge 11 and due to the controlling of the gas flowing into the chamber 21 above the opening 16, a cooling of the gas issuing from the first gas generator 2 is compensated and an additional warming is achieved, so that the magnitude of the upward gradient of the gas pressure is relatively low when the gas flows through the diffuser 22 into the gas bag 5, and accordingly the gas bag unfolds comparatively slowly.
In the alternative to Fig. 1, which is shown in Fig. 3, the primary charge (12) fills the space between a separating plate 24 and the hat-shaped throttling means 15, while the space below the separating plate 24 is substantially filled with a secondary propellant charge. The separating plate 24 has internally a circular ignition opening 25. By means . .
of a paper cylinder 26, a hollow space 27 is formed between the ignition opening 25 and the secondary propellant charge 1, and its configuration as regards shape and size offers an additional possibility of controlling the burning of the propellant charges. In Fig. 3 those components which are not given reference numbers are no different from the embodiment according to Fig. 1.
The purpose of the two-stage hot charge is that, on the one hand the primary charge is not allowed to ignite the secondary charge despite the high pressure impulse (erosive burn), and that on the other hand the secondary charge should also not be too inert because it is intended to produce a relatively long-lasting pressure pulse. The problem can be solved in two ways:
a) By means of a heavily coated secondary charge. In this case the ignition is retarded by an inert coating, while the burning of the secondary charge underneath the layer progresses normally (Fig. 1).
b) By means of a separating plate between primary and secondary charge, combined with a small cavity at the point at which the explosion of the primary charge is to ignite the secondary charge (Fig. 3). With this cavity, which is separated from the secondary charge or by a thin inert layer (of paper, for example), the erosive burn can likewise be retarded; the separating plate does not at all retard the issuance of the flame of the secondary charge as it burns, so that the desired effect is achieved also with this arrangement. A combination of the two embodiments is also conceivable.
The advantages achieved by the invention are to be seen especially in the fact that the unfolding of the airbag starts with a low rate of inflation so as to minimize the high risk of injury which can occur in "out-of-positiorl" situations.
In an airbag module of this kind, described in WO-A-91/1 1347, the two gas generators are arranged separately from one another, but their gas outlet openings, which have a common breakaway closure, open into a mixing chamber situated outside of the gas .
generators, out of which the gas mixture then flows through a diffuser into the gas bag.
A throttling means built into the second gas generator controls the pressure curve of the propellant gas issuing from the first gas generator and/or the time interval between the rupture of the breakaway closure and the outflow of the propellant gas, in order to achieve gas pressure ratios in the mixing chamber such that a controlled inflation of the gas bag takes place. After the breakaway closure breaks, the opening in the throttling means assures a measured outflow of hot propell~nt gases and thus a controlled warming of the gas issuing from the first gas generator, so that a premature drop in the pressure of this gas is prevented. Such an airbag module, however, has the disadvantage that, immediately after the release of the propellant charge, such a high gas pressure briefly occurs that an accelerated unfolding of the gas bag takes place. Even the rapid swelling up of the covering of the gas bag that takes place can bring the result that, if a passenger's body is Iying against the cover, injuries can be produced.
It is the purpose of the present invention to configure the airbag module described above such that, on the one hand, after the ignition of the propellant charge, the reaction of the propellant with low-pressure gases and low pressures takes place over a longer period of time, but on the other hand the reliable rupture of the breakaway closure is assured.
This purpose is accomplished by the fact that the propellant charge consists of at least one primary and at least one secondary propellant charge. After the propellant charge ignites, the primary propellant charge produces a gas with a high pressure that is ':-substantially sufficient for the rupture of the breakaway closure. After that, the gas pressure produced by the primary propellant charge decreases very sharply. The simultaneous or delayed ignition of the secondary propellant charge produces gases with a flat rising pressure curve and low pressures by which the cooling and hence the loss of pressure of the gas issuing from the gas generator is compensated.
Additional embodiments of the airbag module specified in claim 1 are described in the subordinate claims 2 to 7.
In methods for the operation of the airbag module, a gas with high pressure is briefly produced by an ignited primary propellant charge.
The invention is represented by way of example in the drawing and will be further explained below.
Fig. 1 is a full cross section through the airbag module taken in the direction of the longitudinal axis, and Fig. 2 shows the pressure curve of the reaction of the primary and secondary propellant charge.
Fig. 3 is an alternative to Fig. 1.
The first gas generator 2 of hollow-cylindrical shape containing the compressed gas 1 has an outside flange 3 on its outer circumferential surface, to which is affixed the circular-shaped holding plate 4 of the gas bag 5. The pot-like second gas generator 7 filled with propellant charge is closely fitted into the through-opening 6 surrounded by the inner circumferential surface of the first gas generator 2. An electrical igniting means 10 is hermetically inserted into an opening 8 in its bottom. Most of the capacity of the second gas generator 7 is taken up by a secondary propellant charge 11, against which lies the primary propellant charge 12. The upper margin of the second gas generator 7 abuts against the inside flange 13 provided on the inside circumferential surface of the first generator 2. A circumferential rebate 14 is provided inside of the upper margin of the second gas generator 7, in which a hat-shaped throttling means 15 is longitudinally displaceable and has at least one centrally or transversely disposed gas discharge opening 16, while the crown of the hat-like throttling means 15 reaches into the opening 17 surrounded by the inside flange 13. The gas discharge opening 16 and the gas discharge openings 18 of the first gas generator situated above the inside flange 13 are closed by a common breakaway plate 20 which is scored at 19 for breakage. Above the breakaway plate 20 lies a cylindrical chamber 21 which is surrounded on the gas bag side by a deflector plate 22 and at its drcumference by a collar-like projection 23 of the first gas generator 2 which is interrupted by lateral bores.
The activation of the airbag module is performed when the primary propellant charge 12 is fired by the electrical igniter 10. As Fig. 2 shows, a propellant gas develops a pressure - ~l883l2 of 1200 bar within 1 ms. This gas pressure displaces the throttling means 15 from its basic position toward the breakaway plate 20, so that the latter bursts away along the scored lines 19 and is displaced into the chamber 21. The gas issuing from the gas discharge openings 18 of the first generator 2 mixes in chamber 21 with the gas issuing from the second gas generator 7 through the opening 16 in the throttling means 15.
This gas is formed because, simultaneously with the ignition of the primary propellant charge 12, and/or with the aid of the primary propellant charge 12, the secondary propellant charge 11 is ignited. As shown in Fig. 2, a comparatively slow pressure rise up to about 540 bar takes place, which continues over a period of about 10 milliseconds, and then slowly falls in about 7 ms to 0. As a result of the course of the reaction of the secondary propellant charge 11 and due to the controlling of the gas flowing into the chamber 21 above the opening 16, a cooling of the gas issuing from the first gas generator 2 is compensated and an additional warming is achieved, so that the magnitude of the upward gradient of the gas pressure is relatively low when the gas flows through the diffuser 22 into the gas bag 5, and accordingly the gas bag unfolds comparatively slowly.
In the alternative to Fig. 1, which is shown in Fig. 3, the primary charge (12) fills the space between a separating plate 24 and the hat-shaped throttling means 15, while the space below the separating plate 24 is substantially filled with a secondary propellant charge. The separating plate 24 has internally a circular ignition opening 25. By means . .
of a paper cylinder 26, a hollow space 27 is formed between the ignition opening 25 and the secondary propellant charge 1, and its configuration as regards shape and size offers an additional possibility of controlling the burning of the propellant charges. In Fig. 3 those components which are not given reference numbers are no different from the embodiment according to Fig. 1.
The purpose of the two-stage hot charge is that, on the one hand the primary charge is not allowed to ignite the secondary charge despite the high pressure impulse (erosive burn), and that on the other hand the secondary charge should also not be too inert because it is intended to produce a relatively long-lasting pressure pulse. The problem can be solved in two ways:
a) By means of a heavily coated secondary charge. In this case the ignition is retarded by an inert coating, while the burning of the secondary charge underneath the layer progresses normally (Fig. 1).
b) By means of a separating plate between primary and secondary charge, combined with a small cavity at the point at which the explosion of the primary charge is to ignite the secondary charge (Fig. 3). With this cavity, which is separated from the secondary charge or by a thin inert layer (of paper, for example), the erosive burn can likewise be retarded; the separating plate does not at all retard the issuance of the flame of the secondary charge as it burns, so that the desired effect is achieved also with this arrangement. A combination of the two embodiments is also conceivable.
The advantages achieved by the invention are to be seen especially in the fact that the unfolding of the airbag starts with a low rate of inflation so as to minimize the high risk of injury which can occur in "out-of-positiorl" situations.
Claims (8)
1. Airbag module for airbag safety systems, comprising a folded gas bag (5), a diffuser (22) placed in front of the gas inlet opening of the gas bag, at least a first gas generator filled with a compressed gas (1) and at least a second gas generator (7) filled with propellant charge and connected to an igniter, a breakaway closure (20) closing the gas outlet openings (16, 18) of the gas generators (2, 7) together, and a throttling means (15) disposed in the second gas generator (7), characterized in that the propellant charge consists of a plurality of propellant charges (11, 12).
2. Airbag module according to claim 1, characterized in that the propellant charge consists of a primary (12) and secondary (11) propellant charge.
3. Airbag module according to either one of claims 1 and 2, characterized in that the propellant charges (11, 12) have different densities.
4. Airbag module according to either one of claims 1 and 2, characterized in that the primary propellant charge (12) has a greater speed of reaction and a higher gas pressure than the secondary propellant charge (11).
5. Airbag module according to any one of claims 1 to 4, characterized in that the primary propellant charge (12) has a reaction time of a few milliseconds and a very high gas pressure and the secondary propellant charge (11) has a reaction time of several milliseconds and a very low gas pressure.
6. Airbag module according to any one of claims 1 to 5, characterized in that the weight of the primary propellant charge (12) is 2.5 to 20% of the weight of the secondary propellant charge (11).
7. Airbag module according to any one of claims 1 to 7, characterized in that between primary and secondary charge there is a means which controls the burn-through of the primary charge to the secondary charge, especially throttles it to a given extent.
8. Method for the operation of the airbag module according to any one of claims 1 to 6, characterized in that a high-pressure gas is briefly produced with high gas pressure by the ignited primary propellant charge.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19538869.0-21 | 1995-10-19 | ||
| DE19538869A DE19538869A1 (en) | 1995-10-19 | 1995-10-19 | Airbag module and method for its operation |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2188312A1 true CA2188312A1 (en) | 1997-04-20 |
Family
ID=7775219
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002188312A Abandoned CA2188312A1 (en) | 1995-10-19 | 1996-10-18 | Airbag module and method for its operation |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0769430A2 (en) |
| JP (1) | JPH09164901A (en) |
| KR (2) | KR100250767B1 (en) |
| BR (1) | BR9605172A (en) |
| CA (1) | CA2188312A1 (en) |
| DE (1) | DE19538869A1 (en) |
| MX (1) | MXPA96004874A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2340214A (en) * | 1998-05-12 | 2000-02-16 | Trw Vehicle Safety Systems | Air bag inflator. |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19723259A1 (en) * | 1997-06-03 | 1998-12-10 | Temic Bayern Chem Airbag Gmbh | Gas generator and method for operating a gas generator |
| DE19933556A1 (en) * | 1999-07-16 | 2001-01-18 | Autoliv Dev | Motor vehicle airbag details include connector flanges joining charge and outflow chambers via partition yielding axially at pre-set charge chamber pressure. |
| DE202006008857U1 (en) * | 2006-06-06 | 2006-09-07 | Trw Airbag Systems Gmbh | Gas generator for vehicle airbags is filled with tablets of propellant, volume of individual tablets nearest detonator being much smaller than that of tablets further from it, so that they burn more quickly |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3773353A (en) * | 1972-09-05 | 1973-11-20 | Olin Corp | Inflating device for use with vehicle safety systems |
| US3905515A (en) * | 1972-11-20 | 1975-09-16 | Aerojet General Co | Two-stage, pressure augmented inflator assembly |
| DE4002662A1 (en) * | 1990-01-30 | 1991-08-08 | Heckler & Koch Gmbh | Method of inflating crash protection air-bag |
-
1995
- 1995-10-19 DE DE19538869A patent/DE19538869A1/en not_active Withdrawn
-
1996
- 1996-07-31 KR KR1019960032118A patent/KR100250767B1/en not_active IP Right Cessation
- 1996-10-15 EP EP96116577A patent/EP0769430A2/en not_active Withdrawn
- 1996-10-16 MX MXPA96004874A patent/MXPA96004874A/en unknown
- 1996-10-18 BR BR9605172A patent/BR9605172A/en not_active Application Discontinuation
- 1996-10-18 CA CA002188312A patent/CA2188312A1/en not_active Abandoned
- 1996-10-18 KR KR1019960046863A patent/KR970020765A/en not_active Application Discontinuation
- 1996-10-21 JP JP8297709A patent/JPH09164901A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2340214A (en) * | 1998-05-12 | 2000-02-16 | Trw Vehicle Safety Systems | Air bag inflator. |
| GB2340214B (en) * | 1998-05-12 | 2000-11-15 | Trw Vehicle Safety Systems | Air bag inflator |
Also Published As
| Publication number | Publication date |
|---|---|
| KR970020765A (en) | 1997-05-28 |
| DE19538869A1 (en) | 1997-04-24 |
| EP0769430A2 (en) | 1997-04-23 |
| KR970020766A (en) | 1997-05-28 |
| JPH09164901A (en) | 1997-06-24 |
| KR100250767B1 (en) | 2000-04-01 |
| MXPA96004874A (en) | 2002-04-19 |
| BR9605172A (en) | 1998-07-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |
Effective date: 19991018 |