CN103596813A - 结构式安装的气囊组件以及相关系统和方法 - Google Patents
结构式安装的气囊组件以及相关系统和方法 Download PDFInfo
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Abstract
本文描述了结构式安装的气囊组件及相关联的系统和方法。根据本发明公开的实施例所配置的气囊系统可包括,例如,具有腔体和与腔体相连的开口的壳体;在腔体内的气囊组件;以及可操作地耦合到气囊组件的充气机。气囊组件可包括气囊,气囊被配置为在撞击事件期间穿过壳体的开口展开。气囊系统还可以包括可拆卸地定位穿过开口的门,该门被配置为在气囊展开期间远离开口移动。壳体可以被固定至航空器的内部部分,在航空器座位之前并从航空器座位偏离。
Description
技术领域
以下公开内容一般涉及交通工具的安全系统,并且更具体地涉及结构式安装的气囊组件及相关的系统和方法。
背景技术
各种类型的座位安全带和气囊系统已被使用以保护在汽车、航空器和其他交通工具中的乘客。例如,在汽车中,气囊通常从方向盘、仪表板、侧面板和/或其他的固定位置展开。在迅速减速事件(例如,碰撞)期间,传感器检测到该事件并发送相应信号到气囊充气机上的启动装置(例如,爆破装置)。这将导致充气机释放压缩气体进入气囊,从而迅速膨胀气囊。
虽然从固定位置(如方向盘)展开气囊在汽车中可能是有效的,但在其他具有座位安排的交通工具中可能不会同样有效。例如,在商务客机中的座位可以以各种布局进行被配置,以提供在连续的行和相邻座位之间的不同间隔。航空器座位靠背也可以碰撞或类似事件中向前和向下旋转,因此可能不适用于气囊存储。其结果是,气囊已被研发从安全带展开以容纳在航空器和其他交通工具中的乘员。
附图说明
图1是具有座位的交通工具中的座位区域的俯视等轴图,该座位设置有根据本公开的实施例配置的气囊壳体及相关系统。
图2A是根据本公开的实施例配置的结构式安装气囊系统内部的局部示意性等轴图。
图2B和2C分别是根据本公开的实施例中配置的结构式安装气囊组件的放大的前、后等轴视图。
图2D是图2B和2C的结构式安装气囊组件在根据本公开的实施例的中间装配阶段期间的前视图。
图3A-3E是示出了根据本公开实施例的结构式安装气囊系统的展开的系列视图。
图4A_4C是示出了各种根据本公开实施例的结构式安装气囊系统的系列视图。
具体实施方式
本公开描述了例如在航空器和相关联的系统和方法中使用的结构式安装的气囊组件。在一些实施例中,例如,在商用飞机中的结构式安装的气囊系统可以包括位于乘客座位之前的并从乘客座位偏离的壳体。该壳体可以包含安装在有盖开口之后的气囊。在碰撞或急速减速的情况下,气囊可以通过开口朝向座位展开以减少乘员所经历的影响。由于结构式安装的气囊系统从交通工具座位偏离,气囊以避免直接接触不在适当位置的座位乘客的方式展开,如在支撑位置的乘员(即,头部在自己的膝盖之间的乘员)和小孩子(如坐在儿童座椅的儿童或被抱着的儿童)。如本文所用的,术语“结构式安装的”和“结构式可安装的”是指被安装或可被安装为基本固定的结构的特征(例如,壁、分隔器或设备的固定件)而不是可移动的特征(如安全带、商用飞机座椅靠背,等等)。
某些细节列于下面的描述和图1-4C中以提供本公开的各种实施例的透彻理解。例如,结构式安装的气囊系统的一些实施例在商务飞机的背景中描述如下。然而,结构式安装的气囊系统及本文所公开的方面可以用在各种各样的其他交通工具,包括其他的飞机(例如,私人和军用飞机)、地面车辆(如汽车,卡车,公共汽车,火车,和电机家园)、船舶,等等。描述公知结构和系统的其他细节常常与气囊、电路、约束系统,等等相关联,并未在下文中被设置以避免不必要地模糊本公开的各种实施例的描述。
示于图1-4C中的许多细节,尺寸,角度和其它特征仅仅是说明本公开的特定的实施例。因此,其它实施例可以包括不脱离本发明的精神或范围的其他细节,尺寸,角度和特征。此外,本技术领域的普通技术人员将会理解,结构式安装的气囊系统进一步的实施例可以被实施而无需下面描述的几个细节。
在附图中,相同标号标识相同或至少大致相似的元素。为了便于讨论任何特定的元素,任何标号的最重要的一位或多位数字是指该元素被首次在哪幅图中被提及。例如,元件110被首次在图1中被介绍和讨论。
图1是具有一个或多个座位102的航空器中的座位区域的俯视等轴图,该座位102设置有根据本公开的实施例配置的结构式安装的气囊系统100(“气囊系统100”)。在图示的实施例中的一个方面,座位102可以是至少大致类似于例如,商务飞机的头等或商务舱中的传统座位。因此,每个座位102包括从固定地安装在飞机地板上的座部106向上延伸的靠背部分104。座位102可分别包括两点约束或具有第一网部112a和相应的第二网部112b的安全带110(例如,安全腰带)。第一网部112a的近端部可以通过钩装置或本领域中已知的其它适当的装置固定地连接到在座位102一侧上的座位安装结构,以及第二网部112b的近端部可以类似地连接到座位102相对侧上的座位安装结构。第一网部112a的远端部可携带具有舌部的连接器114,以及所述第二网部112b的远端部可携带相应的带扣116,带扣116被配置为接收和可释放地啮合连接器114的舌部用于耦合两个网部112a和112b一起以常规方式围绕乘员。
在示出实施例的一个方面中,气囊系统100包括固定地连接到交通工具的地板的外壳或壳体120,外壳或壳体120在座位102之前并偏离座位102的一侧。壳体120可定位于座位102外部靠近飞机过道并远离窗口和/或其他向内定位的结构(例如,分隔器壁),如图1中所示。在其它实施例中,壳体120可以靠近窗口的位置,在一排中的单个座位102之间,和/或以其他方式定位在座位102之前。正如在下面更详细描述的一样,气囊(未示出)可以被存储在壳体120中并在迅速减速或其他碰撞事件过程中通过在壳体120中的开口朝向座位102展开以减轻座位乘员所经历的撞击影响。气囊系统100在关于两点座位安全带110向前旋转的过程中可以保护乘客的头部,以及外壳120的偏移定位也可以为乘客提供足够的围绕座位102的空间以移动支撑位置(即,他或她的膝盖之间的乘员的头部)并避免影响气囊展开。此外,壳体120可以起到隐藏气囊而为座位乘员提供美观的休息环境的作用。
图2A是根据本公开的实施例配置的图1的气囊壳体120的内部的局部示意性等轴图。在所示实施例中,壳体120包括多个从安装结构222向上延伸的侧壁238,以形成腔体224(一个侧壁238被移除以显示壳体120的内部)。至少一个侧壁238(例如,面对相应的飞机座位的侧壁238)可包括与内部腔体224相连通的孔或开口226。结构式安装的气囊组件228(“气囊组件228”)被定位在腔体224内与开口226一致,使得相应的气囊(未示出)可以通过开口226在气囊膨胀过程中展开。为了清楚起见,气囊组件228被示出在开口226的后面隔开,但气囊组件228可被直接相邻于开口226进行安装并通过螺钉、安装板和/或其他合适的附件特征安装至相应的侧壁238。在其它实施例中,气囊组件228可以在其它合适的位置定位在腔体224内,以允许气囊通过开口226或在另一合适位置的不同的开口展开。
壳体120可以是单独的或独立的结构组件,可以通过安装结构222固定地连接到飞机内部的一部分,并防止乘员接近气囊组件228和/或存储在外壳120内的相关部件(例如,防止气囊不慎展开)。壳体120可以由耐用的复合材料和/或其他合适的用于存储气囊系统100的组成部分(例如,气囊组件228)的材料制成以减少无意的气囊展开的可能性(例如,由于在壳体120上的乘客磨损和撕裂)。在某些实施例中,壳体120也可以作为飞机座位102(图1)和/或座位乘员的平台之间的部分分隔器。腔体224的部分也可以被用来作为座位乘客财物的存储,额外的安全设备(如救生衣)和/或其他项目的存储。在其它实施例中,壳体120可以连接到飞机的一部分(例如,飞机的内部侧壁)或与飞机的一部分形成一体。例如,壳体120可以被并入飞机的侧壁,气囊228可以从该侧壁展开。
在图示的实施例中,壳体120包括盖或被定位穿过开口226的门234,其至少基本上从气囊展开之前的视野掩盖了腔体224。在图2A中,为清楚起见,门234被示出从开口226隔开。门234可以使用一个或多个可释放的紧固件连接到壳体120,该紧固件摆动或以其他方式在膨胀气囊的压力下使门234远离开口226移动,从而使气囊通过开口226展开。例如,门234可以用多个螺钉越过开口226被固定,多个螺钉被配置为在气囊展开力作用下穿透。在其它实施例中,门234可以被配置为自动从开口226移开以响应冲撞事件而不是依赖气囊的作用力。例如,门234可以包括电子自动滑动支点,和/或以其他方式在预期的气囊展开中远离开口226。
在各种实施方式中,一个或多个由被用于安全带的织带材料和/或其他合适的材料制成的绳带236可以连接在门234和壳体120之间。当气囊穿过开口226伸出时,绳带236保持门234连至壳体120并防止门234飞过飞机舱。在某些实施例中,绳带236可以被配置为使得门234旋转或以其他方式移动到与壳体120的相邻侧壁238基本上齐平的打开位置,并在逃出过程中避开座位乘员。在其它实施例中,铰链和/或其他合适的可移动耦合构件可以被用来在气囊展开的过程中以及气囊展开之后保持门234连至壳体120。
气囊组件228可以包括允许在将它安装在壳体120中之前被预先组装的各种特征。例如,图2B和2C分别是根据本公开实施例配置的气囊组件228的放大的前、后等轴视图,以及图2D是在中间装配阶段内的气囊组件228的前视图。如图2B和2C所示,气囊组件228中可以包括折叠或以其他方式存放的气囊容器或盖256内的气囊254。盖256可以由弹性材料制成,如由尼龙或聚酰胺制成的薄膜材料,并可以包括一个或多个的被设计为气囊膨胀时破裂的撕裂接缝(图中未示出)。在其它实施例中,至少一部分的盖256可以由半刚性的和/或刚性材料制成,其在膨胀过程中破裂和/或以其他方式释放气囊254。
气囊组件228可以被用双板安装结构固定到壳体120(图2A)。安装结构可以包括定位在气囊254内部的内部安装板258(例如,如图2D所示的u形安装板)并通过多个紧固件(例如,螺钉262)固定到外部安装板260(图2C)。此配置使得外部安装板260的外部被穿过壳体120的开口226固定。这种双板安装结构允许气囊组件228在安装至合适的壳体(例如,图1中所示的壳体120)之前被预装配。图2B-2D示出了这种双板安装结构的某些实施例。然而,本领域的技术人员会明白,双板安装结构以及其它合适的安装结构可以有各种不同的配置以适应它们所连接的结构特征。
在气囊组件228的各种实施例中,气囊254可以包括通气孔(未示出),当气囊254内的压力达到预定阈值时该通气孔打开。例如,通气孔可以是气囊254上的独立的接缝,其在指定的压力(例如,当乘员接触气囊228时)缝合和撕开。此特征可以特别与二点约束一起使用,其不约束乘员的上半身向前运动因为它限制了座位乘员影响气囊的作用力并且来自气囊254的乘员反弹。通风口也可以允许在膨胀之后气囊254迅速缩小(如,在几秒钟内),从而并不妨碍在紧急情况下乘员从座位逃出。
再参照图2A,气囊系统100可以进一步包括与气囊组件228流体连通的气囊充气机230(示意性地示出),以及可操作地耦合到气囊充气机230的电子模块组件232(示意性地示出)。充气机230可以包括压缩气体(如空气)的容器和爆破装置(例如,爆管连接器),其可以响应于碰撞事件由电子模块组件232发送的信号激活。信号启动爆破装置,这将导致容器释放膨胀的气体到气囊。在其它实施例中,充气机230可以包括其他合适的在本领域中公知的启动或/和膨胀设备(例如,气体发生充气机)。
在各种实施例中,充气机230可从气囊组件228间隔开,并使用气体输送软管240和/或其他合适的流体通道与其流体连接。气体输送软管240可以包括与气囊内部流体连通的第一端接头241a和以螺纹连接或以其他方式啮合至充气机230的出口的第二端接头241b(例如,申请号为13/194,411的美国专利申请案中的充气机连接器,该专利以引用方式被整体合并于此)。气体输送软管240可以具有合适的尺寸以用于快速地气体输送到气囊,该尺寸至少部分取决于充气机230和气囊组件228之间的距离。在某些实施例中,例如,气体输送软管240具有泄气后的宽度为1.125英寸(28.58毫米)以及充气的外径为0.75英寸(19.05毫米)。
在一些实施例中,充气机230可定位在壳体120的外部和/或从在腔体224中的气囊组件228间隔开,以及气体输送软管240可以在气囊组件228与充气机230之间延伸。例如,远程定位的充气机230可以被使用支架和/或其他合适的安装结构安装在任何合适的方向上并被固定到飞机的一部分(例如,壳体120之下,飞机地板下靠近壳体120,等等),该支架和/或其他合适的安装结构可以承受飞机正常运行过程中遇到的负荷,来自充气机230的气体展开以及一定的冲击负荷(例如,16G动态测试下应用的负荷)。气体输送软管240可以由合适的弹性材料制成,该材料可适应充气机230相对气囊组件228的定位且耐用足以承受运送膨胀的气体至气囊以及经常磨损。气体输送软管240所提供的充气机230相对于气囊组件228的模块化定位允许气囊系统100适应壳体120和交通工具本身对空间的限制。在进一步的实施例中,气体输送软管240可以被省略,以及充气机230的出口可以被定位于直接流体连通气囊组件228。
在图示的实施例中,电子模块组件232包括接收来自电源246的电能(例如,一个或多个锂电池)的处理器244、启动充气机230的展开电路252和至少一个检测快速减速和/或其他碰撞事件的碰撞传感器248。例如,碰撞传感器248可以包括弹簧-质量-阻尼型传感器,其具有基于预定的减速电平启动气囊展开的用于校准交通工具的操作环境的惯性开关。在其它实施例中,碰撞传感器248可以包括本领域中已知的其它合适类型的传感器。任选地,电子模块组件232还可以包括一个或多个磁场传感器250其检测外部磁场的存在(例如,来自扬声器)并与处理器244通信以停用碰撞传感器248并防止气囊组件228的意外展开。磁场传感器250可以包括,例如,在美国专利6,535,115号,题为“AIR BAG HAVING EXCESSIVEEXTERNAL MAGNETIC FIELD PROTECTION CIRCUITRY”中所公开的电路,该专利以引用方式被完整合并于此。在其它实施例中,电子模块组件232可以包括其它传感器和/或额外特征以帮助气囊展开,和/或电子模块组件232的一些组件可以被省略。在某些实施例中,例如,电子模块组件232可以只包括电源246,碰撞传感器248,其完成电路在膨胀事件中激活充气器230。电子模块组件232的组件可以被安置在保护性覆盖物(例如,机械加工或注塑成型的塑料盒)中,其可以减少损坏电子模块组件232的可能性,以及磁屏蔽可以防止电子模块组件232不慎展开气囊组件228。在其它实施例中,电子模块组件232可以被在由美国临时专利号61,533,105,题为“ELECTRONICS MODULE ASSEMBLY FORINFLATABLE PERSONAL RESTRAINT SYSTEM AND ASSOCIATEDMETHODs”所公开的壳体中,该专利以引用方式被整体合并于此,和/或其它本领域中已知的合适的电子产品壳体中。在进一步的实施例中,电子模块组件232可以包括诊断测试功能,例如美国专利申请号13/174,659中描述,题为“INFLATABLE PERSONAL RESTRAINT SYSTEMS”和美国专利申请号13/228,333,题为“COMPUTER sYsTEM FOR REMOTETESTING OF INFLATABLE PERSONAL RESTRAINT SYSTEMS”,于止匕将其全部内容通过引用并入本文。
类似于模块化充气机230的定位,电子模块组件232也可以被安置在腔体224内或在靠近壳体120的远程位置,并通过合适的电连接件耦合到充气机230。例如,电子模块组件232可以定位在壳体120的底面之上,座位之下或在飞机上的其他地方。当远程安装时,电子模块组件232可以被定位以正确传输碰撞脉冲和降低振动效果。
在碰撞事件高于预定阈值的过程中,电子模块组件232的碰撞传感器248可以关闭一个或多个开关,从而使处理器244发送相应的信号到展开电路252。基于从处理器244接受的信号,展开电路252可以施加足够的电压至点火器(例如,导火管)导致充气机230通过气体输送软管240释放其压缩气体进入气囊254。被压缩气体的膨胀将膨胀气囊254(图2B-2D)并导致它通过壳体120中的开口226展开。门234远离开口226移动(例如,由于通过膨胀气囊254所施加的力),允许气囊254扩展朝向对应座位中的乘员。绳带236可以保持打开的门234与壳体120基本齐平,以使得它在随后的逃出过程中不会妨碍乘员。气囊254可以从座位偏离以便它在一个方向上展开从而避免直接接触座位乘员,如果乘员是在支撑位置的话。气囊254也被定位在座位之前足够远且其大小适当以避免接触被抱着的儿童或在儿童座椅中的儿童。在气囊254上的有源通气孔可以降低气囊254碰撞对乘员的作用力(例如,1,000之下的头部碰撞标准),减少从气囊254的乘员头部的反弹,以及也可以允许气囊254在碰撞后迅速放气(例如,在10秒内)以进一步便于从座位逃出。此外,模块化气囊系统100(例如,自包含的气囊组件228,充气机230,电子模块组件232)可适应不同结构安装位置的空间限制,且可以是独立的其它飞机系统(例如,不需要与飞机接线接口)。
图3A-3E是一系列的等轴视图,示出了根据本公开的实施例配置的结构式安装的气囊系统300。结构式安装的气囊系统300可包括一般在结构和功能上与在上述参考图1-2D中的结构式安装气囊系统100的特征相类似的特征。结构式安装气囊系统300可以包括,例如,定位在壳体320上的结构上安装的气囊组件(图中未示出),壳体320被定位在飞机座位302之前并从飞机座位302偏离。参照图3A,基于检测到的碰撞事件(例如,通过可操作地耦合到壳体320中的气囊组件的碰撞传感器),气囊354膨胀并通过壳体320中的开口326朝向乘员301,从而移动门334远离开口326。一个或多个铰链336、绳带和/或其它合适的特征,可被固定至门334的下部以保持门334连至壳体320,并防止它发射朝向座位乘员301。
参见图3B,气囊354的膨胀可旋转门334向下抵住壳体320,从而将其移出座位乘员301以方便随后的逃出(例如,在碰撞之后)。在图示的实施例中,气囊354包括在相邻于壳体320的大致垂直的方向上延伸的第一部分364,并且第一部分364具有大致筒状的形状,第二部分366在关于第一部分364的大致横向地延伸朝向座位乘员301,提供气囊354大致L形的横截面。第二部分366可以有通常为三角形的横截面形状以阻碍在气囊354接触座位乘员的头部之前的座位乘员的上躯干的向前加速,并因此减少座位乘员头部撞击气囊354的作用力。在进一步的实施例中,气囊354还可以有其他的合适的配置以适应座位的配置,如下面将参考图4A-4C所述的气囊。
气囊354可以包括激活的通气孔368,其保持关闭直到气囊354的内部压力达到预定的阈值,例如当座位乘员的头部撞击气囊354和/或当气囊354完全充气时。在图示的实施例中,通气孔368是在气囊354的第二部分366的底面的细长的缝,其撕开或以其他方式在阈值压力处破裂以释放气囊354内的气体(如空气)。在其它实施例中,通气孔368可以位于气囊354上的其他地方和/或具有其他合适的配置(例如,阀或插头),或者它可以被省略。
图3C是图3B中的座位安排的俯视图,示出了结构式安装气囊系统300提供第一区域或区域370以及从膨胀的气囊354隔开的第二区域或区域372。第一区域370位于座位302为膨胀的气囊354和座位302之间提供足够的空间以防止直接气囊展开直接地进入坐在座位302中的、在乘员膝上的和/或被固定到座位302的儿童座椅中的儿童(未示出)。第二区域372在座位302之前被间隔开,以避免直接气囊展开直接地进入座乘头部,当他或她在支撑位置(brace position)时。作为上述示出的结构式安装气囊系统300可以适应很宽范围内的乘员的大小和位置。
图3D中示出了在座位乘员301碰撞气囊354之后的结构式安装的气囊系统300。乘员的上半身所经历的负载被分布在膨胀的气囊354以减轻损伤。在各种实施方式中,乘员301对气囊354的撞击可激活通气孔368(图3B)以迅速降低气囊354内的压力,并进一步降低乘员301所经历的撞击。如图3E所示,通气孔368也可以用来快速放气气囊354以为座位乘员301提供大致清晰的门移动离开座位302。
图4A-4C是一系列视图,示出了使用根据本公开的实施例配置的结构式安装气囊组件的各种气囊454a-c。在图4A中,气囊454a可包括从气囊454a的主体部分伸出的横向部分474。因此,该气囊454a具有复杂的形状,该形状一般至少符合在座位乘员401之前的结构或者标记的复杂形状以提供它们之间的合适的阻挡。与上述的气囊相似,图4A中所示的气囊454a被配置为避免接触在支撑位置的在位置之外的乘客(例如,抱着的儿童)。在其它实施例中,该气囊454a可以具有其它复杂的符合在飞机座位之前的结构或者标记的形状。
如图4B中所示,在进一步的实施例中,该气囊454b可以被安装至基本上或直接在乘员401之前的结构(例如,分隔壁)。在图示的实施例中,气囊454b有大致半球状的横截面形状,但在其它实施例中的气囊454b可能有一个大致三角形的横截面形状以在座位乘员头部撞击气囊之前吸收上身撞击,和/或其他合适的气囊的形状。
仍在进一步的实施例中,气囊454c可被安装到一个永久的或半永久的结构,该结构靠近座位并与交通工具方向一致。如图4C所示,例如气囊454c可以被定位到飞机座位的一侧(例如,在飞机座位之间的分隔壁),并一般与飞机的方向一致(即,如箭头476所表示的)。在另外的实施例中,本文所公开的结构式安装的气囊系统和组件可以安装到其他合适的结构和/或其他合适的配置。
由上可知,将被理解的是本文所述的具体实施例是用于说明的目的,但不脱离本公开的各种实施例的精神和范围的情况下,可以做出各种修改。示于图1-2D中的气囊系统100可以包括,例如,额外的气囊组件228和/或可操作地耦合到电子模块组件232的与额外的交通工具座位(例如,在同一行内的座位102)一起使用的充气机230。在各种其它实施例中,壳体120可以被省略以及气囊组件228可以直接安装至飞机的一部分(例如,飞机的壁)。任何前述实施例中的特定元素也可以与其它实施例中的元素相结合或由其它实施例中的元素所取代。此外,上述的约束系统可以合并至非机动车辆或非航空器系统。本公开的某些方面相应地不限于汽车或航空器系统。此外,本公开的某些实施例相关联的优点在这些实施例的背景中已经被描述,其他的实施例也可能展示出这些优点,并且并非所有实施例都需要展示出这样的优点以落入技术范围内。因此,本公开并不限于除了由所附的权利要求书所表示的内容。
Claims (29)
1.一种用于航空器座位的气囊系统,所述气囊系统包括:
壳体,其具有腔体和与所述腔体连通的开口,其中所述壳体被安装在所述航空器座位之前并从所述航空器座位偏离;
气囊组件,其被定位在所述腔体内,所述气囊组件具有气囊,所述气囊被配置为在撞击事件期间穿过所述开口展开;
充气机,其可操作地耦合到所述气囊;以及
门,其可拆卸地覆盖所述开口,所述门被配置为在气囊展开期间远离所述开口移动。
2.如权利要求1所述的气囊系统,进一步包括至少一个固定地连接在所述门和所述壳体之间的绳带,其中所述所述绳带被配置为在所述气囊展开期间保持所述门连至所述壳体。
3.如权利要求1所述的气囊系统,其中所述气囊具有内部阈值压力,以及其中所述气囊包括有源通气孔,所述有源通气孔被配置在内部阈值压力处打开。
4.如权利要求1所述的气囊系统,所述气囊包括第一部分和第二部分,所述第一部分当所述气囊膨胀时在大致垂直的方向上从所述壳体延伸,所述第二部分当所述气囊膨胀时在相对于所述第一部分的大致横向方向上从所述第一部分延伸。
5.如权利要求1所述的气囊系统,其中:
所述充气机从所述气囊隔开并被定位在所述腔体的外侧;以及
所述气囊系统还包括气体输送软管,所述气体输送软管从所述充气机延伸穿过所述壳体并连至所述气囊,所述气体输送软管被配置为提供从所述充气机到所述气囊的流体通路。
6.如权利要求5所述的气囊系统,其中所述充气机被定位在所述壳体之下。
7.如权利要求1所述的气囊系统,其中所述座位被安装到商务乘客的地板,所述商务乘客与所述商务乘客航空器的过道相邻,以及其中所述壳体被连接到紧邻所述过道的所述商务乘客航空器的所述地板。
8.如权利要求1所述的气囊系统,其中所述气囊系统包括被围绕所述交通工具座位设置的第一区域且被设置在所述交通工具座位之前的一定距离的第二区域,且其中所述气囊充气时不会进入所述第一和第二区域。
9.如权利要求1所述的气囊系统,其中所述气囊组件包括将所述气囊组件安装所述到壳体的装置。
10.如权利要求1所述的气囊系统,其中所述气囊组件包括在所述气囊内的安装板,以及所述安装板被配置将所述气囊组件连接到所述壳体。
11.如权利要求10所述的气囊系统,其中所述安装板是内部安装板,且其中所述气囊组件还包括连接到所述内部安装板的外部安装板,且所述外部安装板被配置将所述气囊组件连接穿过所述壳体的所述开口。
12.一种用于航空器座位的气囊系统,所述气囊系统包括:
气囊组件,其具有气囊和安装结构,其中所述安装结构被配置为连接到被在所述座位之前间隔的并从所述座位偏离的所述航空器的非可动部;
充气机,其与所述气囊流体连通;以及
电子模块组件,其具有可操作地耦合到所述充气机的碰撞传感器以用于启动所述气囊的展开。
13.如权利要求12所述的气囊系统,进一步包括壳体,所述壳体具有多个形成腔体的侧壁,至少一个所述的侧壁具有开口,其中所述气囊组件是在所述腔体内并与所述开口大致对齐。
14.如权利要求13所述的气囊系统,进一步包括通过多个紧固件被连接穿过所述开口的门,其中所述紧固件被配置为在气囊膨胀的压力的作用下释放所述门以允许所述门远离所述开口移动。
15.如权利要求14所述的气囊系统,进一步包括在所述门和所述壳体之间的可移动的耦合,其中所述耦合被配置为在所述气囊展开期间保持所述门连至所述壳体。
16.如权利要求12所述的气囊系统,其中所述气囊包括通气孔,所述通气孔被配置为当所述气囊内的压力达到阈值压力时至少部分地打开。
17.如权利要求12所述的气囊系统,其中所述气囊包括第一部分和第二部分,其中所述第一部分当所述气囊膨胀时在相对于座位的大致垂直的方向上延伸,以及其中所述第二部分当所述气囊膨胀时在相对于所述第一部分的大致横向方向上延伸,所述第二部分具有大致三角形的横截面形状。
18.如权利要求12所述的气囊系统,其中所述安装结构包括:
设置在所述气囊内的内部安装板;以及
被设置在所述气囊外部的外部安装板,所述外部安装板被连接至所述内部安装板,其中所述外部安装板的周缘部分被配置为固定地连接至所述航空器内的所述结构。
19.如权利要求12所述的气囊系统,其中所述充气机被从所述气囊间隔开,其中所述气囊系统进一步包括将所述充气机流体地连接到所述气囊的气体输送软管。
20.如权利要求12所述的气囊系统,进一步包括:
所述气囊包括配置通气孔,所述通气孔被配置为当所述气囊的压力达到阈值压力时打开;
所述安装结构包括在所述气囊内的内部安装板和在所述气囊外部的外部安装板,以及所述外部安装板被连接到所述内部安装板;
所述气囊组件还包括:
具有腔体和开口的壳体,在所述腔体内的所述气囊组件与所述开口大致对齐并使用所述外部安装板安装到部分的所述壳体,所述壳体被配置为固定地连接到在所述座位之前的并从所述座位偏离的所述航空器的内部部分;
覆盖所述开口的门,其中所述门被配置为在所述气囊展开期间远离所述开口移动以从所述腔体内释放所述气囊;
至少一个绳带,其在气囊展开期间可释放地将所述门连接至所述壳体,其中所述至少一个绳带被配置为在气囊膨胀期间打开所述门至基本与所述壳体齐平的位置。
21.如权利要求20所述的气囊系统,其中所述充气机在所述腔体空腔之外靠近所述壳体,以及其中所述气囊系统还包括将所述充气机流体地耦合到所述气囊的气体输送软管。
22.一种用于安装至航空器地板的座位的气囊组件,所述气囊组件包括:
气囊;
在所述气囊上的盖,其中所述盖被配置为所述气囊膨胀时释放所述气囊;
充气机,其通过气体输送软管可操作地耦合到所述气囊;
壳体,其被安装到所述座位之前的所述航空器的地板;以及
将所述盖中的所述气囊安装到所述壳体的装置。
23.一种用于在交通工具中朝向座位展开气囊的方法,所述方法包括:
检测所述交通工具的碰撞事件;
响应于所述检测到的碰撞事件膨胀所述气囊,所述气囊被存储在壳体内并且与所述壳体内的开口大致对齐,其中所述壳体被固定地连接到所述交通工具;以及
通过所述开口从所述壳体释放所述气囊。
24.如权利要求23所述的方法,其中通过所述开口从所述壳体释放所述气囊包括通过所述膨胀气囊的压力移动门远离所述开口。
25.如权利要求23所述的方法,其中所述交通工具是航空器,其中通过所述开口从所述壳体释放所述气囊包括从所述座位的之前的并从所述座位偏移的位置释放所述气囊。
26.如权利要求23所述的方法,其中通过所述开口从所述壳体释放所述气包括:
保持第一区域围绕所述座位,使得所述膨胀的气囊不能进入,其中所述第一区域被配置为容纳坐在所述座位中的儿童;以及
保持第二区域在所述座位之前,使得所述膨胀的气囊不能进入,其中所述第二区域被配置容纳在支撑位置中的座位上的乘客。
27.如权利要求所述23的方法,其中膨胀所述气囊包括:
在从所述壳体的大致垂直的方向上膨胀所述气囊的第一部分;以及
在朝向乘员的大致横向方向上膨胀所述气囊的第二部分,其中所述第二部分从所述第一部分延伸并具有大致三角形的横截面形状。
28.如权利要求23所述的方法,其中通过所述开口从所述壳体释放所述气囊包括:
朝向所述座位突出所述气囊,所述座位具有两点约束;以及
当所述气囊内的内部压力高于预定阈值时从所述气囊释放气体。
29.如权利要求23所述的方法,其中膨胀所述气囊包括:通过在充气机及所述气囊之间连接的气体输送软管膨胀所述气囊,其中所述充气机被从所述气囊间隔开。
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US13/424,197 US8523220B1 (en) | 2012-03-19 | 2012-03-19 | Structure mounted airbag assemblies and associated systems and methods |
PCT/US2013/020792 WO2013141948A1 (en) | 2012-03-19 | 2013-01-09 | Structure mounted airbag assemblies and associated systems and methods |
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Also Published As
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US9889937B2 (en) | 2018-02-13 |
JP5853306B2 (ja) | 2016-02-09 |
EP2723614A4 (en) | 2015-03-04 |
US20130241180A1 (en) | 2013-09-19 |
SG10201509093PA (en) | 2015-12-30 |
SG194867A1 (en) | 2013-12-30 |
WO2013141948A1 (en) | 2013-09-26 |
US20150232184A1 (en) | 2015-08-20 |
EP2723614A1 (en) | 2014-04-30 |
US8523220B1 (en) | 2013-09-03 |
JP2015508738A (ja) | 2015-03-23 |
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