JPH11227558A - Inoperativeness of vehicle air bag by key operation switch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air bag inoperative system which selectively disables one or more air bags for a vehicle when desired. SOLUTION: An air bag inoperative system mounted on a car enables to selectively enable inoperativeness of air bags 38 and 42 on a driver seat side and/or an assistant seat side of a vehicle through a general ignition key inserted into a key cylinder 50. The switch includes an interchangeable key cylinder enabling a limited selective inoperativeness and a key stop so as to limit the amount of insertion of the ignition key into the key cylinder. When a LED indicates an inoperative state, it emits light from an inoperative module, and the light can be seen from the driver seat and an occupant seated on the assistant seat. The LED may be mounted on a remote display assembly apart from the inoperative module so that the air bag inoperative state becomes more visible from the occupants.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle occupant restraint system, and more particularly to an airbag. And more particularly, to a mechanism for selectively disabling some or all of the system.

[0002]

BACKGROUND OF THE INVENTION Since inflatable occupant restraint systems or airbag systems have become widely used in the automotive industry, it has been necessary to disable a vehicle's airbag system or a portion thereof during the life of the vehicle. Has been found to be desirable in some cases. Typically in such cases, the vehicle has airbags in both the driver and passenger seats, and a rear-facing infant seat is placed in the passenger seat,
This is the case when the arrangement is not appropriate for the use of the airbag. Another example is a driver who is short and must drive the vehicle from a seated position very close to the vehicle's steering wheel.

In particular, all airbag systems currently in use are activated by transmitting electrical signals output by the vehicle's electrical system, thus selectively disabling the airbag system or a portion thereof. It has been proposed to perform switching to make the optimization effective. U.S. Pat. No. 5,324,074,5234228,51
61820 and 5544914 are typical of such approaches.

[0004]

However, there are certain problems with prior art inoperative systems. The problem is to make sure that deactivation occurs only when intended and only under the control of the driver of the vehicle, due to the inherent benefits of activating the airbag system. It arises from the proper desire of the occupant restraint system designer. It is also desirable that the reliability and efficiency of the deactivator be monitored during the operating conditions of the vehicle where activation of the airbag deactivated by the deactivation system would normally occur. Further, it is desirable to have the freedom to selectively deactivate only the desired airbag in a multiple airbag system.

In addition, to minimize costs to vehicle owners, any airbag system uses the connections of current airbag systems used on many types of vehicles with airbags. Preferably, it can be easily and quickly integrated, and can be easily adapted to various vehicles using common parts to further minimize costs. It is also preferred that any changes to the current airbag system do not reduce the safety of the current vehicle with the new deactivation device.

[0006]

SUMMARY OF THE INVENTION In one embodiment, the present invention is directed to an airbag restraint system for use in a vehicle operable by a vehicle ignition key. The airbag restraint system includes an airbag assembly and a switch having a plurality of switching positions, and includes a deactivation circuit that acts on the airbag assembly and selectively deactivates the airbag assembly. The airbag restraint system further includes a key cylinder operatively engaging the switch and moving the switch between switch positions.
This key cylinder limits the insertion of the vehicle ignition key to a predetermined distance within the key cylinder that is substantially less than the length of the vehicle ignition key, so that the vehicle ignition key is supported by the key cylinder alone. Including restriction means to make it impossible.

Accordingly, it is an object of the present invention to provide an airbag deactivation system that selectively deactivates one or more airbags of a vehicle when desired.

It is another object of the present invention to provide an airbag deactivation assembly adapted to be incorporated into a variety of vehicles having a plurality of airbags and displaying a particular deactivated airbag. It is to be.

It is a further object of the present invention that it can be selectively configured to allow only certain airbags to be deactivated in certain vehicles, but requires changes to system circuitry and connections. And to provide an airbag inactivation system.

In another embodiment, an airbag deactivation system includes an airbag deactivation circuit adapted to act on an airbag restraint system including a switch having at least three switch positions. Switch actuation means act on the switch to selectively move between the three switch positions. Also, the switch restricting means selectively restricts the switching operation of the switch operating means by less than all of the at least three switch positions.

[0011]

The present invention is preferable because the inoperative indicator can be arranged ideally for both the driver and the passenger in the front passenger seat.

Another advantage of the present invention is that the deactivation system can be switched by any of the ignition keys common to passenger cars, but rarely by children or by accident. That is.

An additional advantage of the present invention is that the airbag deactivation module retains a record of the switch settings at the time the airbag is activated.

A further advantage of the present invention is that a vehicle airbag
That is, the system can perform diagnostics even if one or more airbags are deactivated.

[0015]

FIG. 1 shows an instrument panel 20 of a motor vehicle including a main body 22 having a central region 24 to which an airbag deactivation system 26 according to the present invention is attached. FIG. 2 is slightly different from FIG. FIG.
2 and the embodiment of FIG.
Panel 20 differs in that it includes an airbag deactivation system module 26 that is mounted directly to main body 22. On the other hand, the embodiment of FIG. 2 shows an instrument panel 28 having a main body 30 and an airbag deactivation system module 32 suspended therefrom. The difference between the embodiment of FIG. 1 and the embodiment of FIG. 2 is that the airbag deactivation system module 26,
Since there are only 32 mounting positions,
When referring to the components in the embodiment of FIG. 1, the same is true, so the embodiment of FIG. 2 is not specifically mentioned. In any case, it is preferable that the position of the display indicating that the airbag is inactive is visible from both the driver and the passenger in the front passenger seat.

The deactivation system module 26 includes an airbag assembly incorporated in at least two seating positions in the front seat of the vehicle, ie, an airbag assembly protruding from the instrument panel 20 at the steering wheel 40. It is intended to be best used in a motor vehicle having an airbag 38 and an airbag 42 in front of the passenger seat of the vehicle. When the front passenger seat corresponding to the front passenger seat airbag 42 is vacant, or when a person or object for which activation of the airbag system is not desired is located there,
Advantageously, the airbag assembly 42 is deactivated.

It is typical use to deactivate the passenger side airbag assembly 42 in situations where an infant is located on the front-facing rearward infant seat or a small child is in this seated position. is there. Thus, it may be desirable to deactivate the passenger side airbag assembly 42.
Another example is a situation where a very short person is driving the vehicle and must be in a position where the vehicle must be driven very close to the driver airbag assembly 38. In this situation, it is desirable to disable the driver side airbag assembly. Combinations of the above examples, and other conditions, may be grounds for a desire to selectively deactivate both the passenger and driver side airbag assemblies 42,38.

The airbag deactivation module 26 and airbag assemblies 38, 42 shown in FIG. 1 appear best seen in FIG. An airbag diagnostic module 44 is connected to the wiring harness 43, which
It includes electrical wiring 45 extending therefrom in the direction of the airbag assemblies 38,42. This configuration is common for airbag systems with or without a deactivation mechanism. The airbag deactivating module 26 includes an instrument
Includes a housing 46 that attaches to panel 20, with a bezel 48 attached to its front. Bezel 48
There is an opening through which the key cylinder 50 passes and two indicator lights 5 each on each side of the key cylinder 50.
2,54. Within the housing 46 is an interface connector module 55 that receives wires 45 from the diagnostic module 44 and includes electrical wires that extend therefrom to the airbag assemblies 38,42. The power supply 57 and the ground 59 from the ignition are also connected to the module 5
5 is connected.

For this embodiment, the wiring is depicted with splices 58 therein. This configuration shows a deactivation system 26 added to the manufactured vehicle. This configuration allows for the addition of a deactivation system 26 with minimal wiring connections and without the need to join to a large wire harness. The location of the splice (connector) 58 will help minimize the work required to integrate the system. Deactivation system 26
If is designed for a particular vehicle before manufacture, splices will of course not be required. The wiring extending between the connector module 55 and the splice 58
A replacement wiring 47 is formed, which allows adjustment to different wiring configurations specific to the vehicle. This allows one switch to fit many vehicles.

FIG. 4 shows an alternative embodiment of the deactivation module 26 of FIG. 3 where the interface connection module 60 is located outside the housing 60. The interface connection module 60 connects directly to the wiring harness 43 in the same manner as the airbag diagnostics module 44 of FIG. 3 and in the same manner as for vehicles without a deactivation circuit. The interface connection module 60 includes wiring 64 extending to the housing 46 and wiring 66 extending to the airbag diagnostic module 44. The other wires 62 extend from the wiring harness 43 to the airbag assemblies 38, 42 without any splices. For this embodiment, the vehicle with the current airbag system has a deactivation capability without the need to couple to a wiring harness connected to the airbag system or wiring that connects to the airbags 38, 42 themselves. Can be modified to have. So, while the other components are typically common to various systems, the only part that needs to be adapted to various vehicles is the interface bonding module 60.

FIG. 5 shows the electronics behind the deactivation switch, which is operated mechanically by the key cylinder 50. The three boxes shown in FIG. 5 are the three parallel circuits in the same switch, the leftmost box shows the circuit that controls the light emitting diode (LED) display, and the middle box is the driver airbag non-contact. Shows the circuit for setting the operation,
The box on the right shows the circuit for setting the inactivation of the passenger side airbag. The switch 72 is, as shown in FIGS.
A four-position three-pole switch that is activated by rotation of the key cylinder 50.

Looking at the leftmost box in FIG. 4, the first switch position 74 corresponds to the on state of the driver and passenger side airbags, while the second switch position 78 corresponds to the driver side being off (inactive). The passenger side airbag corresponds to the ON state. The third switch position 80 corresponds to the driver on and the passenger side off (inactive), while the fourth switch position 76 corresponds to the driver and passenger side airbag off (inactive). The base 82 of the switch 72 is connected to a power supply that is activated when the vehicle ignition is on. For the first switch position 74, the power supply is not connected to any of the LEDs, and no light is emitted from the airbag deactivation module 26 (shown in FIGS. 1-4). When the switch 72 is in the second switch position 78, the driver-side off LED 84
Will operate. This LED 84 is located behind the indicator light opening 52 as shown in FIG. 4 and indicates to the vehicle driver that the driver side airbag assembly is inactive. When the switch 72 is in the third switch position 80, the passenger side LED 86 will be activated. This L
The ED 86 is, as can be seen from FIG.
And indicates to the vehicle driver that the passenger side airbag assembly has been deactivated. The diodes 88 and 90 separate the driver side airbag circuit and the passenger side airbag circuit.

The movement of the switch 72 affects the operation of the LED, while at the same time affecting the deactivation of the airbag assembly. The middle box in FIG. 5 shows the inoperative circuit of the driver side assembly. The base 92 of the switch 72 leads to a return line to the airbag diagnostic module for the driver side airbag assembly. Switch 72
Is in the first switch position 94 or the third switch position 96, the switch 72 is connected to the return line 99 from the airbag system for the driver side airbag assembly.
Is connected to. In these positions, the driver side assembly is ready for operation.

When the switch 72 is in the second switch position 98 or the fourth switch position 100, the wiring returning to the airbag diagnostic module is routed through the resistive fuse 102 to the driver side airbag assembly for the airbag system. And a power supply line 106 to the airbag diagnostic module. The driver side airbag assembly is now deactivated, but a resistive fuse 102 is connected to the driver side airbag system to allow current supply during diagnostics.

The box on the right side of FIG. 5 shows the deactivation circuit of the passenger side airbag assembly. Switch 72 Base 10
8 is connected to the return line to the airbag diagnostic module for the passenger side airbag assembly. Switch 72 is in first switch position 110 or second switch position 1
When at 12, switch 72 is connected to return line 114 from the airbag system for the passenger airbag assembly. In these two positions, the passenger side airbag assembly is operable. Switch 7
While 2 is in the third or fourth switch position 116, 118, the return line to the airbag diagnostic module is connected to the airbag system 12 via the resistive fuse 120.
2 and a power supply line to the airbag diagnostic module. The passenger airbag assembly is now deactivated, but a resistive fuse 120 is connected to the system to allow for current supply during diagnostics of the passenger airbag system.

The switch 72 is in the fourth switch position 7
At 6,100,118, the LED is activated and current flows through the resistive fuses 102,120 instead of the return lines 99,114 to deactivate the driver and passenger airbag assembly. Will do.

FIG. 6 shows the switch circuit of FIG. 5 in an alternative manner, with an alternative arrangement of similarly shown LEDs. The circuit is contained within the housing 46. The two bases 92, 108 of the switch 72 connect to the airbag activation switch 122 via the airbag diagnostic module 44. The airbag activation switch 122 is not further described as it is part of the overall airbag system and does not form part of the present invention. This circuit includes the LEDs 84 and 86 described in FIG.
It has two LEDs 124, 126, two of which are connected in parallel. This arrangement allows the driver and front passenger to visually recognize that a particular airbag assembly has been deactivated because if one of the LEDs fails, the other in parallel with it will still be lit. To make things possible.

FIG. 3 shows that the airbag is inactivated,
How the switch 72 is connected to the resistor type fuse 102,
120 is used to illustrate the isolation of current from each of the firing mechanisms 128, 130 of the airbag assemblies 38, 42. The resistive fuse elements 102 and 120 are mentioned above because they are designed to have a predetermined resistance as well as function as a fuse that opens at a predetermined level of current in this circuit. It is known to apply low power to airbag systems to test the integrity of the system. Circuit diagnostics performed during such operation utilize the resistance of any of the electrical components of the airbag, such as firing mechanisms 128,130. However, in a deactivated airbag, the resistance of a particular firing mechanism 128 or 130 is no longer connected to the circuit. To address this, the fuse 102 connected to the driver side of the circuit had a resistance that was in the resistance of the firing mechanism 128, and the fuse 120 connected to the passenger side of the circuit was in the resistance of the firing mechanism 130. With resistance. With this configuration, the airbag assembly 3
A diagnostic check can be performed even when one or both of the 8, 42 are deactivated.

With respect to the operation of the circuit shown in FIG. 5, switch 72 directs the flow of power from airbag assembly 38, 42 to one or both pairs of LED indicators and to one or both fuses. Move to another position where is supplied. During engine startup, a low current level test load is flowed through the circuit to perform a diagnostic check. If the airbag detection system (not shown) determines that an airbag deployment event has occurred during operation of the vehicle, the switch 122 is used as a general airbag detection system and will not be described further here. When closed, a relatively high current is supplied through the circuit. The current is, of course, high enough to deploy the airbag unless the airbag switch is in the inactive setting at the time of the event. If the fuses 102, 120 are connected by a circuit due to the switch position at the time of the event, the fuses will disconnect below the current level used by the airbag system to operate the airbag assemblies 38, 42. Preferably, it is sized. Thus, when an ignition event occurs that activates the airbag firing, one or both of the fuses 102, 120 will open the circuit, depending on which airbag assembly is currently inactive. The fuses 102 and 120 function as a memory so that it is easily detected whether the driver side, the passenger side or both airbags are deactivated.

FIGS. 7 and 8 show a key cylinder 50 and a key slot 136 extending into it. The key cylinder 50 is mounted on the housing of the airbag inactive module and is rotatable relative thereto. It also extends through the front of the bezel 48. Key slot 136 is sized to receive a typical ignition key 138 for a vehicle. The key 138 is partially inserted into the key slot 136 to allow rotational movement of the key cylinder 50 between the four airbag inactive positions. Key·
Slot 136, when its length is greatest, is aligned with the letter corresponding to the particular inoperative condition (as shown in FIGS. 1-4) to provide the driver and passenger occupant with an airbag inactive condition. Visual indication in addition to the LED. The key cylinder 50 is mechanically connected to the circuit shown in FIGS. 5 and 6 to control the position of the switch 72. A purely mechanical switch configuration for the deactivation setting ensures that the selected deactivation setting remains in its position, even when the vehicle is switched off or the engine stalls . This can avoid any problems associated with changing the inoperative setting when an engine stop condition occurs during vehicle operation.

This key arrangement, which is preferred, can be operated by any of the common vehicle ignition keys, but if desired only by keys having a particular manufacturer's shape. It can be configured to be operable. More specifically, the configuration shown in FIGS. 7 and 8 is similar to the ignition key tip 14 of the vehicle.
Inserting any flat object with a general dimension of 0 allows the cylinder to be rotated. The reason for giving this degree of freedom is that, in general, anyone who wants to make changes will do so with the ignition key, but anyone who wants to set it can intentionally do so. Is to make it possible. However, by requiring that at least something be inserted into the key slot, a change from inactive mode accidentally, such as would occur if the inactive module was simply configured with a manually operable switch or button. Is prevented by the key cylinder 50. Further, the need to insert an object such as a key prevents a child from playing in an inactive setting and changing to a position not desired by the vehicle driver.

In addition, the key slot 136 includes a key stop 142, where the key 138 is
Make sure you travel only a short distance before hitting 2.
The distance the key stop 142 is recessed into the key slot 136 depends on the typical ignition key 1
When 38 is in the slot, it is shallow so that it will fall when you release your hand. Thus, the ignition key 138, which would be activated instead of a manually operated switch or button, cannot remain in the slot. Key 13
There are two reasons why it is desirable to drop if 8 is not held by hand. First, as noted above, it is undesirable to allow a child or unrelated person to change settings without the driver's knowledge. Second
In addition, depending on the position of the key cylinder 50 in the instrument panel (possible positions shown in FIGS. 1 and 2), it is desirable for the key to protrude from the key slot of the instrument panel while driving the vehicle. May not be. This can create hard spots where a person can collide during a sudden deceleration of the vehicle.

FIGS. 9 and 10 show another embodiment, but are similar to FIGS. 2 and 3. FIG. For this embodiment, an additional remote indicator assembly 146 is provided and is electrically connected to the LED portion of the circuit shown in FIGS. Changes to the LED portion of the circuit in this embodiment are shown in FIG.

The remote indicator assembly 146 does not include any switch functions or key cylinder 50 and is much thinner and smaller than the airbag deactivation module 26.
This thinness and small size provide more flexibility in deciding where to mount the remote indicator assembly 146, and the ability to deactivate the airbag at that time will increase the likelihood that both the driver and front passenger will be able to see. It will definitely increase to the maximum. This increases the degree of freedom in arranging the airbag deactivation module 26 in the passenger compartment of the vehicle. Furthermore,
To be easily recognizable by the occupants of another vehicle,
Front bezel 1 with very similar appearance to main bezel 48
It has 47 and is similar to module 26.

In this embodiment, the module 26 is the glove box 1 of the instrument panel 20.
At 48 is depicted the arrangement. As a result, if the glove box door 150 is closed, the door 150 will be opened if one wishes to change the inoperative setting, but neither the vehicle driver nor the passenger occupant will have the airbag open. The activation module 26 will not be visible. To account for this, as shown in the schematic circuit of FIG. 12, the remote indicator assembly 146 includes an LED, a first pair 152 of LEDs for driver-side inactivity indication and a passenger side inactivity indication. A second pair of LEDs 154 for The circuit shown in this figure can be seen to correspond roughly to that shown in the schematic diagram of FIG. 6 with respect to the LEDs. The first pair 152 of LEDs is connected to the LEDs 84 and 124 in the main module 26 via the wiring 156, while the second pair 154 is connected to the LED 8 via the wiring 156.
6,126. In this way, when some or all of the LEDs 84, 86, 124, 126 in the main module 26 are activated, the corresponding pair of LEDs 15
2,154 are activated in the remote assembly 146.

The first pair of LEDs 152 is located behind the driver-side display 158 and the second pair of LEDs 154 is located behind the passenger-side display 160. The illuminated indicator allows the driver and the passenger in the passenger seat to easily determine the inoperative state of the airbag. Having two LEDs per indicator light means LED
If one of the airbags becomes inactive, the display means can display the inoperative state of the airbag.

It should be noted that the connector 159
Means that the wiring 156 is separated from the wiring 157 extending to the splice 58 through the wire. Wiring 156 has a splice location brought together by connector 162. This connector 162 provides the flexibility to mount the entire assembly to various vehicles with minimal changes in basic hardware, as described with reference to FIG.

FIG. 11 shows an embodiment replacing FIG. 10, and the difference is the same as the difference in configuration between FIGS. The remote indicator assembly 146 and circuitry are the same, but instead of the splice 58 as in FIG. 10, an airbag system connector 164 is connected between the original wiring harness 43 and the airbag diagnostic module 44. You.

FIG. 13 shows the connection between the airbag deactivation module 26 and the remote indicator assembly 146, as shown in FIGS. The connector 162 for connecting the indicator assembly 146 not only provides a location that allows different lengths of wiring 156 to be used depending on the location of the remote indicator assembly 146 and module 26 of each vehicle, but also provides one location. Module 26 provides the flexibility to be configured for many different vehicles. For vehicles that require remote indicator assembly 146, wire 156 is connected during installation to connector 162, while for vehicles that do not require remote indicator assembly 146, connector 162 is used. A cap 166 is used to close the cap. Therefore, it is not necessary to change the wiring for the vehicle requiring the remote part and the vehicle not requiring the remote part. Again, this makes it possible to manufacture only one type of main inactive module 26 for incorporation into many different vehicles.

FIG. 14 shows the bezel 48 when it is located in front of the instrument panel 20 of the vehicle. This figure again illustrates how to incorporate the same airbag deactivation module 26 into many different vehicles, even if the instrument panel has a different profile where the deactivation module 26 is installed. Indicates whether it is possible. A foam gasket 170 is mounted between the instrument panel 20 and the bezel 48, which will adapt the assembly to different instrument panel faces.

FIGS. 15 to 19 show the key cylinder 50 used in the previous embodiment described above. Key cylinder 5
0 is the opening 1 of the switch support portion 175 of the housing 46.
Enter 74. The openings 174 are generally larger in diameter than the outer barrel portion 176 of the key cylinder 50, but also include two smaller diameter portions 178, which in this particular embodiment are each 15 degrees wide and 165 degrees apart. is there. These small diameter portions 178 form a stop 180.

At the front of the cylinder 50 is mounted a key face 182, which is a key slot 13 into which a key is inserted if one wishes to change the inoperative setting.
6 inclusive. An arrow is formed on the front surface to visually indicate the direction of the cylinder, thereby indicating the position of the switch.

The rear wall of the key cylinder 50 forms a key stop 142, which preferably limits the degree to which a key can be inserted as described above with reference to FIGS. Is much shorter than the typical ignition key length. This is the key
In addition to meeting the desire to prevent keys from being left in the slots 136, it is also important to keep the thickness of the airbag deactivation assembly to a minimum and maximize the location that can be incorporated in various vehicles. Become.

Extending from the outer cylinder portion 176 is about 3
First and second rotation limiting tabs 184, 1 having a width of 0 degrees
86. As can be seen in FIG. 19, the first rotation limiting tab 18
The left end of 4 is approximately 15 degrees clockwise from the vertical axis, and the right end of the second rotation limiting tab 186 is adjacent to the vertical axis. The restricting tabs 184 and 186 have a larger outer diameter than the small diameter portion 178 of the switch portion 175, and will hit the stop 180 when rotated in a certain direction. Thus, the rotation range of the key cylinder 50 with respect to the switch unit 175 is limited. This rotation limit is dimensioned to allow switching between the four positions of the switch. In this case, the rotation range is approximately 45 degrees counterclockwise and approximately 90 degrees clockwise from the ON position of the airbag, as can be seen from FIGS. Switch control tab 18
8 cooperates with the switch 72 shown in FIGS.
Control the switch settings mechanically.

FIGS. 20 and 21 show another example of the key cylinder of FIGS. For this embodiment, the key cylinder 192 is substantially the same as the embodiment of FIGS. 15-19, except that the rotation limiting tab has been changed. The first rotation limiting tab 194 extends from about 15 degrees to the left of the vertical axis to about 75 degrees to the right of the vertical axis, as shown in FIG. The second rotation limiting tab 196 extends from a left end approximately 30 degrees below the horizontal axis to a right end approximately 30 degrees to the right of the vertical axis. Otherwise, except for the bezel described below,
This cylinder, which is integrated with the other switch parts that remain unchanged, is the same as that of FIGS. The key cylinder 192 with the modified restriction tabs 194, 196 is configured to allow only the deactivation of the passenger airbag. Restriction tabs 194 and 196 will hit stop 180 before the switch reaches the driver side airbag inactive or both airbag inactive positions.

Since only the deactivation of the passenger side airbag is possible with this key cylinder 192, a different bezel 198 is used to indicate this to the driver and passenger occupant. While the cylinder 192 and bezel 198 have changed, all other parts of the deactivation assembly have remained the same, while minimizing the overall cost for various alternatives, while deactivating the specific vehicle. Gives you the freedom to decide when to incorporate what is possible. So, for this embodiment, although not all four switch positions are used,
There is no change in the electric circuit and the switch mechanism.

FIGS. 22 and 23 show another embodiment of the key cylinder of FIGS. In this embodiment, the rotation limiting tab is changed so that only the driver-side airbag can be deactivated, not the passenger-side only or the driver-side and passenger-side deactivation. As can be seen in FIG. 25, the first rotation limiting tab 200 extends from the left end approximately 15 degrees to the right of the vertical axis to the right end approximately 15 degrees below the horizontal axis. Second rotation restriction tab 2
02 extends from the left end adjacent to the horizontal axis to the right end adjacent to the vertical axis. The bezel 204 shows only two switchable positions. As in the embodiment of FIGS. 22 and 23, the rest of the deactivation system remains unchanged.

FIGS. 24 and 25 show yet another embodiment of the key cylinder of FIGS. For this example, the rotation limit tab has changed again,
The driver or the passenger side can disable the airbag, but cannot do both. As shown in FIG. 25, the first rotation limiting tab 206 extends from the left end about 15 degrees to the right of the vertical axis to the left end about 15 degrees above the horizontal axis.
spread. The second rotation restricting tab 208 is located approximately 30 degrees below the horizontal axis.
It extends from the left edge of the degree to the right edge adjacent to the vertical axis. The bezel 210 displays only three switchable positions.

Finally, as shown in FIGS. 15 to 25, by positioning the switch so that the key cylinder and the bezel are interchangeable and designing the key cylinder, during the integration of the system, The inactive combinations can be limited according to customer and regulatory requirements. At the same time, the rest of the inactive assembly, except for the key cylinder and the bezel, can remain the same.

While certain embodiments of the invention have been described in detail, those skilled in the art to which the invention pertains will appreciate various alternatives and embodiments for implementing the invention as defined by the appended claims. An example will be conceived.

[Brief description of the drawings]

FIG. 1 is an elevational view of an automobile instrument panel showing an attached state of an airbag deactivating system according to the present invention.

FIG. 2 is a view similar to FIG. 1 showing an alternative mounting state of the airbag deactivating system.

FIG. 3 is a partial schematic view of an airbag deactivation system according to the present invention, as applicable to FIGS. 1 and 2;

FIG. 4 is a partial schematic view similar to FIG. 3 of the airbag deactivation system.

FIG. 5 is an electrical schematic of a deactivation switching circuit used in the system shown in FIGS. 3 and 4 according to the present invention.

FIG. 6 is an electrical schematic of an alternative showing a slightly modified configuration of the deactivation circuit of FIG. 5;

FIG. 7 is a schematic side view of a part of a key and a key cylinder according to the present invention.

FIG. 8 is another side view of the key shown in FIG. 7 and a portion of the key cylinder.

FIG. 9 is an elevational view similar to FIG. 2, showing another alternative of the present invention.

FIG. 10 is a partial schematic view similar to FIGS. 3 and 4 showing the airbag deactivating circuit shown in the embodiment of FIG. 9;

FIG. 11 is a view similar to FIG. 10 showing another alternative of the airbag deactivation circuit of FIG. 7;

FIG. 12 is an electrical schematic diagram corresponding to the airbag deactivation circuit shown in FIGS. 10 and 11;

FIG. 13 is a schematic diagram showing a connector configuration for the airbag deactivation system shown in FIGS. 10 and 11;

FIG. 14 is a plan view of a portion of a bezel and a key cylinder according to an additional embodiment of the present invention.

FIG. 15 is an exploded perspective view of a key cylinder according to the present invention.

16 is a view of the key cylinder as viewed in the direction of arrow 16 in FIG.

FIG. 17 is a sectional view taken along lines 17-17 of FIG. 15;

FIG. 18 is a view as seen in the direction of line 18 in FIG. 16;

FIG. 19 is a sectional view taken along lines 19-19 in FIG. 16;

FIG. 20 is a front view of a switch plate of an airbag according to another embodiment of the present invention.

21 is a sectional view similar to FIG. 19 showing the embodiment of FIG. 20;

FIG. 22 is a view similar to FIG. 20, illustrating another embodiment of the present invention.

FIG. 23 is a sectional view similar to FIG. 19 showing the embodiment of FIG. 22;

FIG. 24 is a view similar to FIG. 20, illustrating another embodiment of the present invention.

FIG. 25 is a sectional view similar to FIG. 19 showing the embodiment of FIG. 24;

[Explanation of symbols]

138 vehicle ignition key 38,42 airbag assembly 26,32 deactivating circuit 72 switch 50 key cylinder 142 limiting means (key stop) 136 key slot 188 switch operating means 184,186,194,196,200 , 202,2
06,208 switch limiting means (rotation limiting tab) 198,204,210 compatible bezel

 ────────────────────────────────────────────────── ─── Continuing the front page (72) Inventors Jay, Bee, Dornmond Bitter Suite, Southfield, Michigan, United States, 23040 (72) Inventors Thomas, F, Flinic Troy, Michigan, United States, Orchard Trail, 2828 (72) Inventor Matt, Alan, Niszlkowski Troy, Victoria, Michigan, United States, 38 69 (72) Inventor Richard, Michael, Ross United States Grossil, Michigan, Cadillac Circle, 8669 (72) Inventor Paul, Simmons United States of America Chesterfield, Michigan, Deborah Circle, 51687

Claims (6)

[Claims] An airbag assembly, operable by a vehicle ignition key, including an airbag assembly, a switch having a plurality of switch positions, acting on the airbag assembly and selectively deactivating the airbag assembly. And a key cylinder operatively engaged with the switch to move the switch between the switch positions, the key cylinder being substantially longer than the length of the vehicle ignition key. Limiting means for limiting the insertion of the vehicle ignition key to a predetermined distance within the key cylinder which is relatively small, so that the vehicle ignition key cannot be supported by the key cylinder alone. Airbag restraint system used in automobiles. 2. The key means of claim 1 wherein said limiting means is provided on said key cylinder and has a width and height sized and large enough to receive a vehicle ignition key therethrough.
The airbag restraint system according to claim 1, comprising a slot. 3. An airbag restraint system according to claim 2, wherein said restricting means includes a key stop within said key cylinder spaced from said key slot. 4. An airbag restraint system operable by a vehicle ignition key and including first and second airbag assemblies, wherein said airbag restraint system operates on said first and second airbag assemblies. An airbag deactivating circuit including a switch having a switch position, a switch operating means operatively engaging with the switch and selectively moving between the four switch positions, and a switch operation of the switch operating means, An airbag restraint system for use in a vehicle having switch limiting means for selectively limiting less than four switch positions. 5. The switch actuating means includes a key cylinder interchangeably connected to the air bag deactivating circuit for effecting movement between the four switch positions. The airbag restraint device according to claim 4, wherein the switch restricting means includes a rotation restricting tab protruding from the key cylinder and restricting a rotation range of the key cylinder. 6. An interchangeable bezel mounted adjacent to said key cylinder and having an indication therein indicating the rotational position of said four switch positions.
An airbag restraint system according to claim 1.