KR100523976B1 - An Airbag Inflator and an Airbag Apparatus - Google Patents

Abstract

The inflator for the airbag includes a non-azide-based gas generating propellant surrounding the ignition device attached in the housing. The gas generating propellant is surrounded by a coolant / filter device having a pressure loss of 0.3 x 10 ^-2 to 1.5 x 10 ^-2 kg / cm 2 at a flow rate of 100 l / min / cm ² . A gap is provided between the outer periphery of the coolant / filter unit and the housing so that combustion gases pass through the entire area of the coolant / filter unit. The coolant / filter device is also surrounded by an expansion inhibiting layer that prevents the coolant / filter device from expanding due to combustion of the gas generating propellant.

Description

An airbag inflator and an airbag apparatus

The present invention relates to an inflator for an airbag, and a system using an inflator for an airbag to enhance driver and occupant protection, including side impact protection in automobiles and the like.

Conventional inflators for airbags are relatively complex structures, such as steel housings that define internal ignition, combustion, and filter chambers by fully formed and / or welded internal compartments. Moreover, in many cases coolant structures such as filters formed from heat inducing materials and the like require the complexity of the structures described above to withstand the temperatures and pressures generated within these inflator structures.

Many conventional inflators use azide base gas generators such as sodium azide base materials with relatively high burn rates and unwanted toxicity levels and combustion products associated with ash and mist.

Thus, the prior art controls with internal chambers formed in part by an improved coolant / filter structure to produce small amounts of unwanted mists and ash-like combustion products and to reduce size and cost while increasing the effectiveness of the airbag inflator. There is a need for a simpler inflator structure formed from sheet metal that utilizes possible burn rates, gas volume production, internal pressure, and internal temperature.

Azide-based gas generating materials (eg, NaN 3 / CuO) have a relatively high linear combustion rate of about 45-50 mm / sec under a pressure of 70 kg / cm 2. Even in the form of relatively large pellets or disc shaped pieces with good shape retention due to their relatively high linear burn rate, the azide gas generating material is required for example of 40-60 milliseconds when used as an inflator for an airbag for a driver's airbag. Full burn time can be satisfied.

Non-azide gas generating materials are well developed for environmental impact and passenger safety. However, such materials generally have a linear combustion rate of 30 mm / sec or less. If the combustion rate is about 20 mm / sec, the gas generating material is manufactured in the form of a pellet having a diameter of 2 mm or a disk having a thickness of 2 mm, and its shape retention is advantageous. The desired burn time of 60 milliseconds cannot be achieved. If the linear combustion rate is about 20 mm / sec, the pellet diameter or disk thickness of the material will be about 1 mm to achieve the desired burn time. If the linear combustion rate is 10 mm / sec or less, the disk of gas generating material is required to have a thickness of 0.5 mm or less. Therefore, it is practically impossible to manufacture gas generating materials in the form of pellets or discs that are industrially stable and can withstand the vibration of automobiles for a long time. It was difficult to develop an inflator for an airbag to achieve the desired performance.

In a specific example, U.S. Pat., Evans et al., October 15, 1985. A conventional airbag inflator disclosed in patent 4,547,342 is shown in FIG.

The housing 40 has a dispersing shell 41 and a closing shell 42. The dispersing shell 41 has three concentric cylinders 43, 44, 45 formed of iron and completely formed of the circular portion 46. Like the dispersion shell 41, the closing shell 42 is also made of iron and has three concentric welds 50, 51 and 52. The dispersing shell 41 and the closing shell 42 are joined together to these welds 50, 51, 52 by friction welding. In the prior art, it is common to form the shell of the inflator for iron airbags.

In this airbag inflator, the cylinder 43 defines the ignition means accommodation chamber 53, the cylinder 44 defines the combustion chamber 54 and the cylinder 45 defines the coolant / filter chamber 55. The ignition means accommodation chamber 53 houses an ignition means consisting of an igniter 56 and a moving charge 47. In the combustion chamber 54, a pellet of the gas generating material 57 is mounted and ignited by the ignition means to generate the gas and cool the combustion gas with a primary coolant / filter 58 surrounding the gas generating material 57 and to burn the combustion particles. To detain. The coolant / filter chamber 55 is equipped with a secondary coolant / filter 59 to further cool the combustion gas and detain the combustion particles.

Steel products have a disadvantage of being expensive even if they are uniform and occupy a lot in the metal structure. U.S. When the shell member having many concentric cylinders disclosed in the patent is made of steel, the circular portion 46 is not flat, needs cutting work and is expensive due to the increase in the number of manufacturing processes. U.S. In the shell member having the cylinder 43 completely formed with the circular portion 46 as in the patent, the overall shape of the dispersion shell 41 should be changed when the volume of the cylinder 43 is changed. Therefore, it is not easy to change the volume of the cylinder 43. In the above airbag inflator, since the coolant / filter chamber is formed outside the combustion chamber, the diameter of the airbag inflator is increased and its size and weight are increased. Moreover, the combustion chamber is limited to the cylinder 44 of the dispersing shell and the distributing shell is of a complicated shape, making it difficult to manufacture the inflator for the airbag and increasing the price.

In another embodiment, the coolant for the inflator for the airbag is obtained by rolling a strip of metal sieve into a multi-layer cylinder to cool the combustion gas generated in the combustion chamber of the inflator for the airbag through and capture relatively large combustion particles. 12 is described in U. S. Zander et al., February 20, 1990. An inflator for an air bag mounted with a conventional coolant similar to that shown in patent 4,902,036. The inflator for the air bag includes a housing 231 having a gas outlet 230, an ignition means accommodation chamber 232 defined to the center of the housing 231, a combustion chamber 233 defined outside of the ignition means accommodation chamber 232, and a combustion chamber. And a coolant / filter chamber 234 defined outside of 233. An ignition means or an igniter 235 and a moving charge 236 are disposed in the ignition means accommodation chamber 232, and a barrel 238 filled with the gas generating material 237 ignited by the ignition means is disposed in the combustion chamber 233. To generate gas, and a coolant 239 for cooling the combustion gas generated in the combustion chamber 233 and a filter 240 for purifying the combustion gas are disposed in the coolant / filter chamber 234. The combustion chamber 233 is defined by a combustor cup 243 such as a cup having an outlet 244 for discharging combustion gas and a central hole 245 formed at the bottom thereof. The coolant / filter chamber 234 is divided by the retainer 242 into an upper chamber and a lower chamber, the upper chamber including the filter 240 and the lower chamber including the coolant 239.

When a sensor (not shown) detects a collision, a signal is sent to the igniter 235, which acts to ignite the moving charge 236, generating a flame of high temperature and high pressure. The flame passes through the opening 241, penetrates the walls of the keg 238 and ignites the gas generating material 237 contained therein. Accordingly, the gas generating material 237 is burned to generate gas ejected through the discharge port 244 formed in the combustor cup 243, and cooled by passing through the coolant 239. Here, relatively large combustion particles are collected and the residual combustion particles are collected with the gas passing through the filter 240 again. The gas to be cooled and purified is discharged through the gas outlet 230 and flows to the airbag (not shown). Thus, an inflator for an airbag to form a cushion between the occupant and the rigid structure protects the occupant from collision.

Conventional coolants have problems in terms of effectively trapping fine combustion particles because of their simple purifying structure. Therefore, the filter must be used in addition to the coolant. Moreover, conventional coolants have a small pressure loss (good gas permeability), which makes it difficult to define a pressure chamber such as a combustion chamber. Therefore, it is necessary to form a combustion chamber separately from the coolant by using a limiting member such as a combustor cup, a combustion ring, or the like.

Thus, inflators for airbags equipped with conventional coolants use an increased number of parts and have increased diameter resulting in increased size and weight.

Moreover, the conventional coolant having a small bulk density (the value obtained by dividing the size of the molded body by the bulk volume) cannot limit the pressure chamber and has a small shape holding strength, which deforms when using gas pressure, and thus has the adverse effect of trapping combustion particles. Occurs.

It is an object of the present invention to provide an improved and relatively simple inflator structure for an airbag.

Another object of the present invention is to provide an improved inflator structure for airbags using a coolant / filter structure to limit the outer circumference of the combustion chamber in the inflator containing gaseous material.

It is another object of the present invention to provide an improved and simple inflator structure for airbags using non-azide-based gas generating materials.

Another object of the present invention is an improved and simple inflator structure for airbags using non-azide-based gas generating materials and an improved coolant / filter structure for defining the outer periphery of the combustion chamber in the inflator containing the non-azide-based gas generating materials. To provide.

It is a further object of the present invention to provide an improved and simple inflator structure for an airbag which includes an improved cooperation between the outer housing of the structure and an internal coolant / filter structure defining the outer periphery of the combustion chamber inside the outer housing.

It is another object of the present invention to provide an inflator structure and system for an airbag for drivers, occupants, and lateral collision applications using the structures, components, and / or propellants of the present invention.

These and other objects of the present invention will be more fully shown in the following description and drawings, which are directly connected to some preferred embodiments, components, and propulsion agents that form associations and / or portions with the inflator of the invention.

Summary of the Invention

A. Overall Structure

The inflator for the airbag of the present invention consists of: a housing having a dispersing shell and a closing shell, wherein the distributing shell is formed by pressing a metal plate with a gas outlet and the closing shell is formed by pressing a metal plate with a central hole; A central cylinder member made of a concentric circle mounted in the housing and having a center hole for forming an ignition means accommodation chamber; And a coolant / filter disposed around a central cylinder member intended to define a combustion chamber for gas generating means with a pressure loss of 0.3 x 10 ^-2 to 1.5 x 10 ^-2 kg / cm 2 at a flow rate of 100 l / min / cm 2 at room temperature. Where the coolant / filter is applied to cool the combustion gas and to arrest the combustion particles; In the event of a collision, gas generated in the combustion chamber enters the airbag to protect the occupant from the collision.

Thus, one preferred embodiment of the inflator for an airbag of the present invention includes a dispersing shell, a closing shell, a central cylinder member, and a coolant / filter. These four members are manufactured separately. That is, the dispersion shell and the closed shell are formed by pressing the metal plate; The center cylinder member is preferably manufactured by rolling a metal plate into a cylinder and welding the opposite side thereof; The coolant / filter is preferably produced by stacking flat metal meshes in the radial direction and compressing them in the radial and axial directions.

In the prior art, the shape of the dispersion shell is simplified by separating the central cylinder member which is formed completely from the dispersion shell into the circular portion of the dispersion shell. Because of this separate shape, the volume of the center cylinder member can be varied as required independently of the dispersing shell. The center cylinder member can be manufactured at low cost, for example using the UO press method. Such weld pipes can be produced by UO press method (including forming U-shaped plate, forming O-shaped plate, and welding seams) or electric resistance welding method (rolling plate to cylinder and resisting heat). And passing a large flow when pressure is applied to the seam to weld the seam).

Formation of the dispersing shell and the closing shell by pressing facilitates manufacturing and reduces the manufacturing cost.

The coolant / filter of the inflator for the airbag is arranged to enclose the central cylinder member to define together the combustion chamber for the gas generating means to the housing. This coolant / filter has a predetermined pressure loss, which allows the pressure of the combustion gas generated in the combustion chamber to be maintained at a desired value for normal combustion of the gas generating means. The inflator for the airbag makes it possible to remove the combustion chamber partition wall member provided in addition to conventional coolants such as combustion rings and combustor cups. Moreover, because of the relatively large predetermined pressure, the coolant / filter of the inflator for airbags of the present invention can detain combustion contaminants or particles contained in the combustion gas with good efficiency. Thus, it is possible to remove a filter conventionally provided in addition to the coolant.

An alternative embodiment of the inflator structure removes the center cylinder by use of an ignition bin mounted to the closing shell and located in the center of the housing in a combustion chamber defined by the coolant / filter and the housing. The coolant / filter is preferably referred to herein as a coolant / filter structure or device that better describes the duality of the function of cooling and filtering the gas generated by the non-azide-based gas generating material.

In one preferred embodiment, the pressure loss through the coolant / filter structure is preferably set at 0.5 × 10 ⁻² to 1.2 × 10 ⁻² kg / cm 2 at a flow rate of 100 l / min / cm 2 at room temperature. More specifically, it is set at 0.7 x 10 ^-2 to 0.9 x 10 ^-2 kg / cm 2 at a flow rate of 100 L / min / cm 2 at room temperature. If additional sieve layer is provided to reinforce the coolant / filter, the layer has a pressure loss of at least 1.5 × 10 ⁻² kg / cm ² under these same conditions.

Suitable solid gas generating means for the inflator for an air bag include pellets of gas generating material of NQ / Sr (NO 3) 2 / CMC. This is a mixture of 3.44 wt% NQ (nitroguanidine), 57.6 wt% Sr (NO3) 2 (strontium nitrate) and 10 wt% CMC (carboxymethylcellulose). NQ is the fuel, Sr (NO3) 2 is the oxidant, CMC acts as a binder.

The solid gas generating material preferably has a linear combustion rate of 5-30 mm / sec, more preferably 5-15 mm / sec under a pressure of 70 kg / cm 2.

The dispersing and closing shells are stainless steel plates 1.2 to 3.0 mm thick. The outer diameter of the dispersion shell is 45 to 75 mm and the closed shell has 45 to 75 mm. It is preferable that a narrow gap of 1.0 to 4.0 mm width is formed between the outer peripheral wall formed by the dispersing shell and the closing shell and the coolant / filter.

The dispersing shell and the closing shell together form a housing of the inflator for the airbag, and at least one of the shells may be formed with a mounting flange. The dispersion shell and the closed shell are combined together by various welding methods such as plasma welding, friction welding, extrusion welding, electron beam welding, laser welding and TIG arc welding. Nickel-plated steel sheet may be used as a material for the dispersing shell and the closing shell in place of the stainless steel sheet. The narrow gap between the outer shell formed by the dispersing shell and the closing shell serves as a gas passage, and is cooled by a coolant / filter. The purified gas is passed through to the gas outlet of the dispersion shell.

The gas outlet of the dispersion shell has a diameter of 2.0 to 5.0 mm and a total of 12 to 24 outlets can be arranged in the circumferential direction.

The center cylinder member for the electrically activated inflator is formed from a pipe, which is manufactured by rolling a stainless steel sheet 1.2 to 3.0 mm thick into a cylinder having an outer diameter of 17 to 22 mm and welding the opposite side. In the case of mechanically operated inflators, the center cylinder plate is 1.5 to 7.5 mm thick with an outer diameter of 19 to 30 mm.

The center cylinder member preferably has a total of 6 to 9 through holes of 1.5 to 3.0 mm diameter arranged circumferentially. These through-holes are arranged in two staggered rows, one of which may consist of three through-holes, for example, an outer diameter of 1.5 mm, and the remaining ones may consist of three through holes, an outer diameter of 2.5 mm. The central cylinder member forms a cavity chamber for receiving an ignition means consisting of an igniter and a moving charge. The through hole injects a flame of mobile charge. The central cylinder member has an inner circumference tapped into the dark chamber and the igniter is formed of a male chamber at the outer circumference. By screwing the igniter with the center cylinder member, the ignition means can be firmly fixed to the center cylinder member. Alternatively, the central cylinder member may have a swaging portion at one end, which is swung to secure the ignition means to the central cylinder member. It can also be secured by welding. Methods of securing the central cylinder member to the dispersing shell include friction welding, protrusion welding, laser welding, arc welding and electron beam welding.

The coolant / filter is preferably produced by stacking flat metal meshes in the radial direction and compressing them in the radial and axial directions. The coolant / filter thus formed has a complex purification structure and also has good detaining capability. In this way, a complete coolant / filter having both a cooling function and a detaining function is realized. In a preferred embodiment, the coolant / filter has a pressure drop of 0.3 × 10 ⁻² to 1.5 × 10 ⁻² kg / cm 2 and a flow rate of 100 l / min / cm ² under normal temperature conditions.

More specifically, the manufacturing of coolant / filter includes forming a flat stainless steel mesh into a cylinder, repeatedly folding one end of the cylinder outward to form an annular multilayer, and compressing the multilayer in a die. . Alternatively, the coolant / filter may be made by compressing the multilayer cylinder body in a die by forming a flat stainless steel sieve into the cylinder and pressing the cylinder radially to form the plate member and rolling the plate member into the multilayer cylinder body. Stainless steels used in the sieves include SUS304, SUS310S, and SUS316 (JIS standard). SUS304 (18Cr-8Ni-0.06C) and austenitic stainless steels exhibit excellent corrosion resistance.

The coolant / filter may also be formed from a bilayer having a mesh of 0.3 to 0.5 mm wire diameter and a 1.5 to 2.0 mm thick layer of sieve having a wire diameter of 0.5 to 0.6 mm inside the mesh. The inner mesh layer provides coolant / filter protection, i.e. the protection of the coolant / filter against flame from the ignition material injected towards the coolant / filter, against the combustion gases produced when the gas generating material is ignited and combusted by the flame. Have

The coolant / filter may have an outer diameter of 55 to 65 mm, an inner diameter of 45 to 55 mm and a height of 26 to 32 mm, while also having a thickness of 5 to 10 mm. Alternatively, the outer diameter may be 40 to 65 mm, the inner diameter is 30 to 55 mm, and the height may be 19 to 37.6 mm. Preferably the coolant / filter has a coolant / filter support member for blocking displacement. The coolant / filter support member is disposed toward the flame through hole formed in the central cylinder member and has a flameproof portion covering the inner circumferential surface of the coolant / filter. The flame retardant has a coolant / filter protection function to protect the coolant / filter from flames injected against the coolant / filter, and a combustion promotion function to change the flame transfer direction to ensure that the flame reaches the entire gas generating material from the ignition material. Have The coolant / filter support member may be formed of a stainless steel sheet or a steel sheet having a thickness of 0.5 to 1.0 mm.

In order to prevent the ingress of external moisture into the housing, the gas outlet of the dispersion shell is preferably sealed with an aluminum sealing tape having a width of 2 to 3.5 times the diameter of the gas outlet. The attachment of the aluminum tape can be made, for example, using sticky aluminum tape or a binder, more specifically a hot melt adhesive which can be thermally melted and provide a secure bond.

Cushions for gas generating materials can be mounted into the combustion chamber. The cushion is made of stainless steel mesh and is secured to the inner surface of the closing shell. The support plate preferably has a bend at its inner and outer circumferences and its elasticity reliably places the support plate between the central cylinder member and the coolant / filter. If the cushion is formed of a stainless steel sieve, it can also be used as a coolant. The cushion may also be formed from silicone foam.

The overall height of the housing is preferably in the range between 30 and 35 mm.

The coolant / filter has a predetermined wire diameter and a predetermined bulk density. Appropriate setting of wire diameter and bulk density also makes it possible to detain the combustion particles in the combustion gas well and to significantly increase the shape retention strength of the coolant / filter, thus preventing the coolant / filter from deforming to gas pressure and reducing combustion contaminant particles. It is possible to ensure the normal function of detaining and to reduce the coolant / filter in thickness. This bulk density is preferably 3.5 to 4.5 g / cm 3 but can be 3.0 to 5.0 g / cm 3 with a wire diameter of 0.3 to 0.6 mm.

Instead of metal mesh, sintered metal may be used to form the coolant / filter device. The coolant / filter can also be formed from composites of metals and ceramics and foamed metal bodies.

Some other embodiments of the coolant / filter structure are provided and will be described more fully in the detailed description of the invention in the accompanying drawings.

In addition, the present invention U.S. It can be used as an aluminum housing as described in patent 5,466,420. In this case, the housing having a thickness of 2-4 mm is formed by a method other than press forming and the dispersing shell is connected to the closing shell by friction welding.

The inflator device for an airbag of the present invention consists of:

Inflator for airbags containing:

A housing having a dispersing shell and a closing shell, wherein the distributing shell is formed by pressing a metal plate with a gas outlet and the closing shell is formed by pressing a metal plate with a central hole;

A central cylinder member made of pipe, mounted in the housing and attached concentrically with a central hole to form a chamber for ignition means; And

A metal mesh coolant / filter having a wire diameter of 0.3 to 0.6 mm, having a bulk density of 3.0 to 5.0 g / cm 3, arranged to enclose a central cylinder member to define a combustion chamber for gas generating means, and 100 l / min at room temperature. Having a pressure loss of 0.3 x 10 ^-2 to 1.5 x 10 ^-2 kg / cm 2 at a flow rate of / cm 2, a coolant / filter is used to cool the combustion gas and to retain the combustion particles;

A shock sensor for detecting a collision and outputting a collision detection signal;

A control unit for receiving a collision detection signal and outputting a driving signal to the ignition means of the inflator for the airbag;

An airbag to be inflated by receiving gas generated by the inflator for the airbag; And a module case for accommodating the airbag.

B. Short-Haul Pathway Prevention

Another embodiment of the present invention provides the ability to form inflator housings of relatively thin material by preventing gas from deforming the housing and bypassing the cross section of the coolant / filter as a result of this deformation. The present invention provides a combined coolant / filter and a cooperating obstruction structure that excludes short passages or bypasses of the coolant / filter, which will be described more fully in the detailed description of the drawings. Without such a protection structure, unfiltered combustion particles can be present in the inflator, damaging the associated airbag. The provided structure is for both driver, occupant and side impact inflator placement.

C. Housing Scale to Receive Non-Zided Propellants

To accommodate the relatively slow burning speeds (less than 30 mm / sec) of many non-azide propellants and to apply the A / At ratio to ensure complete combustion of gas-generating materials at appropriate time intervals in driver, passenger and side impact applications. Where A is the total surface of the gas generating material and At is the total area of the gas dispensing or gas outlet in the dispersing shell of the inflator housing.

In the case of an inflator for a driver's seat airbag, the preferred amount of non-azide propellant is on the order of 20-50 g. In a passenger seat application, the preferred amount of non-azide-based propellant is 40-120 g; And from 10 to 25 g in side impact application. This combustion scale is further enhanced by controlling the particle diameter of the non-azide gas generating material, which will be described more fully in the text. Another controlled measure is the internal volume of the inflator and also the amount of gaseous material that will be described more fully in the text. Furthermore, optimization of the gas flow is achieved by controlling the gap between the housing end wall and the coolant / filter or the radial (annular) cross-sectional area St of the defined gas passage, which is greater than or equal to the total area At of the gas outlet or dispersal opening. The St / At ratio should preferably be in the range of 1 to 10, more preferably 2 to 5.

To maintain this annular cross-sectional area of the gap or gas passage, the coolant / filter is provided with an outer porous cylindrical reinforcement that defines the inner wall of the gas passage and prevents expansion of the coolant / filter into the passage under the pressure of the generated gas. Other suitable outer peripheral support layers may also be provided for this purpose.

The coolant / filter structure of the present invention controls the solid particle content of the gas discharged from the dispersing sphere of 2 g or less, preferably 1 g or less and 0.7 g or less.

Furthermore, the total area At of the dispersing port / volume of the gas produced for the non-azide gas generating material having a linear combustion rate of 30 mm / sec or less under a pressure of 70 kg / cm 2 is a maximum pressure of 100 to 300 kg / cm 2. Maintains the desired index and the area At controlled by the size and number of dispersing spheres to the extent that the range is maintained in an inflator housing having a volume of 130 mm 3 or less. At a housing volume of 120 mm 3, the total area of the gas outlet is preferably 1.13 cm 2.

Detailed description of the drawings

Example 1

1 is a cross-sectional view of an inflator for an airbag of the present invention. The inflator for the airbag comprises a housing 3 consisting of a dispersing shell 1 and a closing shell 2, a central cylinder member 4 inside the housing 3, and a coolant / filter 5 enclosing the central cylinder member 4. It includes.

The dispersion shell 1 is manufactured by pressing a stainless steel sheet, and its circumferential wall 6 is formed of twenty gas outlets 7 having a diameter of 3 mm arranged at equal intervals in the circumferential direction. The dispersion shell 1 has a recess 9 inward in the center of the circular portion 8. The recessed part 9 holds the moving device container 10 of the ignition device shown between the ignition device ignition 18. The closing shell 2 is manufactured by pressing a stainless steel sheet and has a center hole 12 in the center. Arranged concentrically with the central hole 12 is a central cylinder member 4 and at its free end the end face 34 is interlocked with the inner surface 35 of the closing shell. The closing shell 2 also has a fixed flange portion 14 at the free end of the circumferential wall portion 13. The dispersing shell 1 and the closing shell 2 are fitted together at the circumferential wall part thereof to form the housing 3 and joined by laser welding 15.

The center cylinder member 4 is made of stainless steel pipe with both ends open, one of which is tapped with a female screw 32 and the other end is fixed to the circular portion 8 of the dispersing shell by inert gas arc welding so that the center cylinder member 4 The second end of) seals the recess 9. An ignition device accommodating chamber 17 for accommodating the ignition device in the central cylinder member 4 is formed. The ignition device consists of an igniter 18 that is activated by a signal from a sensor (not shown), and a moving container 10 containing a moving agent (i.e., an ignition-moving or enhancer) to be ignited by the igniter 18. The outer circumferential surface of the igniter 18 has a male screw 36 which is interlocked with the female screw 32 of the center cylinder member for reliably fixing the igniter 18 to the center cylinder member 4. The flange portion 37 of the igniter 18 has a function of preventing the screw from loosening. The igniter 18 has an O-ring 20 fitted in the outer circumferential groove, which acts as a seal for the igniter receiving chamber 17. The center cylinder members 4 are arranged in a staggered relationship near the second end on the distributing shell side. It has two rows of through holes 21. In this embodiment, one of the two rows consists of three through holes 1.5 mm in diameter and the other three columns of 2.5 mm in diameter.

Some preferred structural measures for the dispersing and closing shells 1 and 2 and the inner cylinder 5 are as follows:

The dispersing shell and the closing shell are preferably made of stainless steel sheet 1.2 to 2.0 mm thick and have an outer diameter of 65 to 70 mm and 65 to 75 mm, respectively. It is also preferred that a narrow gap of 1.0 to 4.0 mm width is formed between the outer circumferential wall formed by the dispersing shell and the closing shell and the coolant / filter 5.

The gas outlets of the dispersion shells are preferably set to 2.0 to 5.0 mm diameter and a total of 16 to 24 gas outlets are arranged in the circumferential direction.

The center cylinder member can be manufactured by rolling a stainless steel sheet 1.2 to 3.0 mm thick and welding the seam to a pipe having a 17 to 20 mm outer diameter.

The central cylinder member has a total of 6 to 9 through holes, preferably 1.5 to 3.0 mm in diameter, arranged circumferentially.

These through holes are preferably arranged in two staggered rows, one of which consists of three through holes of 1.5 mm diameter and the other of three through holes of 2.5 mm diameter.

In addition the center cylinder 4 is preferably of different sizes depending on the use of an electrical or mechanical collision sensor. The cylinder wall thickness in the mechanical system is 1.5 to 7.5 mm with an outer diameter of 19 to 30 mm; In electrical systems, the cylinder wall thickness is 1.2 to 3.0 mm with an outer diameter of 17 to 22 mm.

The coolant / filter 5 is arranged to surround the center cylinder member 4 to define a gas generating annular combustion chamber 22 having a housing 3 around the center cylinder member 4. The coolant / filter 5 is made by stacking flat stainless steel sieves in a radial direction and compressing them in a radial and axial direction and having a bulk density of 3.0 to 5.0 g / cm 3. The preferred method of forming the coolant / filter 5 will be described with reference to the drawings. First, the stainless steel wire having a diameter of 0.3 to 0.6 mm is flat to form the cylindrical body 60 shown in FIG. Next, one end 61 of the cylindrical body 60 is folded outward as shown in FIG. 3. This folding operation is repeated to form an annular multilayer body 62. The number of folding operations is measured taking into account the wire diameter and the coolant / filter thickness. Finally, the multilayer body 62 is placed on a die (not shown) and compressed in the radial and axial directions until its bulk density is between 3.0 and 5.0 g / cm 3, resulting in a coolant / filter 5 as shown in FIG. 4. To form.

The coolant / filter of the present invention is obtained by thinning a flat metal mesh having a wire diameter of 0.3 to 0.6 mm in the radial direction and compressing it in the radial and axial directions. The coolant / filter obtained by laminating and compressing a metal mesh having a flat structure in the radial direction shows a complex purification structure and an excellent collection effect. Thus, the coolant / filter exhibits a collection function which is a function of the filter in addition to the cooling function. The coolant and filter type coolant / filter, which are formed together completely in accordance with the present invention, exhibit both cooling and collection functions.

Another method of forming the coolant / filter 5 is described with reference to FIGS. 5 and 6. After the cylindrical body 60 is formed as shown in FIG. 2, it is compressed radially to form the plate body 64 shown in FIG. 5 and rolled into the cylinder in the multilayer shown in FIG. 6 to form the multilayer body 65. This multilayer body 65 is compressed radially and axially on the die to form the coolant / filter 5.

The coolant / filter 5 formed in this way has a flat ring in each layer folded as shown in 63, and the layers of the folded mesh hooks are stacked in the radial direction. Thus, the purifying structure of the coolant / filter is complex and provides excellent detaining capacity and collection capacity.

As shown in Fig. 11, a flat sieve can be formed by knitting a metal wire, and has a ring and a purifying structure facing in one direction.

Using this formation method, a compacted coolant / filter is provided having a pressure loss of 0.3 × 10 ⁻² to 1.5 × 10 ⁻² kg / cm 2 at a flow rate of 100 l / min / cm 2 at room temperature (room temperature).

By inserting another multilayer body into the multilayer body 65 and compressing it together, a dual structure coolant / filter can be obtained. For example, a second multilayer can be produced by rolling a plate 64 of a mesh of metal having a wire diameter of 0.5 mm similar to that shown in FIG. 5 with the two-layer cylinder shown in FIG.

The coolant / filter 5 defines the combustion chamber 22 and also has a function of cooling the combustion gas generated in the combustion chamber and detaining the combustion particles. Fitted out of the coolant / filter 5 is a ring 23, which has many through holes in the entire circumferential wall and reinforces everything shown in FIG. 1, coolant / filter 5.

1, the inclined portion 67 is formed circumferentially around the circular portion 8 of the dispersion shell 1. Similarly, another inclined portion 69 is formed circumferentially around the annular portion 68 of the closing shell. These ramps 67, 69 are designed to block the movement of the coolant / filter 5 and to form a gap between the circumferential walls 6, 13 of the housing and the ring 23 of the coolant / filter 5.

In the combustion chamber 22, a pellet of the gas generating material 25 and a cushion 26 for the gas generating material 25 are mounted. The ring-shaped cushion 26 is made of stainless steel mesh and is secured to the inner surface 35 of the closing shell 2. The cushion 26 is also used as a coolant. The ring-shaped support plate 24 is made of stainless steel and has bends 66 at its inner and outer circumferences and its elasticity safely positions the support plate 24 between the central cylinder member 4 and the coolant / filter 5.

A gap 28 is formed between the ring 23 of the coolant / filter and the circumferential walls 6, 13 of the housing to serve as a gas passage, which is cooled and purified during passage through the coolant / filter 5 and then the gas. Reaches the gas outlet 7 of the dispersion shell. In order to prevent the circulating moisture from flowing into the housing 3, the gas outlet 7 of the dispersion shell is sealed with an aluminum sealing tape 29.

In the airbag inflator of the above structure, when a sensor (not shown) detects a collision, the signal is sent to the igniter 18 to be activated and ignites the moving charge in the moving container 10 to generate a hot flame. The flame is injected through the heat of the through hole 21 to ignite the gas generating material 25 in the combustion chamber 22. The gas generating material is combusted to produce hot, high pressure gas, which is then cooled and purified by the cushion 26 to cool and purify the particles while passing through the coolant / filter 5. The burned gas is blown through the through hole of the porous ring 23 and the gap 28 to be injected into the gas outlet 7 and the aluminum sealing tape 29 is broken before flowing to the air bag (not shown). It expands to form a cushion between the surroundings, thereby protecting the occupant from collision.

8 shows an airbag apparatus having an inflator for an airbag of the present invention. This airbag device is composed of an airbag inflator 80, a collision sensor 81, a control unit 82, a module case 83, and an airbag 84.

Inflator 80 for airbags represents the inflator for airbags described in connection with FIG.

The collision sensor 81 may be a semiconductor acceleration sensor, for example, with a silicon substrate beam deflected upon acceleration and four bridged semiconductors deform the gauge formed in the beam. When accelerated, the beam deflects, causing deformation at its surface, changing the resistance of the semiconductor strain gage. The resistance change is then detected as a voltage signal proportional to the acceleration.

The control unit 82 has an ignition determination circuit and receives a signal from a semiconductor type acceleration sensor. The control unit 82 starts the calculation when the collision signal from the sensor exceeds the start level. If the calculation result is greater than or equal to the predetermined value, the unit sends an activation signal to the igniter 18 of the inflator 80 for the airbag.

The module case 83 is formed of, for example, polyurethane and includes a module cover 85. The module case 83 receives the airbag 84 and the inflator 80 for the airbag to form a pad module mounted to the handle 87 of the vehicle.

The airbag 84 is made of nylon (e.g. nylon 66) or polyester and is folded and secured to the flange portion 14 of the inflator having an inlet 86 sealing the gas outlet 7 of the inflator.

When the semiconductor acceleration sensor 81 detects a collision in a car collision, a collision signal is sent to the control unit 82. If the collision signal exceeds the start level, calculation is started. If the calculation result is equal to or larger than a predetermined value, the control unit 82 Outputs an activation signal to the igniter 18 of the airbag inflator 80. The igniter 18 is activated to ignite and combust the gas generating material to produce gas. The generated gas is injected into the airbag 84, inflated to rupture the module cover 85 to form a cushion for absorbing collision between the handle 87 and the occupant.

Example 2

Fig. 7 shows another embodiment of the inflator for airbags of the present invention. The inflator for airbags of the present invention differs from that shown in Fig. 1 in the shape of the dispersing shell and the closing shell. That is, the dispersing shell 1 'and the closing shell 2' have flange portions 30 and 31, respectively, welded together. The closing shell 2 'has a bent portion 72, which is manufactured by bending the edge of the center hole about its axis and its inner circumferential surface defines the center hole 12'. Moreover, the dispersing shell 1 'has a circumferentially inclined portion 70 which forms a dish-like circular portion 8' which helps position the central cylinder member 4 '.

The center cylinder member 4 'has one of the ends projecting from the closing shell 2' and the projecting end is formed by the crimp portion 16. As shown in FIG. The other end of the center cylinder member 4 'is formed by a flange 33 which contacts the lower portion of the dish-shaped circular portion 8' of the dispersing shell and projects outwardly horizontally. The center cylinder member 4 'is secured to the dispersion shell 1' by protruding welding between the flange 33 and the circular portion 8 '. The center cylinder member 4 'has a row of through holes 21' near the second end at the distributing shell side. In this embodiment, six through holes 2.5 mm in diameter are arranged in the circumferential direction. A row of through-holes 21 'are sealed with an aluminum sealing tape 74 and the transfer charge 75 is directly dropped onto the central cylinder member 4'. After the center hole 12 'of the closing shell is formed on the center cylinder member 4', the center cylinder member 4 'is disposed under the dish-shaped circular portion 8' and fixed to the dispersing shell 1 '. do. Next, the closing shell and the dispersing shell, and the closing shell and the center cylinder member are respectively engaged. The ring-shaped plate member 76 attached to the center cylinder member 4 'by the elastic force acts as a welding protrusion plate. The center cylinder member 4 'is formed as a step portion 71 for the igniter 18' near the first end on the closing shell side. After the moving charge 71 is dropped, the igniter 18 'is also inserted into the center cylinder member 4' and interlocked with the step portion 71. Next, the portion 16 of the center cylinder member is crimped to securely secure the igniter 18 'to the housing 3'.

The coolant / filter 5 'has a coolant / filter support member 38 that blocks displacement of the coolant / filter 5'. The coolant / filter support member 38 is formed by pressing a stainless steel sheet having a thickness of about 1 mm and surrounds the flange 33 projecting outwardly and interlocks with the annular portion 39 and the annular portion 39 interlocked with the inclined portion 70. The flameproof plate portion 60 is bent from the ignition means toward the line of through holes 21 'formed in the center cylinder member for the flame passage and the inner circumferential surface of the coolant / filter 5. Cover 61. The flameproof plate part 60 has a function of protecting the coolant / filter 5 'against the sprayed flame and a direction of spraying the flame to ensure that the flame is far from the gas generating material 25' to promote combustion. It has a change function. Means for preventing displacement of the coolant / filter 5 'in addition to the inclined portions 67 and 69 (FIG. 1) and the coolant / filter support member 38 may induce two or one of the upper and lower corners 73 of the housing inward. It can be formed by making a protrusion formed to protrude and interlock with the coolant / filter 5 '. The porous ring 23 for the coolant / filter 5 shown in FIG. 1 is not a must and in the case of the coolant / filter 5 'of the second embodiment, this ring is not provided.

In the airbag inflator having the above structure, when a sensor (not shown) detects a collision, a collision signal is sent to the igniter 18 'to be activated to ignite the moving charge 75 to generate a high temperature flame. The flame ruptures the wall of the aluminum tape 74 and injects it into the combustion chamber 22 'through a row of through holes 21'. The flame ignites the gas generating material 25 'near the through holes 21'. Designated by the flameproof plate portion 60, the gas generating substance 25 'is ignited at the bottom of the combustion chamber 22'. As a result, the entire gas generating material is combusted to produce hot, hot gases that pass through the coolant / filter 5 'and, upon passing, cool and purify combustion contaminants or particles. This cooled and purified combustion gas is passed through the gap 28 'and the gas outlet 7' and flows to the airbag (not shown). The airbag is then inflated to form a cushion between the occupant and the enclosed rigid structure to protect the occupant from impact.

Example 3

10 shows an embodiment where the coolant / filter of the present invention is suitable as an inflator for an airbag in an airbag. The inflator for the airbag is a coolant / filter arranged around a housing 113 consisting of a dispersing shell and a closing shell 112, a central cylinder member 114 disposed centrally within the housing 113, and a central cylinder member 114. It consists of 104.

The dispersion shell 111 has a plurality of gas outlets 107 formed on the peripheral wall 106 formed by pressing a stainless steel plate and maintaining equidistant distances in the circumferential direction. Due to the circumferentially inclined portion 170, the dispersing shell 111 has a dish-like circular portion 108 working to determine the position of the central cylinder member 114. The closing shell 112 is formed by pressing a stainless steel sheet and has a hole in the center thereof. The edge of the hole is folded outward in the axial direction to form a wrinkle portion 172, and the central hole 115 is formed as an inner peripheral surface of the wrinkle portion 172.

The center cylinder member 114 is a stainless steel sheet having a crimped end designated 116 at the protruding end and protruding against the outside of the closing shell 112. At the other end, an outward flange 133 is formed in contact with the lower portion of the dish-shaped circular portion 108 of the dispersion shell. The outward flange 133 and the circular portion 108 are protruded and welded together so that the center cylinder member 114 is secured to the dispersion shell 111. The center cylinder member 114 has a row of through holes 121 formed on the other end side thereof. Have more.

An ignition receiving chamber 117 for containing an ignition is formed inside the central cylinder member 114. The ignition device consists of an igniter 118 that operates upon receipt of a signal from a sensor (not shown) and a moving charge 175 to be ignited by the igniter 118. The row of through holes 121 is sealed with an aluminum sealing tape 174 and the central cylinder member 114 is directly filled with the moving charge 175.

The dish-like circular portion 108 is disposed below the central cylinder member 114 secured to the dispersing shell 111. Next, the center cylinder member 114 is inserted into the center hole 115 of the closing shell and the flange portion 130 of the distributing shell is placed on the flange portion 131 of the closing shell. Next, the closing shell and the dispersing shell are joined together and the closing shell and the central cylinder member are also joined together. A plate member 176, such as a ring, which is elastically fitted to the central cylinder member 114, works with a weld protrusion. A step 171 for the igniter 118 is formed at one end of the central cylinder member 114. After being filled with the moving charge 175, the igniter 118 is inserted into the central cylinder member 114 and fitted to step 171. The igniter 118 in the center cylinder member is then secured to the housing 113 by crimping the portion 116.

The coolant / filter 104 is arranged surrounding the central cylinder member 114 and defines an annular chamber or combustion chamber 122 with the housing 113 around the central cylinder member 114. Combustion chamber 122 is filled with pelletized gas generating material 125. The coolant / filter 104 has a movement preventing support member 138. The support member 138 is formed by pressing a stainless steel sheet and is arranged about an annular portion 139 arranged around the outward flange 133 of the central cylinder member and contacting the inclined portion 170, and folded about the annular portion 139. It has a flame prevention plate 160. The flame arrestor plate 160 is arranged opposite the through holes 121 in a row and covers the inner peripheral surface 161 of the coolant / filter 104. The flame arrester plate 160 protects the coolant / filter 104 from the flame that blows out to the coolant and generates a blow flame to be deflected so that the flame reaches the gas generating material sufficiently.

A gap 128 is formed between the coolant / filter and the outer peripheral walls 106 and 109 of the housing. The gap 128 acts as a flow passage so that the gas cooled and removed through the coolant / filter 104 flows to the gas outlet 107 of the dispersion shell. In order to prevent moisture from penetrating into the housing 113 from the outside, the gas outlet 107 of the dispersion shell is sealed with an aluminum sealing tape 129.

In the airbag inflator configured as described above, when a sensor (not shown) detects a shock, a signal is transmitted to the igniter 118 to be activated and then ignites the moving charge 175 to generate a high temperature flame. The flame ruptures the aluminum sealing tape 174 and is ejected through a row of through holes 121 and enters the combustion chamber 122 defined by the coolant / filter 104 and the housing 113. The flame introduced into the combustion chamber 122 ignites the gas generating material 125 near the through-hole 121 in a row and is deflected by the flame prevention plate 160 and ignites the gas generating material 125 at the bottom of the combustion chamber. . Accordingly, the gas generating material 125 is combusted to generate a high temperature, high pressure gas. The coolant / filter 104 maintains the combustion gas pressure generated in the combustion chamber at a desired value for proper combustion of the gas generating material 125. Works for you. The combustion gas passes through the coolant / filter 104 and is cooled by the cooling function. The combustion particles contained in the combustion gas are collected by the trap function of the coolant / filter 104. Cooled and purified combustion gas flows through the gas flow passage 128 and enters the airbag (not shown) through the gas outlet 107. Next, the airbag is inflated and a cushion is formed between the occupant and the enclosed rigid structure to protect the occupant from impact.

FIG. 13 is an enlarged scale diagram of a portion when a coolant / filter according to another embodiment of the present invention is applied to an inflator for an airbag for an airbag as shown in FIG. 10.

The coolant / filter 104 'is arranged surrounding the gas generating material 125 and defines an annular chamber or combustion chamber 122 around the central cylinder member 114. The coolant / filter 104 'is obtained by thinning a flat metal mesh of stainless steel in the radial direction and compressing it in the radial and axial directions. The coolant / filter 104 'consists of folded mesh hooks stacked in multiple radial directions. Therefore, the net screen cleaning structure of the coolant / filter shows a complex and excellent collection effect. Outside the coolant / filter 104 ', an outer layer 129 is formed of a thin metal mesh member. When the inflator for the airbag is actuated and the gap 128 cannot be significantly narrowed or closed, the outer layer 129 acts as an inflation inhibiting layer to inhibit the coolant / filter from expanding and thus the coolant / filter 104 ' It cannot be expanded by pressurization. The coolant / filter 104 'defines the combustion chamber 122 with an inflator housing, cools the combustion gas generated in the combustion chamber and collects the combustion particles. Instead of the associated outer layer 129, the coolant / filter 104 ′ may be surrounded by wire or belt means. The change in the annular cross-sectional area of the gap 128 is minimized by the wire or belt means located at the portion where the two flange portions are joined together.

The means by which the coolant / filter is inhibited from expansion or expansion can be achieved by using a porous (through) cylinder. Examples of such through cylinders are shown in FIGS. 14 and 15. The through cylinder has inner peripheral surfaces 330 and 331 fitted on the outer peripheral surface of the coolant and has many through holes 334 and 335 evenly formed in the entire peripheral wall 332 and 333.

The through hole 334 is a small diameter circular hole, and the through hole 335 is a large diameter square hole. The expansion or expansion inhibition cylindrical layer is not affected by the pressure loss of the coolant / filter 104 '. It has a smaller pressure loss than the coolant / filter unit.

Example 4

16 is a cross-sectional view of the inflator for airbag of the present invention. The airbag inflator includes a housing 403 comprising a dispersion shell 401 and a closing shell 402; An ignition device mounted in the housing gap in the housing 403, that is, the igniter 404 and the moving charge 405; A gas generating substance to be ignited by the igniter and the moving charge, that is, the solid gas generating substance 406; A coolant / filter, ie coolant / filter 407, for confining the combustion chamber 428 containing the gas generating material 406 to the housing 403; And a gap 409 formed between the coolant / filter 407 and the outer circumferential wall 408 of the housing 403.

The dispersion shell 401 is formed by pressing a stainless steel sheet and formed of a circular portion 412, a circumferential wall portion 410 formed at an outer circumference of the circular portion 412, and a flange portion 419 formed at a free end of the circumferential wall portion 410. Extends outwardly with. In this embodiment, the circumferential wall portion 410 is formed of 18 gas outlets 411 having a diameter of 3 mm and arranged at equal intervals in the circumferential direction. The dispersing shell 401 has a raised circular portion 413 protruding outwardly in steps at the center of the circular portion 412. This raised circle 413 gives rigidity to the housing, in particular the ceiling, and at the same time increases the volume of the receiving gap. Between the raised circle 413 and the igniter 404 is a moving medicine container 453 containing a moving charge 405.

The closing shell 402 is formed by pressing a stainless steel sheet, the circular portion 430, the center hole 415 formed in the center of the circular portion 430, the circumferential wall portion 447 formed on the outer circumference of the circular portion 430, And a flange portion 420 formed at the free end of the circumferential wall portion 447 and extended outwardly. The central hole 415 has an axial bend 414 at its edge. The center cylinder member 416 fits into the center hole 415 and the end surface 417 at one end is ejected to the end surface 418 of the axial bending part 414.

Dispersion shell 401 and closing shell 402 are stacked together with flanges 419 and 420, respectively, and are joined by laser welding 421 to form housing 403.

As shown in Fig. 21, the flange portion 419 of the dispersion shell has a mounting portion 410A to be fitted to be fitted to the pad module. The mounting portion 410A has a bolt hole 410B that is arranged and fitted in the circumferential direction at intervals of 90 degrees. The contour of the flange portion 420 in the closing shell is shown by the dashed line.

The center cylinder member 416 is made of stainless steel with both ends open and is secured at the other end on the dispersing shell side with respect to the protruded circular portion 413 by electron beam welding 422. An igniter receiving chamber 423 is formed in the central cylinder member 416, from a sensor (not shown) to a igniter 404 triggered by a signal and a moving charge 405 ignited by the igniter 404. The loaded moving medicine container 453 is mounted. The center cylinder member 416 has an igniter holding member 424, which is an inner flange 425 for limiting the axial displacement of the igniter 404, the igniter being fitted and inside the inner circumferential surface of the center cylinder member 416. Circumferential wall portion 426 fixed to the inner portion, and a crimped portion 427 to axially fix the igniter between the inner flange portion 425. The center cylinder member 416 has a through hole 454 near the second end at the distributing shell side. In this embodiment, six through holes 2.5 mm in diameter are arranged at equal intervals in the circumferential direction.

The center cylinder member 416 is manufactured by rolling stainless steel 1.2 to 2.0 mm thick into a pipe of 17 to 20 mm outer diameter and welding the seams. Such weld pipes can be formed by the UO press method or the electric-resistance-welding method, which includes rolling a plate into a cylinder while passing a large current while pressurizing the seam to weld the seam with resistance heat. have.

The coolant / filter 407 is arranged to surround the gas generating material 406 to define an annular combustion chamber 428 around the central cylinder member 416. The coolant / filter 407 is made by stacking flat stainless steel sieves in a radial direction and compressing them in a radial and axial direction. The coolant / filter 467 consists of folded sieves stacked in multiple radial directions. Thus, the purifying structure of the coolant / filter is a composite which provides excellent detaining performance. An outer layer 429 made of a thin metal mesh member is formed outside the coolant / filter 407, which is generated during operation of the airbag inflator. The gas pressure acts to close the narrow gap 409 and prevent the coolant / filter 407 from expanding. In addition to defining the combustion chamber 428, the coolant / filter 407 cools the combustion gas produced in the combustion chamber and detains combustion contaminant particles. It is possible to wind the wire or belt around the coolant / filter 407 rather than using the outer layer 429. By arranging wires or belts in the stacking flanges, the area of the gas passage in the gap can be minimized.

A method of preventing the coolant / filter 407 from expanding may form the porous (penetrating) cylinder member or the peripheral layer described above with respect to FIGS. 14 and 15.

Further related to FIG. 16 is the inclined portion 431 surrounding the circular portion 430 of the circumferentially closed shell, which is a displacement preventing method and a housing outer wall 408 which prevent displacement of the coolant / filter 407. And a gap 409 between the coolant / filter 407.

The combustion chamber 428 is equipped with a displacement preventing method for preventing displacement of the solid gas generating material 406 and the coolant / filter 407, that is, the support member 432 and the plate member 433. The gas generating material 406 is provided in the form of a hollow cylindrical piece. This shape provides the advantage that combustion of the gas generating material 406 occurs on the inside and outside surfaces so that the total surface area of the gas generating material does not change significantly with combustion progress. The support member 432 is disposed from the ignition device toward the flame through hole 454 and covers the inner circumferential surface of the coolant / filter 407, and a center hole into which the center cylinder member 416 is fitted. A circular portion 436 having a 435. Flameproof plate portion 434 is a coolant / filter protection function for protecting the coolant / filter 407 from the injected flame, the flame propagation in deflection to ensure that the flame of the ignition device is a sufficient amount of the gas generating material 406. It also has a combustion promotion function to change direction. The coolant / filter support member 432 has a function of disposing the coolant / filter during assembly of the airbag inflator and burns between the inner surface 437 and the end face 438 of the coolant / filter 407 during operation of the airbag inflator. It also acts as a short-range passage (blow-by) means to block the short-range passage of gas. Such purification may be formed with the internal pressure of the combustion gas acting on the inner wall of the inflator housing. The plate member 433 is made of a stainless steel sheet having a thickness of 0.5 to 1.0 mm, a support member 432, a central hole fitted on the center cylinder member 416, and a circular portion 450 in contact with a gas generating material for preventing displacement. And a circumferential wall portion 451 which is formed completely into a circular portion and contacts the inner circumferential surface of the coolant / filter 407. The plate member 433 is held between the central cylinder member 416 and the coolant / filter 407 by elasticity to block the short-range passage of the combustion gas from the cross section of the coolant / filter opposite the cross section 438. In addition, the plate member 433 functions as a protective plate during welding.

A gap 409 is formed between the outer circumferential wall 408 of the housing and the outer layer 429 of the coolant / filter 407 to provide an annular gas passage in a radial section around the coolant / filter 407. In this embodiment, the annular cross-sectional area of the gap in the radial direction is constant. It is also possible to form a coolant / filter in the shape of a cone so that the radial cross section of the gas passage is increased with respect to the gas outlet 411. In this case, the radial cross section of the gas passage may be taken as an average value. Instead of the inclined portion 431, a protrusion may be provided at the end of the coolant / filter 407 to interlock with the outer circumferential wall 408 of the housing to prevent displacement of the coolant / filter 407 and to circumferential wall 408 of the housing. ) And a coolant / filter 407. The area St of the gas passageway in the radial cross section is set to be larger than the sum At of the open area S of the gas outlet 411 in the dispersing shell. A gap 409 around the coolant / filter allows combustion gas to pass through the entire area of the coolant / filter. Flow to realize effective use of the coolant / filter and effective cooling and purification of the combustion gases. The cooled and purified combustion gas flows through the gap 409 to the gas outlet 411 of the dispersion shell.

In order to prevent the external moisture from entering the housing 403, the gas outlet 411 of the dispersion shell is sealed with an aluminum sealing tape 452.

In the airbag inflator of the above structure, when a sensor (not shown) detects a collision, a collision detection signal is sent to the igniter 404 and is activated to ignite the movement contract 405 in the movement cabinet 453 to generate a high temperature flame. Let's do it. The flame is injected into the through hole 454 to ignite the gas generating material 406 near the through hole 454 and is operated by the flameproof plate portion 434 to ignite the gas generating material at the bottom of the combustion chamber. As a result, the gas generating material is burned to generate a high temperature, high pressure gas to pass through the entire area of the coolant / filter 407 while the gas is effectively cooled and the contaminant particles are purified. The cooled and purified combustion gas flows into the gap 409, and the aluminum sealing tape 452 is ruptured and injected through the gas discharge port 411 to the air bag (not shown). The airbag is inflated to form a cushion between the occupant and the enclosed rigid structure to protect the occupant from collision.

The assembling process for the inflator for the airbag of FIG. 16 places the dispersing shell 401 coupled with the central cylinder member 416 with the raised circular portion 413 as the bottom, and the plate member 432 with the central cylinder member 416. The coolant / filter 407 onto the outside of the circumferential wall of the plate member 432 with respect to the coolant / filter 407 arrangement and the solid gas generating material 406 inside the coolant / filter. The member 433 is placed on the gas generating material 406. The center hole 415 of the closing shell is then placed on the center cylinder member 416 so that the flange portion 420 of the closing shell and the flange portion 419 of the distributing shell overlap. The overlapping flanges are laser welded at 421 and 444 to weld together the dispersing shell 401 and the closing shell 402 and the closing shell 402 and the center cylinder member 416 together. In the final step, the mobile cabinet 453 and the igniter 404 are inserted into the center cylinder member 416, and then the igniter holding member 427 is crimped and securely fixed.

Example 5

17 is a cross-sectional view of another embodiment of an inflator for an airbag according to the present invention. The inflator for the airbag preferably includes a housing 463 having an outer diameter of about 60 mm consisting of a dispersion shell 461 and a closing shell 462; An igniter 464 mounted inside the housing 463; Solid gas generating material 466 ignited by the igniter 464 to generate combustion gas; Coolant / filter 467 for defining combustion chamber 484 containing gas generating material 466; And a gap 469 formed between the coolant / filter 467 and the outer circumferential wall 468 of the housing 463.

The dispersion shell 461 has a circular portion 478 and a circumferential wall portion 476 formed at the outer circumference of the circular portion 478 by pressing a stainless steel sheet. The circumferential wall portion 476 has a plurality of gas discharge ports 477 arranged at equal intervals in the circumferential direction. The dispersion shell 461 has a plurality of radial ribs 479 at the circular portion 478. These radial ribs 479 give rigidity to the circular portion 478 of the dispersion shell so that the circular portion 478 forming the ceiling of the housing will not be deformed by gas pressure.

As shown in Fig. 22, these radial ribs 479 give rigidity to the circular portion 478 of the dispersing shell, so that the circular portion 478 forming the ceiling of the housing will not be deformed by gas pressure. The flange portion of the dispersion shell shown in FIG. 22 has a mounting portion 476A to be suitably mounted to the pad module. The mounting portion 476A has a bolt hole 476B which is arranged and fitted at 90 ° intervals in the circumferential direction.

The closing shell 462 has a circular portion 471 and a circumferential wall portion 472 formed at the outer circumference of the circular portion 471 by pressing a stainless steel sheet. The circular portion 471 has a concave portion 473 at its center and alternately has a central hole 474 at its center. The central hole 474 has an axial bent portion 475 at its edge and an inner circumferential surface 481, in which the main body portion 480 of the igniter 464 is fitted, and the flange portion 482 of the igniter 464 and the cross-section ( 483) is interlocked. The inner circumferential surface 481 of the axial bend 475 provides a relatively wide sealing surface. A sealing material may be used between the body portion 480 of the igniter 464 and the inner circumferential surface 481 to ensure tight air, or welding may be performed between the flange portion 482 and the cross section 483 of the igniter. have. A cross section 483 that interlocks with the flange portion of the igniter 464 is used to prevent the igniter 464 from being ejected by the gas pressure in the combustion chamber 484. The recess 473 provides rigidity to the circular portion 471 of the closing shell and maintains the connecting bottom surface 485 of the igniter 464 concave inward from the outer surface of the circular portion 471.

The dispersion shell 461 has a flange portion 486 that extends outwardly from the free end of the circumferential wall portion 476. The closing shell 462 also has a flange portion 487 extending outwardly from the free end of the circumferential wall portion 472. These flanges 486 and 487 are stacked together at the axial center of the housing and the dispersion shell 461 is welded by laser welding at 488 to engage the closing shell 462. These flange portions 486 and 487 give rigidity to the outer circumferential wall of the housing to prevent deformation of the housing due to gas pressure.

Igniter 464 typically uses an electric igniter that is activated by a signal from a sensor (not shown). The electric igniter does not include a mechanical structure and is simple in a compact and lightweight structure and is preferable to a mechanical igniter. This igniter 464 (output: 300-1500 psi at 10 kPa of the hermetic pressure vessel) does not include the moving cabinet 453 as shown in FIG. This is because the gas generating material 466 has excellent ignition and combustion characteristics. That is, the gas generating substance 466 has a decomposition ignition temperature of 330 ° C. or lower and a combustion temperature of 2000 ° K or higher. The gas generating material 466 is formed into a hollow cylindrical piece, and because of this shape, combustion occurs on both the outer surface and the inner surface, providing the advantage that the total area of the gas generating material does not change significantly with combustion progress.

The coolant / filter 467 is arranged concentrically with the central hole 474 and together forms the combustion chamber 484 with the housing 463. Coolant / filter 467 is formed by stacking flat stainless steel sieves in a radial direction and compressing them radially and axially. In addition to defining the combustion chamber 484, the coolant / filter 467 cools the combustion gas generated in the combustion chamber and detains the combustion particles. Outside the coolant / filter 467, an outer layer 489, which is a thin sheet metal sieve, is formed to reinforce the coolant / filter and exclude expansion.

Enclosing and circumferentially extending the circular portion 471 of the closed shell is an inclined portion 490 and acts as a means for placing the coolant / filter 467 and prevents its displacement. It also acts as a means of forming a gap 469 between the outer circumferential wall 468 of the housing and the outer layer 489 of the coolant / filter.

The combustion chamber 484 is equipped with a solid gas generating material 466 and the plate member 491. The gas generating material 466 is directly filled with a gap in the combustion chamber and disposed adjacent to the igniter 464. Displacement of the gas generating material 466 is prevented by the circular portion 492 of the plate member 491 which seals the opening between the one end of the coolant / filter 467 and the shell portion 478. The plate member 491 has a circumferential wall portion 493 formed completely by the circular portion 492 and the circular portion 492 to be interlocked, and covers the inner circumferential surface of one end of the coolant / filter 467. The plate member 491 blocks the short-range passage of the combustion gas between the cross section 494 at one end of the coolant / filter and the inner surface of the dispersion shell circular portion 478. Fixation of the coolant / filter to the housing is required only at end face 495 on the opposite side when plate member 491 is provided that blocks the short-range passage.

Between the outer circumferential wall 468 of the housing and the outer layer of coolant / filter 467, a narrow gap 409 is formed near the coolant / filter 467 that provides an annular gas passage in a radial cross section. In the airbag inflator of FIG. 16, the area of the gap 409 in the annular radial cross section is set larger than the total opening area of the gas outlet 477 in the dispersing shell. A spacer 469 provided near the coolant / filter allows the combustion gas to flow through the entire area of the coolant / filter 467 and to the gas passage 409 ', thereby increasing the uniformity of flow and allowing the coolant / filter 467 to flow. It ensures effective use and effective cooling and purification of the combustion gases. The combustion gas cooled and removed in this way passes through the gap 409 to reach the gas outlet 477 of the dispersing shell. In order to prevent the inflow of external moisture into the housing 463, the gas outlet 477 of the dispersion shell is sealed inside with an aluminum sealing tape 496.

Inflator for airbag is assembled by the following method. First, the closing shell 462 is placed so that its circular portion 471 is at the bottom and the igniter 464 is mounted in the center hole 474. Next, a coolant / filter 467 is mounted and the solid gas generating material 466 is filled in the filter. Next, the plate member 491 is fitted onto the gas generating material 466. Finally, the flange portion 486 of the dispersion shell is stacked on the flange portion 487 of the closing shell and welded by the laser welding 488 to couple the dispersion shell 461 and the closing shell 462.

In the airbag inflator of this structure, when a sensor (not shown) detects a collision, a collision detection signal is sent to the igniter 464 and activated to ignite the gas generating material 466 in the combustion chamber 484. The gas generating material is combusted to generate high temperature, high pressure gas and enter the entire area of the coolant / filter 467, and combustion contaminant particles are cooled and purified while passing through the coolant / filter 467. The cooled and purified combustion gas in this way passes through the narrow gap 409 and ruptures the aluminum sealing tape 496 and flows through the gas outlet 477 to an air bag (not shown). The airbag is then inflated to form a cushion between the occupant and the rigid structure to protect the occupant from collision.

In the embodiment of FIGS. 16 and 17, the dispersing shell and the closing shell together form a housing for the inflator for the airbag and preferably have a thickness of 1.2-3.0 mm and an outer diameter of 45-75 mm, more preferably 50-70. It is manufactured from stainless steel sheet which is mm. The dispersion shell and the closed shell can be combined by various welding methods such as electron beam welding, laser welding, TIG arc welding, and protrusion welding. Instead of stainless steel sheets, nickel plated steel sheets may be used as the material of the dispersing shell and the closing shell. The gas outlet of the dispersion shell may have a diameter of 1.5-4.5 mm and a total of 16 to 24 outlets may be arranged in the circumferential direction. The overall height of the housing (upper surface of the dispersing shell to lower surface of the closing shell) is also preferably set to 25-40 mm.

Example 6

FIG. 18 shows another embodiment of an inflator for an airbag similar to that shown in FIG. 16 where the dispersion shell 401 'and the closing shell 402' are formed by casting an aluminum alloy. The dispersion shell 401 'includes a circular portion 412', a central cylinder portion 416 'formed entirely of the circular portion 412', a circumferential wall portion 410 'formed on the outer circumference of the circular portion 412', and a circumference. It has a flange portion 419 'formed at the free end of the wall portion 410' and extends outwardly. The closed shell 402 'includes a circular portion 430', a central hole 415 'formed at the center of the circular portion 430', a circumferential wall portion 447 'formed at the outer circumference of the circular portion 430', and a circumference. It has a flange portion 420 'formed at the free end of the wall portion 447' and extends outwardly. The center hole 415 'is fitted on the outer circumference of the center cylinder portion 416'; The flange portion 419 'of the dispersion shell and the flange portion 420' of the closing shell are stacked and laser-welded at 421 'to form the housing 403' to join the dispersion shell and the closing shell. Similar to the inflator shown in Fig. 16, the inflator of this embodiment has an ignition defined by a combustion chamber 428 'having a coolant / filter 407' and a central cylinder member 416 'protruding from the dispersing shell 401'. Also included is a device receiving chamber 423 '. A narrow gap 409 'is provided between the coolant / filter 407' and the housing. The same member as that in FIG. 16 is given as a reference numeral, and a description thereof will be omitted.

In the inflator for the airbag shown in Fig. 18, the closing shell is laser-welded to the dispersing shell to form a housing. However, friction welding can also be used in place of laser welding disclosed in USP 5,466,420.

Example 7

FIG. 19 shows another embodiment of an inflator for an airbag similar to that shown in FIG. 17 wherein the dispersing shell 461 ′ and the closing shell 462 ′ are formed by casting an aluminum alloy. The dispersion shell 461 ′ has a circular portion 478 ′, a circumferential wall portion 476 ′ formed at the outer circumference of the circular portion 478 ′, and a flange portion 486 ′ formed at the free end of the circumferential wall portion 476 ′. Stretched outwardly. The closing shell 462 'includes a circular portion 471', a circumferential wall portion 472 'formed at the outer circumference of the circular portion 478', and a flange portion 487 'formed at the free end of the circumferential wall portion 472'. Stretched outwardly. A central hole 474 'is formed in the center of the circular portion 471' so that the main body 480 of the igniter 464 is fitted. The flange portion 482 of the igniter 464 cooperates with the inner surface of the circular portion 471 'of the closing shell. The flange portion 486 'of the dispersion shell and the flange portion 487' of the closing shell overlap and are laser-welded at 488 'to join the dispersion shell 461' and the closing shell 462 'to the housing 463'. Form. The same member as that in FIG. 17 is given as a reference numeral, and description thereof is omitted.

Example 8

20 is a cross-sectional view of an inflator for an airbag of the present invention suitable for an airbag apparatus used for a passenger seat. The airbag inflator of FIG. 20 has a housing 504, which is formed of a cylindrical portion 501 formed of a plurality of gas outlets arranged in a circumferential and axial direction, and sidewall portions 502 and 503 provided at both ends of the cylindrical portion 501. It includes. At the center of the housing 504 is a moving tube 505 arranged to apply a large number of disc-shaped gas generating materials 506. Surrounding them is the coolant / filter 507. One of the side wall portions 502 is equipped with an ignition device consisting of a moving charge 508 and an igniter 509. The ignition device is housed in the moving contract tube 505. The fixing bolt 510 is secured to the other side wall part 503. The moving contract tube 505 has many openings 511 for injecting the flames of the moving contract 508 and is distributed evenly across the walls of the moving contract tube. The inner surface of the housing 504 is coupled with the aluminum sealing tape 524 at least in a range in which the gas outlet 500 is formed. The aluminum sealing tape 524 seals and seals the gas outlet 500 to prevent external moisture from entering the housing through the gas outlet 500.

The plate member 512 is mounted at the right end of the coolant / filter 507 and the plate member 513 is mounted at the left end. The plate member 512 is composed of a circular portion 515 for sealing the right end opening 514 of the coolant / filter 507, and a circumferential wall portion 517 formed entirely of the circular portion 515, and an inner peripheral surface of the coolant / filter. 516 is linked. The circular portion 515 has a central hole 518 formed on the outer circumferential surface of the moving contract tube 505. The plate member 513 similar to the plate member 512 has a circular portion 521, a circumferential wall portion 522, and a center hole 523. The plate members 512 and 513 act as a means for disposing the coolant / filter 507 when assembling the inflator for the airbag because it blocks movement in the radial direction by the moving filler tube 505. Furthermore, the plate members 512 and 513 act as a means for preventing displacement of the coolant / filter 507 due to vibration of the vehicle and also between the inner surface 519 of the housing and the coolant / filter during operation of the airbag inflator. It also acts as a short-range prevention means to prevent combustion gases in short-range passages.

A gap 525 is formed between the cylindrical portion 501 of the housing and the coolant / filter 507 to provide an annular gas passage in a radial section around the coolant / filter 507. The area St of the gas passage in the annular cross section of the radiation is set larger than the sum At of the open area S of the gas outlet 500 in the cylindrical portion. A gap 525 around the coolant / filter allows the combustion gas to flow to the gas outlet 500 over the entire area of the coolant / filter to realize enhanced uniformity of flow, effective use of the coolant / filter and effective cooling and Cleanse The combustion gas thus cooled and removed flows through the gas passage to the gas outlet 500 of the cylindrical portion.

When the sensor detects a collision, a collision detection signal is sent to the igniter 509 to be activated to ignite the moving charge 508 to generate a high temperature flame. The flame is injected into the opening 511 of the moving tube 505 to ignite the gas generating material 506 near the opening. As a result, the gas generating material 506 is burned to generate a high temperature, high pressure gas so that the gas passes through the entire area of the coolant / filter 507 while effectively cooling and purifying the contaminant particles. The cooled and purified combustion gas flows into the gap 525, ruptures the aluminum sealing tape 524, and is injected through the gas outlet 500 into the airbag (not shown). The airbag is inflated to form a cushion between the occupant and the surrounded rigid structure to protect the occupant from collision.

In the inflator for the airbag of FIGS. 16 and 17, for example, between the total surface area A of the cylindrical piece of solid gas generating material 406 and the total surface area At of the open area of the gas outlet 411 in the dispersing shell. The ratio is set to A / At = 100-300 with 20-50 g of gas generating material. This setting of the surface area ratio adjusts the combustion rate of the gas generating material to a value suitable for the airbag in the driver's seat and ensures that the gas generating material is completely burned in the desired time in the airbag inflator.

In the airbag inflator of FIG. 20, for example, the ratio between the total surface area A of the cylindrical piece of solid gas generating material 506 and the total surface area At of the open area of the gas outlet 500 in the cylindrical part is A / At = 80-240 with a gas generating material of 40 to 120 g. This setting of the surface area ratio adjusts the burning rate of the gas generating material to a value suitable for the airbag in the passenger seat and the gas generating material in the inflator for the airbag. This ensures complete combustion within the desired time. On the contrary, even in a similar structure, a suitable ratio for the inflator for the side impact air bag is 250-3600 having a gas generating material of 10 to 25 g.

35 shows an airbag apparatus suitable for use in a passenger seat. The airbag apparatus of the present invention has both an inflator 80 ", an airbag 84 ", and a module case 83 " suitable for a passenger seat airbag apparatus. Furthermore, the shock sensor 81 has a control unit 82. Through inflator 80 ". The passenger seat airbag device shown in FIG. 35 is attached to, for example, a passenger seat dashboard of an automobile.

35, which represents one of the preferred embodiments of the present invention, is the electrically activated inflator described above in Figure 20. However, mechanically-activated inflators with mechanical shock sensors also extend along the central axis of the inflator. It can be used as long as it has a housing, the gas is discharged to the peripheral and axial outlet of the housing.

The airbag 84 is made of nylon (ie nylon 66) or polyester and has sufficient capacity to maintain occupant safety. The airbag is attached to the opening of the module case 83, folded and mounted inside the module case 83.

For example, the module case 83 made of polyurethane has a size sufficient to mount the inflator 80 and the airbag 84. The pad module is formed by mounting the airbag 84 and the inflator 80 in the module case 83. The pad module is for example attached to the passenger seat instrument panel.

The shock sensor 81 and control unit 82 are identical to the sensors and units used in the airbag apparatus described in FIG.

In the airbag apparatus, the control unit 82 starts calculating when it receives a signal from the shock sensor 81 generated by the shock due to the collision of the vehicle. The inflator 80 is activated to generate combustion gas based on the calculation result. Gas generated by the inflator 80 flows to the airbag 84. Accordingly, the airbag 84 is expanded out of the module case 83 to form a cushion between the occupant and the instrument panel to absorb shock.

Example 9

23 shows a mechanically activated inflator using a mechanical sensor for shock detection. The mechanically activated inflator shown in FIG. 23 is particularly suitable when mounted in the driver's seat.

The mechanically activated inflator shown in FIG. 23 includes a housing including a dispersing shell 1501 having a plurality of gas outlets at its periphery, and a closing shell 1502 having a central opening 1513 coupled to the distributing shell 1501. Have Both shells can be joined together by various welding methods such as plasma welding, friction welding, protrusion welding, electron beam welding, laser welding, and TIG arc welding. The housing has two chambers defined by a cylindrical partition wall 1503 attached concentrically with the central opening 1513. The dividing wall 1503 defines an ignition receiving chamber 1504 and a combustion chamber 1505. 1, 7, 7, 10, and 16, for example, gas generating propulsion agent 1506, coolant / filter 1507, coolant / filter support element 1509, ring 1510, ring shaped plate Member 1512 and other elements suitable for activating the inflator are mounted inside combustion chamber 1505. It is also possible for example to provide a gap 1514 outside the coolant / filter 1507.

In the inflator shown in FIG. 24, an ignition device for igniting a propellant includes a mechanical sensor 1550 for mechanically detecting shock and firing a ball 1551; A detonator 1515 which is ignited and burned by passing through a ball 1551 from the mechanical sensor 1550; And a moving charge 1508 for burning the propellant 1506 by igniting and combusting the flame from the ignited initiator 1515. The ignition device shown in Fig. 24 is attached inside the ignition device accommodating chamber 1504 of the housing. A detonator piece 1516 for accommodating and securing the detonator 1515 is attached between the moving charge 1508 and the mechanical sensor 1550. The detonator piece 1516 is attached to the separating wall 1503 by attaching the detonator 1515 at the central axis of the housing. The mechanical sensor 1550 is disposed inside the chamber 1504 such that the ball 1551 fired when the sensor 1550 detects a shock can penetrate the initiator 1515. The detonator piece 1516 includes a penetrating portion 1517 which connects a portion on which the detonator 1515 is mounted and a portion on which the moving charge 1508 is mounted. To prevent the detonator 1515 from recovering moisture, a sealing tape (not shown) may be attached to either or both ends of the penetrating portion 1517 to block the outlet 1517.

Urging a single ball 1551 against the front cam 1554 of the trigger 1553 with the coil spring 1552 from a mechanical sensor 1550 that mechanically senses shock and launches the ball 1551; A depression 1555 is formed close to the front cam 1554 such that the trigger 1553 and the air 1551 are interlocked; The sensor shown in FIG. 25 consists of providing the ball 1557 in the cylinder 1556 and interlocking the forearm 1560 of the holder 1559, which is urged upwards by the coil spring 1558, with the ball 1557 interlocked. Can be. When shock is applied to this mechanical sensor 1550, the ball 1557 is moved downwards inside the cylinder 1556 to move the holder 1559 down through the forearm 1560. Movement of the holder 1559 rotates the trigger 1553 and releases the front cam of the trigger 1553 from the ball 1551. This is why coil spring 1552 protrudes ball 1551 through depression 1555 and engages detonator 1515. The structure of the mechanical sensor 1550 is simple and its capacity and weight are small compared to the mechanical sensor having two balls, since the sensor 1550 uses only the through mechanism used by the ball.

32 is an airbag device having a mechanically activated inflator 380 '. The airbag device shown in the figure includes a mechanically activated inflator 380 'shown in FIG. 23, and an airbag 384' mounted in a module case 383 '.

The module case 383 'is made of, for example, polyurethane and includes a module cover 385'. An air bag 384 'and an inflator 380' are attached within the module case 383 'to form a pad module. The pad module is attached to the handle 387 'of the vehicle.

The air bag 384 'is made of nylon (ie, nylon 66) or polyester. The gas outlet 307 'of the inflator 380' is surrounded by the opening of the airbag 384 'and the airbag is folded and attached to the flange portion 314' of the inflator.

In an airbag apparatus using the mechanically activated inflator 380 ', a shock sensor for shock detection and a control unit for inflator operation processing are required for the electrically activated inflator shown in FIG. 8, and a device for connecting these elements is required. Not.

The airbag apparatus ejects combustion gas from the gas outlet 307 'by activating the inflator 380' and detecting the shock generated by the collision of the vehicle by the mechanical sensor 381 '. The gas flows into the air bag 384 'and expands the bag. The bag then ruptures the module cover 385 'to form a cushion between the handle 387' and the occupant.

Example 10

FIG. 26 shows an inflator for an airbag having a through basket 2650 made of stainless steel, aluminum, or carbon steel between a gas generating propulsion agent 2606 and a coolant / filter 2607. The inflator has a housing including a closing shell 2602 in which a dispersion shell 2601 having a plurality of gas distributors 2611 is coupled to the dispersion shell 2601 by one of various welding methods. The housing has two chambers defined by an approximately cylindrical partition wall 2603 arranged concentrically with the central opening 2613. The partition wall 2603 defines the ignition device accommodating chamber 2604 and the combustion chamber 2605. An ignition device including for example a moving charge 2608 and a mechanical sensor 2612 described in FIGS. 23-25 is disposed within the ignition receiving chamber 2604. A through basket 2650, a gas generating propulsion agent 2606, a coolant / filter 2607, a coolant / filter support element 2609, a ring 2610, a ring-shaped plate member 2616 shown in FIGS. 27 and 28, and Another element suitable for activation of the inflator is mounted in the combustion chamber 2605. It is also possible, for example, to provide a gap 2614 outside the coolant / filter 2607.

The through basket 2650 has a substantially cylindrical shape and has a plurality of through holes 2651 in the peripheral wall portion 2652 in the periphery and axial directions. The through holes 2651 may be formed at predetermined intervals as one of regular or irregular. . Furthermore, the size of the through hole 2651 can be adjusted freely within a range that does not affect the flow of the combustion gas. The through basket 2650 is disposed between the gas generating propulsion agent 2606 and the coolant / filter 2607 and covers the entire area where the coolant / filter 2607 is exposed, while the entire area is flame resistant of the coolant / filter support element 2609. It is under the plate part 2615. The flameproof plate portion 2615 has a height of 8-15 mm and extends at least 2 mm below the lowest through hole in the dividing wall such that flame from the through hole of the dividing wall is in contact with the coolant / filter 2607. Prevent it. Furthermore, the through basket 2650 can be designed to have an axial length that is the same or slightly shorter than the coolant / filter 2607 so that the through hole 2650 is outside the flame retardant portion 2615 of the coolant / filter support element 2609. It extends toward and overlaps with the flameproof plate part 2615.

26 shows a through basket 2650 provided in a mechanically activated inflator with a mechanical sensor 2612. However, a through basket 2650 may also be used in the electrically activated inflator shown in FIGS. 1, 7, 10, 16, 17, and 19.

Example 11

Similar to the inflator for the airbag shown in FIG. 26, FIG. 29 shows a housing including a dispersing shell 601 ′ having a plurality of gas outlets 611 ′ and a closing shell 602 ′ coupled to the distributing shell 601 ′. The inflator for airbag which has is shown. The closing shell 602 'has a central opening 613'. The housing has two chambers: an ignition acceptor chamber 604 'and a partition wall 603' defining the housing with a combustion chamber 605 '. An ignition device comprising a sensor 612 'is disposed in the ignition receiving chamber 604'. In addition to the through basket 650 'shown in Figs. 30 and 31, a gas generating propulsion agent 606', a coolant / filter 607 ', a ring 610', and a ring-shaped plate member 609 'suitable for activation of the inflator, and Another element is mounted in the combustion chamber 605 '. It is also possible to provide a gap 614 'outside the coolant / filter 607'. The through basket 650 is stainless steel, aluminum, or carbon steel.

In this embodiment, the through basket 650 'disposed between the gas generating propulsion agent 606' and the coolant / filter 607 'has a different shape than the through basket 2650 shown in FIG. The through basket 650 'shown in FIGS. 30 and 31 has a peripheral wall 652' having a plurality of through holes 651 ', and an approximately flat circular cap portion 653' formed at an upper opening of the peripheral wall 652 '. ). The cap portion 653 ′ may be formed to interlock with an inner surface of the upper portion 616 ′ of the housing. This specific embodiment has a cylindrical dividing wall 603 'attached to the dispersing shell 601' to define the ignition receiving chamber 604 ', so that the cap portion 653' of the through basket 650 'is separated. It has an opening 654 'in its central portion to insert the wall 603'.

In the through basket 650 'of this embodiment, the through hole 651' is formed radially in the portion of the peripheral wall 652 'other than the portion opposed to the through hole 617' in the separating wall 603 '. Meanwhile, the basket 650 ′ may protect the coolant / filter 607 ′ from flame ejection at the through hole 617 ′ due to combustion of the moving charge 608 ′. Further, the through hole 651 'in the peripheral wall 652' of the through basket 650 'is allowed to penetrate the separation wall 603' to deflect the flame so that the flame reaches the gas generating propulsion agent 606 'sufficiently. It forms in a portion other than that exposed to flame from the ball 617 '. Preferably, the through holes 651 'are formed at regular intervals in the portion of the peripheral wall 652' at least 2 mm below the flame outlet of the dividing wall 603 '. As a result, the top of the through basket 650 ′, more specifically the portion above the through hole 651 ′, cools / filters 607 from the flame of the moving charge 608 ′ that ejects against the coolant / filter 607 ′. Coolant / filter protection function to protect '), and combustion enhancement function to deflect the flame to the extent that the flame reaches the gas generating propulsion agent 606'. In the case of the through basket shown in Figs. 26-28, the size of the through hole 651 'can be adjusted in a similar manner.

29 shows a through basket 650 ′ provided in a mechanically activated inflator with a mechanical sensor 612 ′. However, the through basket 650 ′ can also be used for the electrically activated inflator shown in FIGS. 1, 7, 10, 16, 17 and 19.

Example 12

The airbag inflator shown in Fig. 33 is characterized in that a coolant / filter 750 composed of two or more layers is mounted in the housing. The housing has two chambers, a ignition device accommodating chamber 704 and a separation wall 703 that defines the housing as a combustion chamber 705. It includes a moving charge 708 and a mechanical sensor 715 shown in FIG. An ignition device is attached to the ignition receiving chamber 704. In addition to the coolant / filter 750 having two or more layers shown in FIG. 34, a gas generating promoter 706 suitable for activation of the inflator, coolant / filter support element 709, ring 710, plate member 712, and others. The element is mounted to the combustion chamber 705. It is also possible, for example, to provide a gap 714 outside the coolant / filter 750.

The coolant / filter 750 consisting of two or more layers can be constructed by forming inner layers 751 and outer layers 752 having different densities or different materials and overlapping radially. When the coolant / filter 750 is made of layers having different densities, the inner layer 751 may be formed of coarse metal mesh and the outer layer 752 may be formed of fine metal mesh. For the coarse metal mesh used in the inner layer 751, an annular metal mesh layer compressed in a mold may be used.

In this embodiment shown in FIG. 33, the coolant / filter structure described above was mounted on a mechanically activated inflator with a mechanical sensor 715. However, such coolant / filter was also equipped with the electrically activated inflator shown in FIGS. 1, 7, 10, 16, 17, and 19.

Example 13

The inflator for the airbag of this embodiment shown in FIG. 36 is similar to the inflator for the airbag shown in FIG. The inflator of this embodiment has a through basket 850 shown in FIGS. 37 and 38 between the gas generating propulsion agent 806 and the coolant / filter 807. The inflator has a through basket 850 in which the inflator is electrically activated. It is different from the inflator of FIG. 26 in that it is used.

The inflator has a housing including a dispersion shell 801 having a plurality of gas outlets 811 and a closing shell 802 coupled to the dispersion shell 801 by one of various welding methods. The housing has two chambers defined by a generally cylindrical partition wall 803 concentrically attached to the central opening 813. The partition wall 803 defines an ignition receiving chamber 804 and a combustion chamber 805. An ignition device including a moving charge 808 and an igniter 821 shown in another figure is disposed in the ignition receiving chamber 804. The through basket 850 shown in Figs. 37 and 38 is suitable for activation of the inflator. Gas generant 806, coolant / filter 807, coolant / filter support element 809, ring 810, plate member 816, and other elements are mounted in combustion chamber 805. It is also possible for a gap 814 outside the coolant / filter 807 to be provided.

The through basket 850 has a substantially cylindrical shape and has a plurality of through holes 851 in the peripheral wall surface 852 in the peripheral and axial directions. The through holes 851 may be formed at regular intervals, either regularly or irregularly. Moreover, the size of the through hole 851 can be freely adjusted within a range that does not affect the flow through which the combustion gas passes. The through basket 850 is disposed between the gas generating propulsion agent 806 and the coolant / filter 807 and covers the entire area where the coolant / filter 807 is exposed, the full surface being the flameproof plate portion of the coolant / filter support element 809 ( 815) Moreover, the through basket 850 is designed to have a slightly shorter or the same axial length than the coolant / filter 807 so that the through basket 850 can extend out of the flame retardant portion 815 of the coolant / filter support element 809. It overlaps with the flameproof plate part 815.

The through basket 850 can also be used for the mechanically activated inflator shown in FIG. 26.

Example 14

The airbag inflator of this embodiment shown in FIG. 39 is similar to the inflator for airbag shown in FIG. The inflator of this embodiment has a through basket 850 'shown in Figs. 40 and 41 between the gas generant 806' and the coolant / filter 807 '. This inflator differs from the inflator of FIG. 29 in that the through basket 850 'is used for an electrically activated inflator.

Similar to the inflator for the airbag shown in FIG. 36, the inflator of this embodiment includes a dispersing shell 801 'having a plurality of gas dispersing holes 811' and a closing shell 802 'coupled to the distributing shell 801'. It has a housing that includes. The closing shell 802 'has a central opening 813'. The housing has two chambers, an ignition receiving chamber 804 'and a partition wall 803' defining the housing with a combustion chamber 805 '. . An ignition device including a moving charge 808 'and an igniter 812' shown in another drawing is disposed inside the ignition device receiving chamber 804 '. In addition to the through basket 850 'shown in FIGS. 40 and 41, a gas generating propulsion agent 806', a coolant / filter 807 ', a ring 810', and a ring-shaped plate member 809 'suitable for activation of the inflator, And other elements are mounted to the combustion chamber 805 '. It is also possible for a gap 814 'outside the coolant / filter 807' to be provided.

In this embodiment, the through basket 850 'disposed between the gas generating propulsion agent 806' and the coolant / filter 860 'has a different shape than the through basket 850 shown in FIG. The through basket 850 'shown in FIGS. 40 and 41 has a peripheral wall 852' having a plurality of through holes 851 ', and a substantially flat circular cap portion 853 formed at an upper opening of the peripheral wall 852'. Contains'). The cap portion 853 'may be formed to interlock with an inner surface of the upper circular portion 816' of the housing. Since this specific embodiment has a cylindrical dividing wall 803 'attached to a dispersing shell 801' defining an ignition receiving chamber 804 ', the cap portion 853' of the through basket 850 'is a dividing wall ( 803 'has an opening 854' in the center for insertion.

In the through basket 850 'of the present embodiment, the through hole 851' is formed radially in the portion of the peripheral wall 852 'other than the portion opposed to the through hole 817' of the separating wall 852 '. On the other hand, the basket 850 'may protect the coolant / filter 807' from the flame ejected from the through hole 817 'due to the combustion of the moving charge 808'. Furthermore, the through hole 851 'of the peripheral wall 852' of the through basket 850 'is a through hole of the dividing wall 803' to deflect the flame so that the flame reaches the gas generating propulsion agent 806 '. 817 is formed in portions other than those exposed to flame. Preferably, the through holes 851 'are formed at regular intervals in the portion of the peripheral wall 852' below the flame outlet of the dividing wall 803 '. As a result, the top of the through hole 850 ', more specifically the portion above the through hole 851', is coolant / filter 807 'from the flame of the moving charge 808' that ejects against the coolant / filter 807 '. Coolant / filter protection function, and combustion enhancement function that deflects the flame so that the flame reaches the gas generating propulsion agent 806 '. In the case of the through basket shown in Figs. 37-38, the size of the through hole 851 'can be adjusted in a similar manner.

The through hole 850 'may also be used in the mechanically activated inflator shown in FIG.

Example 15

Similar to the airbag inflator shown in FIG. 33, the airbag inflator shown in FIG. 42 is mounted to a coolant / filter 750 'composed of two or more layers and a housing. This inflator differs from the inflator of FIG. 33 in that a coolant / filter 750 'having two or more layers is used in the electrically activated inflator.

The inflator of this embodiment includes a dispersing shell 701 'having a plurality of gas dispersing holes 711', and a closing shell 702 'coupled to the distributing shell 801'. The housing also has a dividing wall 703 'that defines the housing as two chambers, an ignition receiving chamber 704' and a combustion chamber 705 '. The moving charge 708' and igniter 715 shown in the other figures. An ignition device comprising a ') is disposed in the ignition receiving chamber 704'. In addition to the coolant / filter 750 'having two or more layers shown in FIG. 43, a gas generating propulsion agent 706' suitable for activation of the inflator, Coolant / filter support element 807 ', ring 710', plate member 712 ', and other elements are mounted to combustion chamber 705'. It is also possible for a gap 714 'outside of the coolant / filter 750' to be provided.

The coolant / filter 750 'consisting of two or more layers can be constructed by forming an inner layer 751' and an outer layer 752 'having different densities or different materials and superimposing them radially. When the coolant / filter 750 'is composed of layers having different densities, the inner layer 751' may be formed of coarse metal mesh and the outer layer 752 'may be formed of fine metal mesh. For the coarse metal mesh used for the inner layer 751 ', the annular metal mesh layer shown in FIGS. 2-6 formed by compression in a mold can be used.

Coolant / filter 750 ′ may also be used for the mechanically activated inflator shown in FIG. 33.

Non-Zide Gas Generating Materials

Conventional azide gas generating materials have a decomposition initiation temperature of 350 ° C. and a combustion temperature of 1500 ° K, resulting in unstable ignition with conventional igniters alone. Even if ignited, the gas generating material does not burn under satisfactory conditions to achieve full performance. Thus, a moving charge (B / KNO3) is used, which is ignited by an igniter to generate enough energy to satisfactorily ignite and burn the gas generating material.

As a gas generating material of the inflator, using a non-zide-based material, the start-up temperature of 330 ℃ or less, a combustion temperature of 2000。K or more, and a non-zide-based material having excellent ignition and combustion characteristics are required for a conventional airbag inflator. It was found that the drug could be removed. The decomposition start temperature is preferably 310 ° C or lower.

The non-azide gas-generating materials used in the inflator for this airbag can be selected from various conventionally proposed materials: organic nitrogen compounds such as tetrazole, triazole and its metal salts as main components-and oxygen such as alkali metal nitrates. Compounds having a containing oxidizing agent; And compounds using triaminoguanidine nitrate, carbohydrazide and nitroguanidine as fuels and nitrogen sources and nitrates, chlorates and perchlorates of alkali or alkaline earth metals as oxidants. The gas generating material of the present invention may be selected from other materials that are required according to requirements such as, but not limited to, burn rate, non-toxicity and burn temperature. The gas generating material may be formed into suitable shapes such as pellets, wafers, hollow cylinders, porous bodies and discs.

When the gas generating material is ignited by the igniter, the larger the surface area of the gas generating material, the easier the ignition is. Therefore, the gas generating material is preferably formed in the shape of a cavity cylinder and a porous body.

The inner skin of the housing of the inflator for the airbag is preferably in the range of 65 to 115 kPa, but may be 60 to 130 kPa. The filling amount of the solid gas generating material is preferably in the range of 30 to 40 g but may be 20 to 50 g for the driver's seat airbag.

When the inflator for automobile airbags uses non-azide gas generating materials having a pre-burning speed of 5 to 30 mm / sec under a pressure of 70 kg / cm2, all gas generating materials are 40 to 60 msec for the driver's seat airbag, It is required to burn completely within 50 to 80 msec for 5 to 15 msec for side impact airbags. To control the combustion of the gas generating material, a suitable setting is made of the A / At ratio, where A is the total surface of the gas generating material and At is the total area of the gas outlet in the dispersion shell. This A / At ratio is set as follows:

For the driver's seat airbag, A / A _t = 100-300 for 20-50 g of gas generating material;

For passenger-side airbags, A / A _t = 80-240 for 40-120 g of gas generating material;

For side impact airbags, A / At = 250-3600 for 10-25 g of gas generating material.

If the A / At ratio is above the maximum value of each airbag, the pressure in the inflator for the airbag is excessively increased, causing the combustion rate of the gas generating material to be too high. If this ratio is less than or equal to the minimum value, the pressure in the inflator for the airbag is not sufficiently increased and the combustion speed becomes too small. In either case, the combustion time is outside the desired range and an inflator for an air bag with such a combustion time cannot be used.

In order to achieve complete combustion within the desired combustion time, it is preferred that each piece of gas generating material has a minimum thickness of 0.01 to 2.5, more preferably 0.01 to 1.0 mm.

The experiment was ignited by an igniter that did not use a moving charge to run the experiment using four types of gas generating materials. The experimental results are shown in Table 1. The igniter uses Zpp (a mixture of zirconium / potassium perchlorate) and has an output of 1250 psi. The burn rate is weight percent. NQ is a high specific gravity nitroguanidine.

TABLE 1

Combustion of Hydrogens Combustion rate Example 1 NQ / Sr (NO ₃ ) ₂ 55/45 Example 2 NQ / S (NO ₃ ) ₂ / acid clay / CMC-Na 35.4 / 49.6 / 5/10 Comparative Example 1 NaN ₃ / CuO 61/39 Comparative Example 2 NQ / CuO 26/74

TABLE 2

Decomposition start temperature Combustion temperature ignition Example 1 200 ℃ 2362 ℃ Yes Example 2 210 ℃ 2270 ℃ Yes Comparative Example 1 350 ℃ 1148 ℃ no Comparative Example 2 200 ℃ 1253 ℃ no

In Example 1 and Example 2, the gas generating material was ignited by an igniter without using a moving charge.

In Comparative Example 1, since the decomposition start temperature was high and the combustion temperature was too low, the gas generating substance could not be ignited without a moving contract.

In Comparative Example 2, since the combustion temperature was low but the decomposition initiation temperature was low, the gas generating substance could not be ignited without a moving contract.

Because of the tendency of the combustion particles to burn off the airbag attached to the inflator, it is desirable to limit the amount of gas and discharged combustion particles from the outlet (dispersion) of the inflator housing. The optimal range of particles does not exceed 2 g. It should be noted that the combustion temperature of the gas itself is not an important factor for preventing airbag damage.

The coolant / filter of the present invention has a combustion particle contained in a normal amount of gas generated by combustion of a gas generating material when the inflator for an airbag is operated, so that it is 2 g or less, preferably 1 g or less, more preferably 0.7 g or less. Should work. Typical amounts of gas generated can vary widely when used, but will be between 0.5 and 1.5 moles for the airbag inflator for the driver's seat and 1.5 to 5 moles for the airbag inflator for the passenger seat for the passenger seat. In the airbag inflator for an airbag of the present invention, the amount of combustion particles contained in the generated gas should be limited to the above-mentioned predetermined value irrespective of the generated gas amount. However, the high combustion temperature of the gas generated by the non-azide-based gas generating material and In addition, the high expansion volume reduces the required moles of gas. Thus, if less propellant is needed, smaller inflators are made possible.

The bulk density of such coolants / filters is 3.0 to 5.0 g / cm 3 and preferably 3.5 to 4.5 g / cm 3.

The mesh is made of stainless steel. As stainless steel, SUS304, SUS310S, SUS316 (specified under JIS), etc. can be used. SUS304 (18Cr-8Ni-0.06C) is an austenitic stainless steel exhibiting excellent corrosion resistance.

Reinforcing rings with many through holes formed in the entire perimeter wall can be fitted to one or both of the outside and inside of the coolant / filter, but need not be used.

The inflator of the present invention uses a gas generating material of a non-azide organic nitrogen compound. The non-azide gas generating substance consists of at least an organic nitrogen compound, an oxidizing agent and a slag forming agent. The gas generating material can be mixed with the binder when molded into the desired shape.

As the organic nitrogen compound, a compound selected from the group consisting of triazole derivatives, tetrazole derivatives, guanidine derivatives, azodicarbonamide derivatives, and hydrazine derivatives, or mixtures thereof can be used.

Specific examples include 5-oxo-1,2,4-triazole, tetrazole, 5-aminotetrazole, 5,5'-bi-1H-tetrazole, guanidine, nitroguanidine, cyanoguanidine, triaminoguanidinenit Latex, guanidine nitrate, guanidine carbonate, biuret, azodicarbonamide, carbohydrazide, carbohydrazide nitrate complex, dihydrazide oxalate, hydrazine nitrate complex, and the like. Guanidine is preferred, and nitroguanidine is most preferred with the least carbon atoms in the molecule. Nitroguanidine can include both acicular crystalline nitroguanidine with low specific weight and bulk crystalline nitroguanidine with high specific weight. However, nitroguanidine with a high specific weight is preferred in view of safety in handling and ease of handling in the presence of a small amount of water.

The compound may vary depending on the number of carbon atoms, hydrogen atoms and other elements to be oxidized in the molecular formula, but is usually used at a concentration of 25 to 60% by weight, preferably 30 to 40% by weight. Trace concentrations of CO are increased in the offgas when the compound amount is greater than the theoretical complete oxidation requirement, and trace concentrations of NOx are increased in the offgas when the compound amount is less than or equal to the theoretical complete oxidation requirement. It can be changed depending on the kind. The most preferred range is that the optimum balance is maintained between the two.

Various oxidants may be selected from at least nitrates containing cations of alkali or alkaline earth metals. The amount used is 40 to 65% by weight, in particular 45 to 60% by weight, in view of the concentrations of CO and NOx described above, but the absolute value may vary depending on the type and amount of the gas generating compound.

In addition, oxidizing agents such as nitrite and perchlorate, which are widely used in the field of inflators for airbags, may be used. However, nitrates are preferred in that oxygen atom numbers are reduced in nitrate molecules and formed in reduced amounts of fine powder mist, which tends to be released out of the bag.

Slag formers transform the alkali or alkaline earth metal oxides formed by the decomposition of the oxidant component in the gas-generating material composition from liquid to solid, allowing the coolant / filter to be restricted to the coolant / filter combustion chamber and out of the inflator. It will not be released in the form of mist. The coolant / filter blocks the mixing of the slag forming agent and the powdery residue to cool and make the particle size impossible to pass through the coolant / filter. This is an interaction that eliminates the need for conventional filter structures. The optimal slag forming agent may be selected depending on the metal component. Examples of slag formers include aluminosilicate-containing natural clays, synthetic mica, artificial clays such as synthetic kaolinite and synthetic smectite, and talc, a hydrated magnesium silicate mineral, with main components such as bentonite and kaolin. Any of these may be used as slag formers. A preferred example of slag former is acid clay.

A mixture of calcium oxide generated from calcium nitrate, an oxide of three components of aluminum oxide and silicon oxide, which are the main components of clay, is about over a melting point of 1350 ° C to 1450 ° C and a temperature range of 1350 ° C to 1550 ° C, depending on the burning rate. A viscosity of from 3.1 poise to about 1000 poise. Using these properties, the slag formation ability appears depending on the mixed combustion rate of the gas generating substance composition.

The slag forming agent may be used in an amount of 1 to 20% by weight, preferably 3 to 7% by weight. Too high an amount reduces the combustion rate of the line, reducing the efficiency of gas generation. Too small an amount does not result in sufficient slag formation.

A binder is needed to obtain the desired shaped body of gaseous composition. Some binders may be provided to exhibit viscosity in the presence of water and solvents that have no adverse effect on the burning behavior of the composition. Examples of binders include polysaccharide derivatives such as metal salts of carboxymethylcellulose, hydroxyethylcellulose, cellulose acetate, cellulose propionate, cellulose acetate butyrate, nitrocellulose, starch and the like. However, among these, a water-soluble binder is preferable from the viewpoint of safety at the time of manufacture and ease of handling. Metal salts of carboxymethylcellulose, in particular sodium salts, may be preferably exemplified.

The binder is used in an amount of 3 to 12% by weight, more preferably 4 to 12% by weight. If a large amount of binder is used, the shaped body exhibits increased burst strength. The number of carbon and hydrogen atoms in the composition increases with increasing binder amount, increasing the trace concentration of CO gas, an incomplete combustion product of carbon, and reducing the quality of the generated gas. If the binder is used in an amount of at least 12% by weight, in particular the oxidant must be used at a relatively increased proportion and the proportion of gaseous compounds is relatively reduced, making practical inflator systems difficult to manufacture.

Moreover, the secondary effect of the sodium salt of carboxymethylcellulose is that nitrates, in particular those having a high decomposition temperature, are sodium nitrates formed by metal effect reactions with nitrates, which appear in the form of molecular diameters when the shaped bodies are produced using water. The decomposition temperature of strontium nitrate is shifted toward the lower temperature, contributing to the increase in combustibility.

Thus, a preferred gas generating composition for the practical use of the present invention is:

(a) about 25 to 60% by weight, preferably 30 to 40% by weight of nitroguanidine;

(b) about 40 to 65 weight percent, preferably 45 to 65 weight percent oxidizing agent;

(c) about 1 to 20% by weight, preferably 3 to 7% by weight of slag forming agent; And

(d) about 3-12% by weight, preferably 4-12% by weight of binder, particularly preferably:

(a) about 30-40 weight percent nitroguanidine;

(b) about 40 to 65 weight percent of strontium nitrate;

(c) about 3 to 7 weight percent acidic clay; And

(d) about 4 to 12 weight percent sodium salt of carboxymethylcellulose.

According to the present invention there is provided a shaped body of a gas generating material for an airbag comprising:

(a) about 25 to 60 weight percent nitroguanidine;

(b) about 40 to 65 weight percent oxidant;

(c) about 1 to 20 weight percent slag forming agent; And

(d) about 3 to 12 weight percent of the binder.

Dicyandiamide can also be preferably used as the organic nitrogen compound.

The gas generating substance composition contains organic nitrogen compounds in an amount that oxygen balance most preferably near zero by an appropriate combination of oxidizing agents or additives, but the amount of organic nitrogen compounds depends on the atomic number and molecular weight of the nitrogen compound and on the oxidizing agents and additives. It can vary. A molded article having an optimum composition can be obtained by adjusting the oxygen balance on the positive side and the negative side depending on the trace concentrations of CO and NOx generated. For example, the amount when using dicyandiamide will preferably be from 8 to 20% by weight.

Oxygen-containing oxidants used in the present invention will be well known in the art of gas generating materials for airbags. However, it will not erase the thermal load on the coolant / filter since the residue of the oxidant is basically in the liquid or gaseous form and uses an oxidant which forms a high melt material.

For example, potassium nitrate is an oxidant commonly used in gas generating materials. However, potassium nitrate is undesirable at the point of thermal load on the coolant / filter. Since the main particles after combustion are potassium oxide or potassium carbonate, potassium oxide decomposes to potassium peroxide and potassium at about 350 ° C, and potassium peroxide has a melting point of 763 ° C. It shows the form of liquid or gas in the state where the inflator for airbag is operated.

The oxidant preferably used in the present invention may be strontium nitrate. The post-combustion particles of strontium nitrate are strontium oxide with a melting point of 2430 ° C., most of which remain in solid form even when the inflator for the airbag is operated.

There is no particular limitation on the amount of oxidant used in the present invention, which is used in a sufficient amount to completely burn the organic nitrogen compound. The amount can be appropriately changed by controlling the preburn rate and the amount of heat generated. Preference is given to amounts of 11.5 to 55% by weight when strontium nitrate is used as the oxidizing agent for dicyandiamide.

Preferred gas generating material compositions of the present invention are 8 to 20% by weight of dicyandiamide, 11.5 to 55% by weight of strontium nitrate, 24.5 to 80% by weight of copper oxide, and 0.5 to 8% by weight of sodium salt of carboxymethylcellulose. It contains. However, the present invention is a gas containing 8-20% by weight of dicyandiamide, 11.5-55% by weight of strontium nitrate, 24.5-80% by weight of copper oxide, and 0.5-8% by weight of sodium salt of carboxymethylcellulose. Provide more material.

Non-azide solid gas consisting of nitroguanidine, Sr (NO3) 2, carboxymethylcellulose, and acidic clay at a weight percent of nitroguanidine: Sr (NO3) 2: carboxymethylcellulose: acid clay = 35.4: 49.6: 10: 5 The generating material ignites in the inflator for airbags of the present invention in the tank to generate gas. The gas generated in the airbag inflator was contained in a tank washed with acetone to capture the combustion particles contained in the gas discharged through the gas outlet of the inflator into the tank to measure the amount of combustion particles remaining in the gas.

As a result, the amount of gas discharged through the outlet of the inflator for airbags was 1 mol and contained 0.3 g of combustion particles therein.

In a similar test, for the occupant side airbag, the inflator for the airbag of the present invention generated gas in an amount of 4 moles containing 0.6 g of combustion particles.

Both of these tests showed up to 2 g of particle generation and the result excludes particle damage to the airbag.

Additional measures of operation

In order to stably burn the non-azide-based gas generating material, the housing of the airbag inflator is required to have an excessively large strength when the inside of the airbag inflator is at least 100㎏ / ㎠ and it is difficult to reduce the size and weight of the airbag inflator. It has been found by the inventors.

Moreover, the present inventors do not need to control the pressure at the maximum internal pressure of the inflator by means of the discharge delayed rupture plate, and the small housing (having an internal skin of 120 kPa or less) has a maximum internal pressure and 0.50 to 2.50 cm 2 in the range of 100 to 300 kg / cm 2. It has been found that a desirable output curve for inflating the airbag can be obtained if it has a total area of opening / gas evolution in the range of / mol.

In other words, the present invention provides an inflator for an airbag that accommodates gas generating materials in a housing and has a plurality of openings for flowing gas generated from combustion of the gas generating materials to the airbag. The airbag inflator is characterized in that the total area of the opening per unit volume of the generated gas is 0.50 to 2.50 cm 2 / mol and the maximum internal pressure during operation of the air bag inflator is 100 to 300 kg / cm 2.

Each opening that satisfies the present invention preferably has an isotherm diameter of 3 to 4.5 mm. The term isotropic diameter is used instead of diameter because the opening has a shape that can be closer to the circle than the original circle. This represents the original circular diameter with the same area as the opening in question. For an isotherm diameter of an opening of 2 mm or less, even if the total area of the opening per unit volume of the generated gas is 2.50 cm 2 / mol or less, if the opening is a gas outlet of the housing or coolant / filter dispersion, the opening of the opening if the opening is in the combustion chamber wall inside the housing Airbag parts located at-Airbag will be damaged. Increasing the numerical aperture to prevent this damage has increased the manufacturing price.

In the present invention, the maximum internal pressure is controlled in the range of 100 to 300 kg / cm 2, preferably 130 to 180 kg / cm 2 in a small housing having a non-azide-based gas generating material and having an inner skin of 120 kPa or less. The diameter and number of the openings were measured in such a manner that the total area of the openings per unit volume of was in the range of 0.50 to 2.50 cm 2 / mol, preferably 1.00 to 1.50 cm 2 / mol. This arrangement provides an output curve suitable for inflating the airbag. The total area of the opening is measured as (one hole area) x (hole number).

In the airbag inflator of the present invention, a plurality of openings for controlling the combustion of the gas generating material contained in the housing are formed in the housing or the separating wall in the housing (simply referred to as the separating wall in the housing) so that the gas generated from the gas generating material is opened. It is only required to have a structure that allows it to flow through the airbag. Each opening has an area equal to that of a circle having a diameter of 3 to 4.5 mm. It is preferable that a total of 12 to 20 openings are formed in the housing or the partition wall in the housing, or both, and arranged in the circumferential direction. The maximum internal pressure in operation of the inflator is measured by an opening formed in the housing or one of the partition walls in the housing or an opening formed in both the housing and the partition walls in the housing. For example, the opening is formed in both the housing and the partition walls in the housing. If the internal pressure of the housing is controlled by the opening in one of the housing and the dividing wall, it is possible to roughly form the openings of the remaining of the housing and the dividing wall unless the internal pressure is further controlled.

The openings through which the generated gas passes can be arranged in line or overlapping in the circumferential direction of the housing and / or the dividing wall in the housing.

The housing may be formed by casting or molten iron. It can also be formed by welding, which presses the dissipation shell with the opening (gas outlet) and the closing shell with the center hole, and plasma welding, friction welding, protrusion welding, electron beam welding, laser welding and TIG arc welding And joined together by the same welding. The housing has a gas outlet. The housing formed by pressing was easy to manufacture and reduced the manufacturing cost. For example, the dispersion shell and the closed shell may be formed of a stainless steel sheet having a thickness of 1.2 to 2.0 mm by setting the outer diameter of the dispersion shell to 65 to 70 mm and the closed shell to 65 to 75 mm. Nickel plated steel sheet may be used in place of stainless steel sheet. The housing is preferably formed with a mounting flange and a narrow gap of 1.0 to 4.0 mm thickness is preferably formed as a gas passage between the circumference of the housing and the coolant. The overall height of the housing is preferably set to 30 to 35 mm.

A partition wall is provided into the housing as needed to divide the interior of the housing into two or more chambers. In the present invention, the partition wall formed of a plurality of openings for controlling the combustion of the gas generating material is a partition wall through which gas generated in the gas generating material in the combustion chamber passes. The separating wall is a gas generating material receiving chamber and a coolant in the housing. A dividing wall attached between the filter and the combustion ring. The combustion ring is mounted in the housing in such a way as to surround the combustion chamber and has many openings formed in the circumferential wall to control the maximum internal pressure during combustion of the gas generating material.

The separating wall can also be formed by mounting a cylindrical member in the housing and using the circumferential wall as the separating wall. The cylindrical member may be constructed by rolling and welding a stainless steel sheet 1.2 to 2.0 mm thick with a tube. The cylindrical member is formed as an opening when used as a separating wall.

If it is necessary to prevent the inflow of external air (humidity), it is preferable that the opening is sealed with a sealing tape in a width of 2 to 3.5 times the diameter of the opening. The sealing tape is designed to prevent the ingress of moisture by closing the opening and does not provide any obstruction to the generated gas passing through the opening or therefore the sealing tape needs to have a thickness sufficient to prevent the ingress of moisture. When aluminum tape is used as the sealing tape, the tape thickness is set to 25 μm or more to block the ingress of moisture through the tape surface. However, since the maximum internal pressure of the housing is controlled only by the total area of the opening in order to ensure rapid activation of the airbag inflator in the present invention, when the aluminum tape thickness is 80 µm or more, the tape ruptures even if gas is injected in the combustion of the gas generating material. It is difficult and sometimes ruptures, which delays the activation of the inflator for the airbag. This may be the result of a failure to achieve the intended performance of the device. Therefore, when the aluminum tape is used as the sealing tape, the tape thickness is preferably set to 25 to 80 mu m.

In the airbag inflator of the present invention, the housing is formed by an inexpensive and easy press method rather than an expensive molten iron method. The inflator for airbags of the present invention is advantageous in terms of cost and manufacturability. That is, by pressing the dispersing shell and the closing shell, the manufacturing cost was reduced and the manufacturing of these shells was facilitated.

In the conventional airbag inflator, the shape of the dispersing shell can be made simpler since a central cylinder member formed completely as a circular portion of the distributing shell is formed separately. The separate formation of the center cylinder member and the dispersing shell changes the volume of the center cylinder member independently according to the needs of the dispersing shell. The center cylinder member can be formed of a single component at low cost by, for example, the UO pressing method.

Since the coolant / filter of the airbag inflator of the present invention has a function of confining the combustion chamber in addition to a cooling function and a function of detaining combustion particles, it is possible to remove both the combustion chamber partition wall member and the filter provided in addition to the coolant in the conventional airbag inflator. Do. This reduces the number of components and the diameter of the airbag inflator, thereby realizing a compact and lightweight airbag inflator.

An airbag apparatus having an inflator for this airbag has a reduced number of components in the inflator for the airbag and a reduced diameter of the inflator for the airbag. Thus, a compact and lightweight airbag device has been realized.

More specifically, the coolant / filter structure of the present invention configured as described above can effectively collect even fine combustion particles. That is, the coolant / filter exhibits an excellent collection function in addition to the cooling function and can omit a filter necessary in advance in addition to the coolant. Do.

Moreover, the coolant / filter structure of the present invention makes it possible to define a pressure chamber such as a combustion chamber of an inflator for an air bag. It is possible to omit a member for defining a combustion chamber such as a combustor cup, a combustion ring, etc., which is required in advance in addition to the coolant.

Thus, the inflator for airbags equipped with the coolant / filter device of the present invention uses a reduced number of parts and can have a reduced diameter to reduce smaller size and weight from conventional inflators.

Coolant / filter devices having a desired bulk density exhibit very increased shape retention strengths and are not easily deformed by gas pressure and can maintain a moderate combustion particle-capturing function to reduce thickness in conventional coolants and / or devices. .

Furthermore, the coolant / filter of the present invention preferably has an expansion inhibiting means formed on the outer periphery and maintains a gap or gap between the filter and the housing of the gas generator during operation of the inflator for the airbag.

By maintaining a gap between the coolant / filter and the housing, the combustion gas flows over the entire surface of the coolant / filter structure. Thus, the coolant / filter is effectively used and effective cooling and purification of the gas is achieved.

Since the inflator for the airbag of the present invention is configured as described above, combustion gas flows over the entire surface of the coolant / filter structure to realize effective use of the coolant / filter and effective cooling and purification of the combustion gas.

The through basket protects the inner surface of the coolant / filter from melting without pressure in the inflator. Moreover, the through basket prevents direct contact of the coolant / filter with the gas generating propulsion agent and also prevents the propellant from grinding against the coolant / filter due to vibration.

The flame-retardant portion of the through basket or flameproof plate disposed opposite the through-holes in a row on the partition wall covers the inner peripheral surface of the coolant / filter from the flame ejected to the coolant / filter, and deflects the ejected flame to suffice. Furthermore, by forming the penetrating portion and the flame retardant portion as the unit, the manufacturing process can be reduced and the elements for connecting the penetrating portion to the flame retardant portion can be eliminated.

The inflator for airbags of the present invention obviates the need for transfer charges used in conventional airbag inflators. Compared with the conventional three chamber airbag inflator, the inflator for the airbag of the present invention has a reduced diameter to realize a reduction in size and weight. Moreover, the inflator for the igniter / combustion airbag of the present invention having a gas generating propellant enclosing the igniter in the housing and without a dividing wall for the enhancer is simpler and lighter by simplifying the shape of the dispersing shell and the closing shell forming the housing. Obtain an inflator for an airbag that is easy to manufacture and low cost.

By detecting the shock caused by the collision by the mechanical sensor mounted in the airbag inflator of the present invention, it eliminates the electric shock sensor, the electronic control unit, the device connecting the sensor and the control unit, and is lighter than the electrically activated airbag device. And a more compact airbag apparatus was produced.

The inflator for the airbag of the present invention can be activated by electrically or mechanically detecting a shock due to a collision.

The inflator for the airbag of the present invention uses a non-azide gas generating material. By controlling the diameter of the opening through which the generated gas flows into the airbag and the total area of the opening / quantity of generated gas, the gas generating material can be stably maintained without using a splitter plate. It is possible to burn, thereby obtaining an optimum output curve for inflating the airbag folded into a small container. Accordingly, the present invention is advantageous in reducing the size and weight of the inflator for airbags.

More specifically, the inflator for an airbag for the airbag of the present invention uses a non-azide-based gas generant composition containing an organic nitrogen compound, an oxidizing agent and an acidic clay as essential components and has a bulk density of 3.0 to 5.0 g / cm 3. Use more filters. Thus, even when the liquid combustion particles are generated by the combustion of the gas generating material, a slag is formed which is filtered by the coolant / filter device in the airbag inflator of the present invention. As a result, the minimum amount of combustion particles passes through the coolant / filter unit and does not damage the airbag.

In an airbag apparatus using the inflator for an airbag of the present invention, the airbag is not damaged by combustion particles. Therefore, the airbag device is suitably mounted on a car, an airplane, or the like to protect the human body.

The inflator for the airbag of the present invention has a short-range prevention means of the above configuration to prevent the short-circuit passage of the combustion gas to ensure that all the combustion gas passes through the coolant / filter device to ensure that the combustion gas is effectively cooled and purified and that the airbag is not normally folded. Secured.

Because of the various configurations described above, the inflator for airbags of the present invention can burn gas generating materials completely and predictively within a desired time.

In the airbag inflator of the present invention the configuration of the flange portion of the embodiment described above to ensure the normal flow of the combustion gas and the combustion gas of the gas generating means to allow the reduction of the thickness of the housing to prevent excessive deformation of the housing upon activation of the airbag inflator Reduce the size and weight of the airbag inflator.

The flange portion provided in the dispersion shell ruptures the weld, eliminating the risk of occupants on the harmful airbag side.

The formation of the dispersion shell and the closed shell by pressing realizes a decrease in the manufacturing cost and promotes the production of the dispersion shell and the closed shell.

One or both of the circular and distal shells are provided with reinforcing ribs or reinforcing step portions, or both, to prevent deformation of the housing, in particular the circular part, when the inflator for the airbag is activated. This prevents a short passage of combustion gases between the inner surface of the circular section and the inner surface of the coolant / filter unit, thus ensuring an unfolded airbag which is normally unactivated.

It is apparent that the invention described as such may be varied in many ways. Such modifications are mentioned without departing from the spirit and scope of the invention and all modifications apparent to those skilled in the art will be included in the following claims.

1 is a cross-sectional view of an inflator for an airbag of the present invention;

2 is a perspective view of a cylindrical metal sieve used in the method for producing a coolant / filter structure of the present invention;

3 is a schematic view of forming the cylindrical sieve of FIG. 2 with a coolant / filter structure;

4 is a cross-sectional view of the formed coolant / filter structure of the present invention;

5 is a schematic view of a plate member formed of a metal mesh cylinder radially pressed;

6 is a schematic view of a multi-layer mesh cylinder formed by rolling the plate of FIG. 5;

7 is a cross-sectional view of another embodiment of an inflator for an airbag of the present invention;

8 is a schematic view of the airbag apparatus of the present invention including the inflator for the airbag shown in FIGS. 1 and 2;

9 is a cross-sectional view of a conventional inflator for an airbag;

10 is a cross-sectional view of another embodiment of an inflator for an airbag of the present invention including the coolant / filter structure of the present invention;

11 is an illustration of a flat sieve for the coolant / filter structure of the present invention;

12 is a partial cross-sectional view of a conventional coolant / filter structure among inflators for airbags;

13 is a partial cross-sectional view of another embodiment of a coolant / filter structure in an inflator for an airbag of the present invention;

14 and 15 illustrate exemplary embodiments of expansion inhibiting components or deformation of the coolant / filter structure of FIG. 13;

16 is a cross-sectional view of another embodiment of an inflator for an airbag of the present invention showing further structure in detail;

17 is a cross sectional view of another embodiment of the present invention;

18 is a partial cross-sectional view of another embodiment of an inflator for an airbag of the present invention;

19 is a partial cross-sectional view of another embodiment of an inflator for an airbag of the present invention;

20 is a cross-sectional view of an inflator for an airbag of the present invention suitable for a passenger side airbag;

21 is a top view of the inflator for airbag of FIG. 16;

FIG. 22 is a top view of the inflator for airbag of FIG. 17; FIG.

23 is a partial cross-sectional view of another embodiment of an inflator for an airbag of the present invention;

FIG. 24 is a sectional view of the inflator for the airbag of FIG. 23; FIG.

25 is a cross-sectional view of the mechanical sensor of the inflator for airbag of FIG. 23;

26 is a cross-sectional view of another embodiment of an inflator for an airbag of the present invention;

FIG. 27 is a schematic diagram of a through basket of the inflator for airbag of FIG. 26;

FIG. 28 is a front view of the through basket of the inflator for airbag of FIG. 26;

29 is a sectional view of another embodiment of an inflator for an airbag of the present invention;

30 is a schematic representation of a through basket of the inflator for airbag of FIG. 29;

FIG. 31 is a front view of the through basket of the inflator for airbag of FIG. 29; FIG.

32 is a schematic view of the airbag apparatus of the present invention including the inflator for the airbag shown in FIG. 23;

33 is a sectional view of another embodiment of an inflator for an airbag of the present invention;

FIG. 34 is a schematic diagram of a coolant / filter structure of the inflator for airbag of FIG. 33; FIG.

FIG. 35 is a schematic diagram of an airbag apparatus of the present invention including the inflator for the airbag shown in FIG. 20;

36 is a cross sectional view of another embodiment of an inflator for an airbag of the present invention;

FIG. 37 is a schematic diagram of a through basket of the inflator for airbag of FIG. 36; FIG.

FIG. 38 is a front view of the through basket of the inflator for airbag of FIG. 36;

39 is a sectional view of another embodiment of an inflator for an airbag of the present invention;

40 is a schematic illustration of the through basket of the inflator for airbag of FIG. 39;

FIG. 41 is a front view of the through basket of the inflator for airbag of FIG. 39; FIG.

42 is a sectional view of yet another embodiment of an inflator for an airbag of the present invention;

FIG. 43 is a schematic diagram of a coolant / filter of the inflator for airbag of FIG. 42; FIG.

Claims (23)

A housing having a plurality of gas outlets having a total open area At; An ignition device mounted to the housing; A solid gas generating material mounted on the housing to generate combustion gas and ignitable with an ignition device and having a known surface area A; And An inflator for an airbag for inflating a driver's seat, a passenger seat, and an airbag during a side collision, comprising: a coolant / filter device for receiving solid gas generating material, cooling combustion gas, and detaining combustion contaminant particles from the gas. The ratio of the sum of the total surface area A of the solid gas generating substance A to the open area of the gas outlet of the inflator, A / At is (a) 100-300 for the driver's seat airbag, (b) 80- for the passenger seat airbag. 240, and (c) the airbag for side impact protection is 250-3600 airbag inflator, characterized in that. The inflator of claim 1, wherein the solid gas generating material has a linear combustion rate of 5-30 mm / sec under a pressure of 70 kg / cm2. The inflator for an airbag of claim 1, wherein the solid gas generating material has a linear combustion rate of 5-15 mm / sec under a pressure of 70 kg / cm 2. The inflator of claim 1, wherein the housing has an inner skin of 60-130 mm 3. The inflator for an airbag of claim 1, wherein the amount of the solid gas generating material is 20-50 g. 4. The inflator of claim 2 or 3, wherein the housing has an inner skin of 60-130 mm3. The inflator for an airbag according to any one of claims 2 to 4, wherein the amount of the solid gas generating material is 20-50 g. 6. The housing according to any one of claims 1 to 5, wherein the housing includes a dispersing shell and a closing shell, wherein the dispersing shell has a circular portion without a hole formed therein, a gas outlet formed therein, and an outer portion of the circular portion. A circumferential wall portion formed on the circumference, and a flange portion extending radially outwardly from the free end of the circumferential wall portion; The closing shell forms a gap with the dispersion shell, and has a circular portion, a center hole formed at the center of the circular portion, a circumferential wall portion formed on the outer circumference of the circular portion, and a flange portion extending outwardly from the free end of the circumferential wall portion. , The ignition device is an inflator for an air bag, characterized in that mounted to the center hole of the closing shell. The inflator for an air bag according to any one of claims 1 to 5, wherein a narrow gap is formed between the coolant / filter device and the outer circumferential wall of the housing. 9. The inflator of claim 8, wherein the dispersing shell and the closing shell are formed of a pressed metal plate.        The airbag inflator of claim 1; A collision sensor for detecting a collision and outputting a collision detection signal; A control unit for receiving a collision detection signal and outputting a driving signal to the ignition device of the airbag inflator; An airbag to be inflated upon receiving gas generated by the airbag inflator; And And a module case for accommodating the airbag. The airbag apparatus according to claim 11, wherein the solid gas generating material has a linear combustion rate of 5-30 mm / sec under a pressure of 70 kg / cm 2. The airbag apparatus according to claim 11, wherein the solid gas generating substance has a linear combustion rate of 5-15 mm / sec under a pressure of 70 kg / cm 2. 12. The airbag apparatus as recited in claim 11, wherein the housing has an inner skin of 60-130 microns. 12. An airbag apparatus according to claim 11, wherein the amount of solid gas generating material is 20-50g.       The airbag apparatus according to any one of claims 11 to 15, wherein a narrow gap is formed between the coolant / filter unit and the outer circumferential wall of the housing. 16. The housing according to any one of claims 11 to 15, wherein the housing includes a dispersing shell and a closing shell, wherein the dispersing shell has a circular portion without a hole formed therein, the gas outlet formed therein, A circumferential wall portion formed on the outer circumference, and a flange portion extending radially outwardly from the free end of the circumferential wall portion, wherein the closing shell forms a gap therein with the dispersion shell, a circular portion, a center hole formed at the center of the circular portion, An airbag apparatus having a circumferential wall portion formed on an outer circumference of a circular portion and a flange portion extending radially outwardly from a free end of the circumferential wall portion, wherein the ignition device is mounted in the center hole of the closing cell. 16. The airbag apparatus as claimed in claim 15, wherein the dispersing shell and the closing shell are formed of a pressed metal plate. 3. The inflator of claim 2, further comprising a through basket disposed between an inner circumferential surface of the coolant / filter device and a gas generating material. 20. The inflator of claim 19, wherein the through basket is in contact with the solid gas generating material and the inner circumferential surface. 21. The inflator of claim 19 or 20, wherein said through basket has a plurality of through holes formed therein. 22. The inflator of claim 21, wherein the size of each through hole is determined so that the through basket does not directly contact the gas generating material with the inner circumferential surface. 21. The inflator of claim 20, wherein the total area of the through hole is determined such that when the solid gas generating material generates gas, the external pressure of the through basket is maintained to be substantially the same as the through basket internal pressure.

Images