MXPA97009005A - Inflator of a bag system - Google Patents

Abstract

A valve mechanism (40) for controlling the release of gas (52) from a pressure vessel (50) is disclosed. When a collision occurs, gas (52) is initially released from a pressure vessel (50). The gas (52) travels through a valve mechanism (40), which regulates the volume of the gas (52) flowing through the valve from the pressure vessel (50), to an inflatable restriction of the occupant of the vehicle (30). When inflated, the vehicle occupant restriction (30) restricts an occupant of a vehicle during a collision. By controlling the flow of gas into the air bag (30) at the appropriate times, the valve achieves the desired energy absorption characteristics of the bag, for each unique shock situation. The valve uses a pilot pressure and an actuator element (86) to control the flow, by controlling the cross-sectional area of the gas flow path through the valve system (4).

Description

AIR BAG SYSTEM INFLATOR Background of the Invention Field of the Invention The present invention relates generally to security devices for protecting passengers from moving vehicles. More particularly, the present invention relates to a valve assembly used to control the flow of pressurized gas from a high-pressure vessel to an airbag assembly in a moving vehicle to protect passengers. of injuries due to collisions. 2. BACKGROUND ART Different vehicle safety devices and passenger restraint systems are known in the art. These devices protect passengers from vehicles, such as automobiles, airplanes, and trains, from injuries in the event of a collision. The value of airbags, which inflate in response to collisions to protect passengers from moving vehicles, has become widely recognized. The airbags are effective in reducing the rate of injury to passengers of vehicles equipped with these systems. Airbags are particularly effective when used in conjunction with conventional safety devices, such as lap or shoulder safety belts. In a conventional automobile, the driver's air bag protection is typically installed in the hub of the steering wheel of the vehicle. The air bag itself is a foldable expandable bag constructed of a suitable fabric. An inflator containing a sodium azide propellant is connected to the inside of the air bag. Upon impact, an ignition circuit ignites the sodium azide charge, which rapidly generates a hot gas discharge that fills the airbag. The gas escapes from the hub of the steering wheel, and expands in front of the driver, cushioning the driver when the driver is thrown forward by the impact, and preventing the driver from hitting the hard internal surface of the vehicle. There are many problems associated with inflation of an airbag with the hot gas from a sodium azide inflator. Sodium azide is a dangerous chemical. In addition, tremendous heat is released when the airbag is inflated, which can potentially burn the face, arms, hands and legs of an occupant. Due to the drawbacks of sodium azide technology, including toxicity, burns, explosions, concerns for the environment, irritating and harmful gases, and chemical degradation, there is a need for an effective inflation system that do not depend on sodium azide. An alternative to the sodium azide inflator is a hybrid inflator that uses a source of compressed gas in conjunction with a pyrotechnic chemical to increase the pressure when the airbag is inflated. The hybrid inflator can eliminate sodium azide as a component, although it still uses chemicals and a combustion process to inflate the air pocket that produces unwanted gaseous emissions. In addition, the hybrid design is complex and may not be reliable. The design of the hybrid inflator uses a source of compressed gas as part of its inflation medium. Conventional compressed-source "cold gas" inflator designs are also known in the art. These systems used pure compressed gas stored to inflate the airbag. One of the main concerns that has prevented the incorporation of cold gas inflators in vehicles is that the inflator outlet is affected by the extremes of ambient temperature. An air bag inflator is required to operate in temperatures of -40 degrees Celsius (-40 degrees Fahrenheit) to 98 degrees Celsius (208 degrees Fahrenheit), which are possible extremes encountered in different locations during cold and summer winter conditions hot. For a compressed source of a fixed volume, it is known from Boyle's Law, that the gas pressure increases or decreases in proportion to the ambient temperature, and can be determined by the equation: (Pl) (TI) = (P2) (T2). Thus, for example, a pressurized container up to 420 kg / cm2 at room temperature (70 degrees Fahrenheit), would have its internal pressure affected by temperature extremes as follows: at -40 degrees Celsius, internal pressure = 332.85 kg / cm2 at 98 degrees Celsius, internal pressure = 529.9 kg / cm2 This example shows how the extremes of temperature dramatically affect storage pressures, and consequently, affect the total outflow of the volume of gas that will inflate the airbag. As a result of this large variation in vessel pressure, an inflator designed to fill the airbag to appropriate proportions, under high temperature conditions, would fill the airbag only to a fraction of the desired level during extreme cold conditions. , thus producing unfavorable absorbency characteristics for the vehicle occupant during an impact. On the other hand, if the inflator were designed to have appropriate bag filling characteristics, at the low temperature extremes, the air bag would fill up to an undesirable high pressure, possibly causing the air pocket to tear at the seams. In addition, a high pressure would produce a very "hard" airbag when the occupant of the vehicle makes contact with the airbag. Both extreme situations are desirable. The most common inflators are pyrotechnic, and they use a combustion process to generate their gas output. This combustion process is also affected by the extremes of temperature, but not to the same extent as a compressed gas inflator stored. Hybrid inflators use a source of compressed gas, which is affected by the temperature extremes to the same degree as the compressed gas inflators stored. However, these hybrid designs also incorporate pyrotechnic elements to generate their gas output, which varies less with temperature. Therefore, the overall variation of the hybrid design is less than the design of pure stored compressed gas. All inflator designs are affected by temperature variations, to some degree, and the problem of variable pressures must be resolved, and must be compensated to provide adequate protection under all extreme conditions. Another concern associated with a gas pump stored at high pressure is that its gas outlet flow during the initial opening of the vessel, by nature, is very violent and aggressive. When the unregulated gas is released into the airbag, it can cause a high voltage induced load on the airbag itself, or the occupant, if the occupant is near the airbag when it is opened. Accordingly, it is important to provide some element for regulating the gas as it is released from the source of compressed gas into the air bag during the initial opening stage of the container. Another drawback of standard gas storage inflators and other conventional inflators is that they can not adapt their output to provide appropriate airbag inflation characteristics, based on different shock variables that affect the impact of the occupant with the airbag. . The effectiveness of the airbag may depend on the manner in which the airbag is inflated in response to any particular collision. Each collision has particular characteristics, such as the speed of the vehicle before the collision, and the weight of the occupant of the vehicle. Therefore, it is important, for the maximum safety of the occupant, to control the inflation rate of the airbag, based on these specific characteristics. Each shock condition affects the desired absorbency characteristics of the air bag. Given the many variables that occur during each single crash, it is convenient that the inflator adapts its outlet to fill the airbag to the appropriate proportion, and the internal pressure level to better fit with all the immediate shock variables, and by Therefore, provide the occupant with the best deceleration characteristics of the airbag possible. An example of possible shock variables are: the severity of the shock, the ambient temperature, the weight of the occupant. - the position of the occupant. seatbelt. buttoned / unbuttoned. The prior art airbags do not protect all occupants equally. The prior art airbags are designed in such a way as to provide the greatest protection for a particular occupant-generally, a 50-year-old man on average without a seatbelt, representing the average size and weight of the occupant population. , of 75.5 kilograms, at a shock speed of 48 kilometers per hour on a rigid barrier.

The airbag deploys with the same characteristics in each crash without considering any of the aforementioned variables, which vary in all crashes. Consequently, a passenger, whose size and weight are considerably different from the average range, will experience less than ideal deceleration characteristics of the airbag. A smaller and lighter occupant will have a tendency to bounce off the airbag, and may be injured by this bounce. A larger and heavier occupant can deflate the airbag, and with the remaining energy, impact the steering wheel or injure the occupant. Due to the high forces experienced when deploying the airbag, an airbag has the potential to cause great damage in non-ideal crash conditions. During a moderate crash condition with a small occupant, it may be undesirable to deploy the air bag with its normal high force, since the occupant's interaction with the air bag could cause injury from deployment. Since a large majority of crashes in real-world crashes are not ideal, you can see the need for an inflator that can vary depending on changing conditions. Several references of the prior art attempt to solve these problems. For example, U.S. Patent No. 5,400,487, issued to Gioutsos et al. For a Variable Inflation System for Vehicle Safety Restraint, illustrates an inflation system for a gas-operated airbag system. The design creates a variable outlet into the airbag, by incorporating multiple gas generators that can be started when signaled by a shock processor. To perform the task of a fine tuning of the gas outlet into the air bag, several generators are required, since the use of only two separate generators would only allow a very low filling bag, or a very hard bag. Although multiple generators can provide the desired final bag filling characteristics, the costs of these multiple generators are significant. Additional detonators and chemical generators are required. U.S. Patent No. 5,209,510, issued to Mamiya, for a Restraint System Airbag for Motor Vehicle, describes an airbag system wherein inflation of the airbag may vary depending on whether the crash was at high speed (more than 30 kilometers per hour) or low speed (less than 30 kilometers per hour). This variable inflation is also realized through the use of multiple gas generators. In addition, this design only tries to accommodate the velocity variable. Other patents that also seek to achieve variable inflation rates, include U.S. Patent Number 5,368,329, issued to Hock for a Dual Stage Inflator, and U.S. Patent Number 5,221,109, issued to Marchant, for an Airbag Inflator Having Vents to Termínate Inflation. In accordance with the foregoing, there is a need for an airbag system with a single source of inflation and a valve that can control the inflation characteristics of the airbag depending on different variables. There is also a need for a cold gas air bag inflation system that does not have toxic chemicals, and that does not burn the people that the airbag is trying to protect, and that does not cause harm to the environment when Discard A stored gas inflator that can compensate for temperature extremes and regulate the outflow gas to obtain the desired fill rate eliminates many of the concerns mentioned above.

Compendium of 1 »ipvencjfR The present invention solves the problems discussed above. The inflator is designed to compensate for the multiple shock variables, and to provide a speed and filling pressure of the airbag, to decelerate the occupant better, given the specific shock conditions. The present invention allows the flow to be fast enough to inflate the air bag within a sufficiently short period of time, while also controlling the flow into the air bag, to prevent injury to the occupant by the air bag that is inflating. For example, in cases where the complete deployment of the airbag would cause more damage than protection to the occupant, the inflation rate of the stock market would decrease. A restriction device for the airbag is mounted in a vehicle. The air bag system comprises an inflatable air bag that can be placed in different places to protect a driver, front passenger, passengers seated behind, or another occupant of the vehicle. An air bag housing contains an inflator system. A cylinder of compressed gas contains gas at a high pressure. At one end of the compressed gas cylinder, there is an element for releasing the gas from the cylinder. The element can be a nozzle assembly comprised of an exploding disk that can be opened to release the pressurized gas to fill the airbag. The explosion disk can be marked. An actuator device can be used to open or "explode" the bursting disc, thus releasing the gas from the cylinder. This burst disc opening element may be a detonator, a piston actuator, a cutter, a projectile, an initiator, a rocket, or other type of opening device.

The inflator incorporates a valve mechanism that: (1) open the high pressure container to begin filling the air bag, (2) regulate the filling speed of the air bag, and (3) deactivate (decrease) the filling of the bag at the appropriate time to achieve the energy absorbing characteristics of the airbag desired for each unique set of shock conditions. The gas flow from the compressed gas cylinder into the airbag is controlled by a spool that can vary the gas flow from the compressed gas cylinder into the airbag, based on different shock conditions , by varying the cross-sectional area of the gas flow. The shock variables can be sent as inputs to a shock processor algorithm. The processor determines the appropriate time to begin deploying the air bag, and the appropriate time to provide a second signal in order to control the appropriate level of pressure in the bag, to achieve the optimum characteristics of the bag, based on the given shock input variables. Inflator designs for different parts of the vehicle, such as the driver, passenger, or rear seat of a car, vary depending on the location. The size and shape of the container, and the hardware of the valve component, can be adapted to the unique packaging "envelope" of each location, and to the pressure requirements of the container. Other features of the present invention will become clearer from the following detailed description.

Brief Description of the Dibules Figure 1 is a sectional view of the inflator system and the valve assembly of the present invention. Figure 2 is a close sectional view of the inflator and valve of the present invention. Figure 3 illustrates an alternative embodiment incorporating a detonator or gas generator to adjust the position of the reel. Figure 4A is an enlarged sectional view of the valve assembly. Figure 4B illustrates an outward flow explosion that is being semi-restricted by the spool. Figure 4C illustrates the opening of the additional hole by the movement of the spool. Figure 4D illustrates the step of full flow out of the device. Figure 4E illustrates the device when the second activation device is triggered, the flow is cut off, and in the vessel it is slowly purged.

Figure 5 is a side view of the inflator installed in the dashboard of a typical automobile. Figure 6 is a side view of the inflator installed elsewhere on the dashboard of a typical automobile. Figure 7 is a schematic of the control circuit of the present invention. Figure 8 is a PSI curve scenario of the bag for a typical example of pressure control of the air bag assembly. Figure 9 is a side sectional view of an alternative embodiment of the reel and the reel cavity. Figure 10 is a side sectional view of an alternative embodiment of the reel and reel cavity, which can be used to control the flow of gas from a conventional pyrotechnic inflator.

Detailed Description of the Invention Figures 1 and 2 show the preferred embodiment of the valve assembly 40 of the inflator 42 of the present invention. A pressure vessel 50, such as a standard DOT pressure vessel 39, contains pressurized gas 52. The pressurized gas 52 may be nitrogen, argon, carbon dioxide, air, helium, or any inert gas. A filling tube 14 can be located on a wall of the pressurized container 50. The pressurized gas is introduced into the pressure vessel through a filling tube 14. A pressure sensor 90 can also be placed on the wall of the pressurized container. 50, to detect and measure the pressure in the container. In valve assembly 40 of the present invention, the pressure vessel 50 is secured. In the embodiment illustrated in Figures 1 and 2, the valve assembly 40 is connected to the pressure vessel 50 by means of a threaded connection 44. In an alternative embodiment, the valve assembly can be connected to the pressurized vessel directly without using a threaded system, by welding the valve assembly to the container. The welders 8 as illustrated in Figure 2 can also be used in conjunction with a threaded connection 44. In addition, any other connection element known in the art can also be used to connect the valve to the container. As illustrated in Figure 2, in this embodiment a container opening element 36 is illustrated as a detonator 46 attached to the non-pressurized side of an explosion disc 48. The container opening element can be any other pyrotechnic opening device. or rupture induction element known in the art. A sheave 106 is used to secure the explosion disc 48 in place. A conductive wire 104 is connected to the detonator 46 to allow the detonator 46 to be activated. An alternative opening element, such as an actuator with a piston that can be moved from a retracted position to an extended position, can also be used. In Figure 2, a filter 108 is also illustrated.

This filter can prevent the waste from the bursting disc 48 from entering the valve assembly 40. The filter 108 or another support element placed in the same location can also be used to support an actuator opening element in the alternative embodiment in where an actuator is used to open the explosion disk. Downstream from the explosion disc 48, placed inside the valve assembly 40, is the flow regulating element 54. In the illustrated embodiment, the regulating member 54 incorporates a balanced reel 56. The spool 56 is placed inside the cavity reel 58, and can slide inside the reel cavity 58 in the direction of the axis of the reel 56. The reel 56 is generally cylindrical, but has an indented portion 60 with a diameter smaller than that of the outer portion 61. The relationship of the indented portion 60 with the inner walls of the reel cavity 58 creates an outward flow gate 64, as illustrated in Figure 4A, through which air is released from the container 50, and enters the air bag 30. Figure 9 illustrates an alternative embodiment of the reel 56 and a reel cavity 58. In this embodiment, the flow path is aligned through the valve assembly. The indented portion of the spool 60 is much larger than in the preferred embodiment, and the outer portion 61 is relatively much smaller. The air bag 30, illustrated in Figure 1, is folded and secured to a reaction can 34 surrounding the inflator system 42. The air bag can inflate into the occupant compartment of the vehicle. The same air bag can be made of different materials, being the most commonly used today, a high strength nylon material. The airbag can also be made from new composite materials that are currently being developed for airbags. As an alternative to an "air bag", any other flexible restraints that can be inflated to protect an occupant of a vehicle, in the present invention, may be incorporated. To initially insert the reel 56 into the reel cavity 58, one end of the cavity is open. After the reel is inserted into the cavity, a plug 6 can be secured over the open end of the reel cavity, securing the reel inside the cavity. The spool 56 can be initially positioned by the use of centering springs 62, which act on each end of the spool. Springs of different materials can be used, each being affected by the ambient temperature, to adjust the initial position of the spool by the temperature affecting the spring forces, causing the spool 56 to adjust its position. The position of the reel 56 can be configured in such a way that, under cold conditions, the reel 56 moves to open a larger initial outflow gate 64, while, under hot conditions, the reel 56 moves to a position with a more restricted initial opening of the outwardly flowing gate 64. This reel 56 may also be pre-set in its initial position, and may be held in place by stops or a breaking device. The spool 56 is used to control the flow of gas 52 from the container 50 into the air bag 30, by adjusting the size of the outflow gate 64, by sliding the spool inside the spool cavity. 58. The spool 56"balances" because the gas flowing through the indented portion of the spool does not move the spool in any direction perpendicular to the gas flow. As a result of the "balanced" design of the reels 56, the pressurized gas 52 that passes through the outwardly flowing gate 64 does not move the reel 56. The gas 52 does not force the reel 56 to slide, in its lateral direction, perpendicular to the flow of pressurized gas 52. The gas flow acts in a uniform manner on each side of the reel 56, balancing the effects of the pressure. Accordingly, high outward flow gas pressures will not interfere with the control regulation and the position of the reel 56 and the gas flow into the air bag 30. Accordingly, the reel 56 can control the explosion of Initial aggressive airflow found with a compressed gas inflator. The spool 56 controls the velocity of the gas 52 flowing from the pressurized vessel 50, using pilot pressures to adjust the size of the outflow gate 64. A volume A is located at one end of the reel 56, inside one end of the vessel. the reel cavity. In a similar manner, a volume B is located at the other end of the spool, inside the other end of the spool cavity 58. Volumes A and B can be sealed from the indented portion of the spool and the gas flow path, placing O-rings around the spool portion on each side of the spool. The O-rings will also allow the reel to slide into the reel cavity. In an alternative way, the reel can travel on a valero or other element known in this field. The pressure inside the valve assembly 40 is directed towards the volume B by means of the pilot holes 68, shown in this embodiment incorporated in the reel 56 itself. In alternative modes, the pilot hole can be placed in other places. For example, the holes can be placed on the walls of the reel cavity. As the pilot pressure in the volume B increases, the pressure causes the reel 56 to move towards the volume A, as illustrated in Figures 4B and 4C. When the spool moves toward the volume A, the size of the outflow gate 64 increases, increasing the gas flow into the air bag 30 to a desirable level. The pilot holes 70 leading up to the volume A can also be incorporated into the design of the reel 56. These holes can add additional control to the movement of the reel 56 and the size of the outlet flow gate 64. To allow the valve compensate the different temperatures, the pilot holes 68 and 70 can be made from a material sensitive to different temperature. Since the cross-sectional areas of the pilot holes 68 and 70 would then vary in a different manner in response to temperature changes, this design can control the pressures in volume A and volume B with respect to temperature variations , and consequently, to change the size of the outflow gate 64 in response to the different temperatures. In the alternative modes, there are no pilot holes connecting volume A or volume B with the path of the gas flow. The pilot holes can be used in conjunction with the pressure relief or environmental vent hole 74, as described below, to reduce the pressure buildup in volume A as the spool moves and compresses volume A. As shown in FIG. illustrated in Figures 1 and 2, an opener 28 may be placed, which may be a pyrotechnic device, such as a rocket, initiator, detonator, piston actuator, or any other element known in the art of opening a hole, over the volume B side of the valve assembly 40. The opener 28 can be placed in or on a vent hole 26 that connects to the volume B with the area outside the valve assembly. Adhesive 24, such as conductive epoxy, is used to secure the opener 28 in the vent hole 26. Conductor wires 104 are connected to the opener 28 to allow the opener to be activated. The opener 28 can open the ventilation hole 26 in the volume B, thereby reducing the pressure in the volume B to a level lower than the pressure in the volume A. This causes the reel 56 to move back towards the volume B, as illustrated in Figure 4E. The pressure relief environmental vent 74 can also be made from a temperature sensitive material, which would also provide control over the movement of the reel, depending on the temperature of the valve. In addition, adjusting the size of the vent hole 74, in conjunction with the real-time input variables, can also be used to adjust the gas flow into the airbag during inflation of the airbag. The size of the vent hole 74 in volume A directly impacts the movement of the spool over time. A larger vent.74 can produce more aggressive inflation, or can compensate for the reduced aggression caused by the reduced container pressures resulting from the extremes of cold temperature. A smaller vent hole 74 can result in less aggressive bag inflation, or can compensate for the greater aggression caused by the increased container pressures resulting from high temperature extremes. The aggressiveness of filling the bag can also be adjusted to better match the real-time variables unique to any specific shock. In addition to controlling the size of the vent hole 74 as a result of the effects of temperature, the size of the orifice can also be adjusted by a device that is linked to the sensors and a processor algorithm. The hole size settings can be made according to real-time inputs. A device for adjusting the size of the vent hole 74 may be a solenoid, a servo motor, a piezoelectric, hydraulic element, a linear actuator, or any other element known in the art to adjust the flow area through a orifice. Figure 1 also illustrates a simple schematic of the basic components of the activating circuits. The circuits are energized by a battery 96. When the processor 86 determines that a collision has occurred, a deployment signal 98 is sent through the lead wires 104, to the detonator 46, thereby opening the pressure vessel 50. When the processor 86 determines that the flow through the valve assembly 40 is to be reduced, the processor sends a second signal, the cut signal 100, through other conductor wires 104, to the opener 28, thereby opening the vent hole 26. In an alternative embodiment, as illustrated in Figure 3, another pyrotechnic device, such as a rocket, or other gas generator 38, may be placed on the volume side A of the valve assembly 40. This rocket 38 can generate gas that increases the pressure in volume A, thereby moving reel 56 back to volume B. In other alternative modes, a solenoid, a dis servo positive, a linear actuator, or any other device known in the art, for controlling the movement of the reel 56. FIG. 7 illustrates a more detailed scheme of the circuit 80 of the present invention. An acceleration sensor 82 is connected through a Direct Access Memory (RAM) card 84 in a processor 86 having the ability to perform an algorithm based on different inputs. As illustrated in Figure 7, other inputs to the processor 86 may be the seat belt sensor 88, a pressure sensor (eg, kilograms per square centimeter) 90 that is adjusted for temperature compensation, a sensor of the position of the occupant 92, and a sensor of the weight of the occupant 94. The signals from the algorithm in the processor 86, can be sent to the detonator 46 and the opener 28. A shock signal 102 is sent from a shock sensor or 82 acceleration sensor, to the processor 86. The shock signal 102 causes the container opening element 36, such as the detonator 46 and the burst disc 48, illustrated in Figure 2, to open, allowing the pressurized gas 52 to escape from the container 50. The flow shape of the container 50 is regulated by the movement of the flow control device - the reel 56. When determined by the algorithm in the processor 86 as the appropriate time, in response to the different input conditions of shock sent from sensors 88 to 94, opener 28 is activated, moving reel 56 to volume B, and flowing gas into the air bag, to obtain the appropriate bag deceleration characteristics. The pyrotechnic device or opener 28 receives a cut signal 100 sent from the processor 86, which opens the vent hole 26 in the volume B, thereby reducing the pressure in the volume B. The flow through the flow gate output 64 disables "short" depending on the specific shock circumstances. The rapid reduction in pressure in volume B, compared to the higher pressure in volume A, will cause reel 56 to move back to a final flow "cut" position, as illustrated in Figure 4E, reducing the size of the valve outlet gate 64, and the gas flow into the air bag 30, to a benign limited flow or purge. In the alternative embodiment illustrated in Figure 3, the rocket 38 receives a cut signal 100 sent from the processor 86, and is activated, creating additional pressure in the volume A. The flow through the outlet flow gate 64, then it decreases or "cuts" depending on the specific shock circumstances, as the reel moves back to volume B. The rapid increase in pressure in volume A, as a result of the pyrotechnic burn of the rocket 38, will cause the spool 56 to move back to its original position or to another final rest point, as illustrated in FIG. 4E, by reducing the size of the exit port of the container 64, and the gas flow into the container. air bag 30, up to a benign limited flow or purge. The rocket 38 can be designed to have a "burn index" to move the reel 56 to the "cut" point very quickly, while at the same time maintaining the pressure on the volume A, to keep the reel 56 in the cutting position through the entire purge of the container. In alternative embodiments, the flow of gas through the valve does not need to be controlled by the algorithm of the processor 86. The valve can be designed to adjust the flow of gas through the valve simply by using the pressure vents and the valves. holes for adjusting the spool position 56. The pressure of the storage container and its volume can be set at a level that covers the previously calculated high end or the worst extreme within the reasonable percentages of possible variables during potential shocks. An example of this high-end condition is an average 95-year-old in a high severity crash, without a safety belt, in a cold environment condition. Provided that the occupant of this scenario is not damaged when the airbag is deployed under these conditions, all the contents of the container would be emptied into the bag, without the need for cutting the flow. Given the other possible extreme, such as an average person of 50 years in a low severity crash, or where the occupant is sitting near the air bag, in a high temperature environment condition, the inflator would cut off the filling of the bag soon to provide bag characteristics other than to "harden", and not to re the occupant, causing the occupant to bounce from the airbag or through the back of the occupant. In this stage, the inflator simply purges the remaining gas in a benign manner, to prevent further increase in air bag pressure. Shown downstream from the reel 56, in Figures 1 and 2, there is the outlet diffuser or push diverter 72. The diverter can be a cylinder 76 with holes 78 oriented around its perimeter, to cause a neutral thrust deflection to As the gas from the valve assembly 40 exits into the air bag 30 or the reaction can 34, as illustrated in Figure 1. The gas flowing from the valve assembly 40 exits through a diffuser. push diverter 72 into the air bag 30. As illustrated in Figure 1, a reaction can 34 can house the inflator, and provide a connection for the air bag 30. In addition, the reaction can 34 can provide a connection for a protective decorative cover for the inflator 42, and also provides an element for mounting the inflator 42 in the structure of the vehicle dashboard 12. The inflator 42 can be made simple or sophisticated. icado, depending on the application, providing the desired shock inputs to control the opening and the characteristics tailored to the inflator. For after-market applications, where there may be an omission to incorporate specific sensors, such as weight and position sensors, the use of a manual switch may be used. For example, the switch would normally have the default setting for a "child", but the occupant of the vehicle can change the position to an "adult" setting, which would change the characteristics of the air bag 30 when inflated in response. to a collision. In an alternative way, a simple limit switch installed in the seat area, can detect the actual weight of the occupant, and can be installed in such a way that a lighter person or a child does not activate the switch while a person whose weight is greater than a previously determined limit activate the switch. This limit switch performs the same function as a manual switch. In addition, the limit switch eliminates the possibility of human error from an inappropriate switch position. A limit switch can also be a low cost alternative for a weight transducer that is capable of obtaining the actual specific weight of the passenger occupant. Figure 8 illustrates a possible pressure line-time for the valve assembly system. The figure illustrates the changing pressure of the gas being released from the valve assembly 40 into the air bag 30 in relation to time. When the shock is first detected, the initial pressure in the valve is zero, since the rupture-inducing element has not been activated. Once the signal is sent from the acceleration sensor 82 to the processor algorithm 86, the processor sends a signal to the container opening element 36, and the detonator 46 is activated. As illustrated in Figure 8, the pressure It rises quickly until the bag leaves the assembly. Then the pressure quickly decreases. The spool 56 adjusts its position and the pressure increases. At the appropriate time, opener 28 is activated, and flow cutting is initiated. The spool 56 re-adjusts, and the pressure decreases. The inflator can be adjusted to achieve the desired pressure curves for different inputs, including: (1) deceleration during shock, (2) if the safety belt was fastened or unbuckled, (3) ambient temperature or container pressure , (4) and the weight of the passenger or driver, and the position of the occupant in relation to the airbag. The inflator can be designed for the input conditions, such as the severity levels of the shock, which can be interpreted by the shock sensor algorithm in the processor 86. The temperature compensation time can be determined by the sensor input of pressure 90 towards the algorithm, since the ambient temperature affects the storage pressure. The safety belt sensor 88 can be used as an input to the algorithm in the processor 86, to determine different characteristics of the airbag for an occupant with a buckled or unbuckled belt. In addition, the weight and position of the occupant are now becoming available. An additional feature of the present invention is that it can mitigate the effects of unwanted inflation. If the airbag is activated inadvertently, whether the bursting disc fails, the bursting element is inadvertently activated, or any other event that is not signaled by the crash algorithm occurs, the processor 86 may activating the opener 28 to cut off the total output flow, and allowing the container 50 to be purged safely. This inadvertent opening can be determined by the algorithm in the processor 86. This safety feature prevents the possibility of injuring the vehicle occupant by the unintentional deployment of the airbag, and also helps to reduce the possibility of the "scare effect". "That can make the driver crash. The inadvertent display could be detected by the pressure tensor 90, which detects an acute pressure drop that occurs without the activation signal from the processor 86. This safety feature is not available in the prior art inflator designs. . Another concern with compressed source inflators is the need to provide a second bursting disc, to allow it to rupture during overpressurization of the container that is present during a vehicle fire. The addition of this second burst disk adds another possibility of failure. However, in the present design, the over-pressurization can be detected by pressure sensor, and in this way, the processor can activate the container opening element and the flow cut in a simultaneous manner, thus allowing the container is purged in a benign manner. Therefore, there is no need for a second burst disk rated at a lower pressure that decreases overall reliability.

The airbag system can be placed and inflated to restrain an occupant during a frontal or side impact, or an impact from any other direction, by mounting the airbag system in appropriate positions. Figures 5 and 6 illustrate two designs for connecting the inflator of the present invention to a typical vehicle 10, either by the manufacturer or after the market. In Figure 5, the assembly is configured in a basically horizontal position. The inflation system 20 is placed on the board 12 of the vehicle 10. A low profile air bag cage 32, which contains the air bag 30, is mounted on the front end of the board 12. Alternatively, the system may be in a more upright position placed inside the board 12 of the vehicle 10. This placement could accommodate installation limitations. Figure 6 illustrates another placement of the inflation system 20. In this configuration, the pressurized container 50 and the valve assembly 40 can be placed at a remote location at a distance from the cage of the air bag 32. Figure 6 illustrates the cage of the air bag 32 being placed on the front of the board 12. The other components of the inflation system 20, the pressure vessel 50, and the valve assembly 40, are placed on the opposite side of the board 12. conduit 18 connects the pressure vessel 50 and the valve assembly 40 to the cage of the air bag 32. In addition to the locations illustrated in Figures 5 and 6, the airbag system of the present invention can be placed on the back portion of a seat or head rest, on the board in front of an occupant, or in any other desired location. The airbag system can be temporarily or permanently secured in these positions. The invention can be incorporated into other specific forms without departing from the spirit or essential features of the invention. For example, the inflator may have different designs for the different places, the driver, the passenger, etc., and different sizes, shapes, and hardware of the valve component of the container. In addition, the valve assembly of the present invention can be used for different applications than inflating air pockets, where it is necessary to control the flow of fluid. The valve assembly can be used with a source of compressed gas, as described above, or alternatively, it can be incorporated with a hybrid design. The valve can also be used with gas-generating inflators known in the art, to control the inflation rate of the restriction, if desired, and to provide a decrease or cutoff of the flow. Accordingly, gas-generating inflators can be used with sensors and algorithms to provide a controlled output flow, based on specific shock variables. For example, as illustrated in Figure 10, the valve can be used to add control to a conventional pyrotechnic inflator. In this mode, the valve has two releases. The valve can direct the released gas through an external vent 110, such that the gas does not enter the air bag or other restriction. Alternatively, when the spool 56 is moved to another position, the released gas can exit the valve through a restriction vent 112, and thus enter the air bag or other restriction. By controlling the release of the gas through the two vents, the inflation characteristics of the airbag can be controlled. This embodiment may be the same as the embodiments described above, if an additional element is provided to vent the increasing gas pressure from the high pressure gas generating source after the flow cutoff is activated. When the flow of output from the high pressure gas generating source is deactivated or drowned, the gas pressure would rapidly increase inside the pressure vessel, potentially causing the vessel to explode as a result of high internal pressures. Accordingly, a separate pressure release device, such as an explosion disk, can be included to safely vent any buildup of excessive pressure in the container. Accordingly, the present embodiment is considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the following claims, rather than by the foregoing description.

Claims (19)

1. An inflation regulator for a system having a releasable pressurized gas source and an inflatable device, this regulator comprising: a valve assembly housing having a cavity therein, and an inlet and outlet communicating with this cavity , to define a flow path through the cavity, the input adapting to connect to the source, and the output adapted to connect to the device, - and a movable member normally forced to an initial position, and having an external portion disposed in a slidable coupling inside the cavity, and an open portion disposed in the flow path, the movable member defining a first volume between the housing and the first end of the movable member, and a second volume between the housing and a second end of the housing. movable member, the outer portion being partially arranged in a restrictive configuration with a portion of at least inlet and outlet, to determine an initial cross-sectional area of the flow path, the movable member being displaceable in a controllable manner, such that the outer portion is at least partially removed from the portion of the at least one of the inlet and outlet, thereby increasing the cross-sectional area of the flow path.

2. A regulator as described in claim 1, which further includes a first pilot orifice communicating with the flow path and the first volume, such that the pressure increases in the first volume when the pressure is present. in the flow path, to move the movable member in a direction toward the second volume, the diameter of the pilot hole being selected to control the travel speed of the movable member.

3. A regulator as described in claim 2, which further includes a second pilot orifice communicating with the flow path and the second volume, such that the pressure increases in the second volume when the pressure is present. in the flow path, to prevent movement of the movable member toward the second volume. A regulator as described in claim 3, wherein the housing includes a vent hole communicating with the second volume external to the housing, for purging the pressure from the second volume. A regulator as described in claim 3, wherein the second pilot hole is disposed in the movable member. 6. A regulator as described in claim 2, wherein the first pilot hole is disposed in the movable member. A regulator as described in claim 1, wherein the valve assembly includes an opening communicating with a first selected volume and the second external volume of the valve assembly, and a device responsive to a sealable disposed electrical signal in the opening, the regulator further comprising: a circuit that responds to a current state of the variable conditions of entry into the environment of the restriction system, to develop a first electrical signal to be applied to the device when certain variable conditions occur, by removing at least partially the device from the opening in response to the electrical signal, to move the movable member to a dynamic position in which the flow path has a cross-sectional area to establish a reduced flow velocity through the path of flow, at a previously selected value, to exist on the current real-time status of the variable conditions. A regulator as described in claim 7, wherein the circuit includes: a plurality of sensors, each of the sensors responding to a respective one of the variable conditions, each of the sensors developing a second electrical signal as a function of the respective of those variable conditions; a processor that responds to the second signal from each of the sensors, to develop the first electrical signal, as a function of the second electrical signal from each of the sensors; a device that responds to the second electrical signal, to cause the actuation of the movable member to the dynamic position. A regulator as described in claim 7, wherein the opening communicates with the first external volume of the valve assembly. A regulator as described in claim 7, wherein the opening communicates with the second external volume of the valve assembly. A regulator as described in claim 1, which further comprises a first spring in the first volume, arranged in a way engageable between the assembly and the movable member, and a second spring in the second volume, movably disposed between the assemble and movable member, each of the first spring and the second spring having a respective spring constant selected to determine the initial position of the movable member. A regulator as described in claim 11, wherein each of the first spring and the second spring, respectively, have a selected coefficient of temperature expansion to determine a temperature depending on the initial position of the movable member. A regulator as described in claim 1, wherein the member movable on a reel having a generally cylindrical outer portion in a slidable axial coupling within the cavity, and an indented portion within the flow path. A regulator as described in claim 13, wherein the spool includes a first pilot orifice communicating with the flow path and the first volume, such that the pressure is increased in the first volume when the first volume is present. pressure in the flow path, to move the spool in a direction towards the second volume, the diameter of the pilot hole being selected to control the displacement of the spool. A regulator as described in claim 14, wherein the spool includes a second pilot orifice communicating with the flow path and the second volume, such that the pressure increases in the second volume when the second volume is present. pressure in the flow path, to prevent movement of the spool to the second volume. A regulator as described in claim 15, wherein the housing includes a vent hole communicating with the second external volume of the housing, for purging the pressure from the second volume. A regulator as described in claim 13, wherein the valve assembly includes an opening communicating with a selected one of the first volume and the second volume external to the valve assembly, and a device responsive to the electrical signal arranged sealingly in the opening, the regulator further comprising: a circuit that responds to a current state of the variable conditions of entry into the environment of the restriction system, to develop a first electrical signal to be applied to the device when certain variable conditions are present, at least partially removing the device from the opening in response to the electrical signal, to move the movable member to a dynamic position where the flow path has a cross-sectional area to establish a reduced flow velocity through the path of flow in a previously selected value, to exist over e l Current real-time status of the variable conditions. A regulator as described in claim 17, wherein the circuit includes: a plurality of sensors, each of the sensors responding to a respective one of the variable conditions, each of the sensors developing a second electrical signal as a function of the respective of these variable conditions, - a processor that responds to the second signal from each of the sensors, to develop the first electrical signal as a function of the second electrical signal from each of the sensors, - an actuator device that responds to the second electrical signal, to drive the spool to the dynamic position. 19. A regulator as described in claim 17, wherein the opening communicates with the first external volume of the valve assembly. 21. A regulator as described in claim 17, wherein the opening communicates with the second external volume to the valve assembly. A regulator as described in claim 13, which further comprises a first spring in the first volume, arranged in a way engageable between the assembly and the spool, and a second spring in the second volume, arranged in a way engageable between the assembly and the spool, each having the first spring and the second spring, a respective spring constant selected to determine the initial position of the spool. 22. A regulator as described in claim 21, wherein each of the first spring and the second spring, respectively, have a temperature expansion coefficient selected to determine an initial position dependent on the temperature of the spool. 23. An inflation regulator for a system having a releasable pressurized gas source and an inflatable device, this regulator comprising: a valve having a moveable movable member, and a flow orifice of variable cross-sectional area, wherein the Initial position of this member determines an initial cross-sectional area of the orifice, this hole being for communicating the source of pressurized gas and the device; and a circuit that responds to a current state of variable conditions of entry into the environment of the restriction system, to drive the movable member to a dynamic position where the variable orifice area has a cross-sectional area to establish a velocity of flow through the orifice at a previously selected value, to exist over the current real-time state of the variable conditions. A regulator as described in claim 23, wherein the valve includes a first chamber and an opening communicating with the chamber externally to the valve, the movable member forming at least one wall of the first chamber, the member having a pilot tube communicating the orifice with the chamber, this circuit further including a material sealably disposed in the opening, the controller making the material removed from the opening when one of said conditions occurs. A regulator as described in claim 23, wherein the valve includes a first chamber, a second chamber, and a first opening that communicates the first chamber with the inflatable device, the movable member having a first pilot orifice that communicates the hole with the first chamber, and a second pilot hole that communicates the hole with the second opening. 26. A regulator as described in claim 25, wherein the first opening includes a wall material having a predetermined coefficient of thermal expansion. A regulator as described in claim 23, wherein the valve includes a generally cylindrical housing having a first end wall and a second end wall, this member being a reel in an axial slidable coupling within the housing, disposed a first spring in a manner engageable between the first wall and a first end of the spool, and a second spring being disposed in a manner engageable between the second wall and a second end of the spool. 28. A regulator as described in claim 27, wherein the first spring and the second spring each have a temperature expansion coefficient selected to establish a static position of the spool. 29. A regulator as described in claim 27, wherein the first spring and the second spring each have a spring constant selected to establish a static position of the spool. 30. A regulator as described in claim 23, wherein the circuit includes: a sensor that responds to at least one of the variable conditions that a first electrical signal develops as a function of one of the variable conditions; a processor that responds to the first signal, to develop a second electrical signal as a function of the first electrical signal, - a device that responds to the second electrical signal, to cause the actuation of the movable member to the dynamic position. A system as described in claim 23, wherein this circuit includes: a plurality of sensors, each of the sensors responding to a respective one of the variable conditions, each of the sensors developing a first electrical signal as a function of the respective variable conditions, - a processor that responds to the first signal from each of the sensors, to develop a second electrical signal as a function of the first electrical signal from each of the sensors, - an actuator device that responds to the second electrical signal, to drive the movable member to the dynamic position. 32. An inflation regulator for an inflatable restraint system of an occupant of a vehicle, this system having an immediately releasable pressurized gas source and an inflatable device, this regulator comprising: a valve having a movable operable member, and an orifice of variable cross-sectional area flow, wherein the initial position of the member determines the cross-sectional area of the orifice, this hole being for communicating the source of pressurized gas and the device; and a circuit that responds to a current state of the variable conditions of entry into the environment of the restriction system, to drive the movable member to a dynamic position where this variable orifice area has a cross-sectional area to establish a speed flow through the orifice at a previously selected value, to exist over the current real-time state of the variable conditions. A regulator as described in claim 32, wherein the valve includes a first chamber and an opening communicating with this chamber externally to the valve, the movable member forming at least one wall of the first chamber, this member having a pilot tube that communicates this orifice with the chamber, -including the circuit in addition a material arranged in a sealable manner in the opening, the controller making the material removed from the opening upon the occurrence of one of said conditions. 3

4. A regulator as described in claim 32, wherein the valve includes a first chamber, a second chamber, and an opening that communicates the first chamber with the inflatable device, the movable member having a first pilot orifice communicating this hole with the first chamber, and a second pilot hole that communicates this hole with the second opening. 3

5. A regulator as described in claim 34, wherein the first opening includes a wall material having a predetermined coefficient of thermal expansion. 3

6. A regulator as described in claim 32, wherein the valve includes a generally cylindrical housing having a first end wall and a second end wall, and a reel in a slidable axial coupling within the housing, the first being arranged spring in a manner engageable between the first wall and a first end of the spool, and a second spring being disposed in a manner engageable between the second wall and a second end of the spool. 3

7. A regulator as described in claim 36, wherein the first spring and the second spring each have a temperature expansion coefficient selected to establish a static position of the spool. 3

8. A regulator as described in claim 36, wherein the first spring and the second spring each have a spring constant selected to establish a static position of the spool. 3

9. A regulator as described in claim 32, wherein the circuit includes: a sensor that responds to at least one of the variable conditions that a first electrical signal develops as a function of one of the variable conditions, - a circuit that responds to the first signal to develop a second electrical signal as a function of the first electrical signal, - a device that responds to the second electrical signal to test drive of the movable member to the dynamic position. 40. A system as described in claim 32, wherein the circuit includes: a plurality of sensors, each of the sensors responding to a respective one of the variable conditions, each of the sensors developing a first electrical signal as a function of the respective of these variable conditions, - a processor that responds to the first signal from each of the sensors, to develop a second electrical signal as a function of the first electrical signal from each of the sensors, - a device that responds to the second electrical signal, to cause the actuation of the movable member to the dynamic position. 41. A vehicle occupant restriction system, comprising: a releasable pressurized gas source including a container, an explosion disk, and an opening device disposed proximate to the explosion disk, - an inflatable restriction; a first sensor for detecting the deceleration of a motor vehicle, to develop a first electrical signal, triggering the opening device in response to the first signal; a valve having a movable operable member, and a flow orifice of variable cross-sectional area, wherein the initial position of the member determines an initial cross-sectional area of the orifice, this orifice being for communicating the pressurized gas with the source and the device; and a circuit that responds to a current state of variable conditions of entry into the environment of the restriction system, to drive the movable member to a dynamic position where the variable orifice area has a cross-sectional area to establish a velocity of flow through the orifice at a previously selected value, to exist over the current real-time state of the variable conditions. 42. A system as described in claim 41, wherein the valve includes a first chamber and an opening communicating with this chamber externally to the valve, the movable member forming at least one wall of the first chamber, this member having a pilot tube communicating this orifice with the chamber, the controller further including a material sealably disposed in the opening, the controller making the material removed from the opening upon presentation of one of said conditions. 43. A system as described in claim 41, wherein the valve includes a first chamber, a second chamber, and a first opening that communicates the first chamber with the inflatable device, the movable member having a first pilot orifice that communicates this hole with the first chamber, and a second pilot orifice that communicates this orifice with the second opening. 44. A system as described in claim 43, wherein the first opening includes a wall material having a predetermined coefficient of thermal expansion. 45. A system as described in claim 41, wherein the valve includes a generally cylindrical housing having a first end wall and a second end wall, and a reel in an axially slidable coupling within the housing, the first being arranged spring in a manner engageable between the first wall and a first end of the spool, and the second spring being disposed in a manner engageable between the second wall and a second end of the spool. 46. A system as described in claim 45, wherein the first spring and the second spring each have a temperature expansion coefficient selected to establish a static position of the spool. 47. A system as described in claim 45, wherein the first spring and the second spring each have a spring constant selected to establish a static position of the spool. 48. A system as described in claim 41, wherein the circuit includes: a sensor that responds to at least one of the variable conditions that a first electrical signal develops as a function of one of the variable conditions, - a processor that responds to the first signal to develop a second electrical signal as a function of the first electrical signal, - an actuator device that responds to the second electrical signal to drive the movable member to the dynamic position. 49. A system as described in claim 41, wherein the circuit includes: a plurality of sensors, each of the sensors responding to a respective one of the variable conditions, each of the sensors developing a first electrical signal as a function of the respective variable conditions; a processor that responds to the first signal from each of the sensors, to develop a second electrical signal as a function of the first electrical signal from each of the sensors, - an actuator device that responds to the second electrical signal to drive the movable member up to the dynamic position.