WO1990009908A1 - Sac d'air gonfable a soupape de commande de pression - Google Patents

Sac d'air gonfable a soupape de commande de pression Download PDF

Info

Publication number
WO1990009908A1
WO1990009908A1 PCT/US1990/000891 US9000891W WO9009908A1 WO 1990009908 A1 WO1990009908 A1 WO 1990009908A1 US 9000891 W US9000891 W US 9000891W WO 9009908 A1 WO9009908 A1 WO 9009908A1
Authority
WO
WIPO (PCT)
Prior art keywords
inflator
gas
air bag
gas bag
bag
Prior art date
Application number
PCT/US1990/000891
Other languages
English (en)
Inventor
David S. Breed
Denny Meredith
Anthony S. Pruszenski, Jr.
Original Assignee
Automotive Technologies International, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Automotive Technologies International, Inc. filed Critical Automotive Technologies International, Inc.
Publication of WO1990009908A1 publication Critical patent/WO1990009908A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/233—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/239—Inflatable members characterised by their venting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R2021/0002—Type of accident
    • B60R2021/0009—Oblique collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/23—Inflatable members
    • B60R21/231—Inflatable members characterised by their shape, construction or spatial configuration
    • B60R21/233—Inflatable members characterised by their shape, construction or spatial configuration comprising a plurality of individual compartments; comprising two or more bag-like members, one within the other
    • B60R2021/23324—Inner walls crating separate compartments, e.g. communicating with vents

Definitions

  • Inflatable restraints commonly known as air bags are being adopted in increasing numbers by the world's automobile manufacturers. Industry experts expect that sometime during the 1990s all newly manufactured cars and most trucks will be equipped with inflatable restraints. Although many lives have already been saved and numerous injuries mitigated the inflatable restraint has changed little since approximately 10,000 vehicles were manufactured by General Motors in the early 1970s.
  • driver's side bag for example remains a relatively crude device created by joining two pieces of heavy neoprene coated nylon together.
  • Gas bags contain orifices or holes for exhausting the gas. Thus, typically within one second after the bag is inflated the gas has been completely exhausted from the bag through the vent holes.
  • the occupant might be involved in an accident which exceeds the design capability of the restraint system.
  • These systems are typically designed to protect an average size male occupant in a 30 MPH barrier impact. At higher velocities the maximum chest deceleration experienced by the occupant can exceed 60 G's and become life threatening. This is particularly a problem in smaller vehicles where air bag systems typically only marginally meet the 60 G maximum requirement or with larger or more frail occupants.
  • the air bag must be available to protect an occupant for at least the first 100 - 200 milliseconds of the crash. Since the air bag contains large vents the inflators must continue to supply gas to the air bag to replace the gas flowing out of the vents. As a result, inflators are usually designed to produce about twice as much gas than is needed to fill the air bag. This, of course, increases the cost of the air bag system as well as its size, weight and total amount of contaminants, which are exhausted into the automobile environment.
  • An additional object of this invention is to reduce the injury potential to an out-of-position occupant from the deploying air bag.
  • FIG. 1 is a side view of an inflated driver's side air bag shown in conjunction with the steering wheel and containing a variable orifice according to the teachings of this invention.
  • FIG. 2 is an expanded view of a variable orifice from FIG. 1.
  • FIG. 3 is a cross sectional view of the variable orifice of FIG. 1.
  • FIG. 4 is a cross sectional view of another design of a variable orifice.
  • FIG. 5 shows a plot of the chest acceleration of an occupant and the occupant motion using a conventional air bag.
  • FIG. 6 shows the chest acceleration of an occupant and the resulting occupant motion when the variable orifice of this invention is utilized.
  • FIG. 7 is a variable orifice controlled by the fabric tension of air bag material.
  • FIG. 8 shows a composite flap valve construction
  • FIG. 9 is a composite flap valve in its open position.
  • FIG. 10 shows a driver's side compartmentalized air bag.
  • FIG. 1 illustrates generally a driver side air bag system shown in the inflated condition containing a variable orifice of this invention.
  • An air bag 2 is shown supported by steering wheel rim 3 and steering wheel hub 4.
  • Variable orifice 6 is attached to the air bag material 8 as described below.
  • FIG. 2 is an enlarged view of the variable orifice 6 of FIG. 1 showing the attachment to the air bag material with most of the material shown cut away.
  • FIG. 3 is a cut away view of the variable orifice and bag material shown in FIG. 2 looking along line AA.
  • An upper plastic valve seat 21 is riveted to a lower plastic member 22 by means of a plurality of rivets 23.
  • a valve member 25 is designed to seal on valve seat 26 which is part of rim 21. Valve 25 is held against valve seat 26 by means of spring 27 and spring retainer post 28.
  • FIG. 4 shows a cross-sectional view of another pressure controlled valve. Flap valve 30 is hinged to lower plate 33. Torque spring 31 exerts a biasing force on valve 30 and prevents valve 30 from opening before the pressure inside an air bag rises to a designed value. The mechanism is covered by upper cap 32, which is attached to lower plate 33 by a plurality of rivets 34 with air bag material 35 clamped on the periphery of lower plate 33. If the pressure inside an air bag is high enough, flap valve 30 opens and gas is released from the air bag into atmosphere through exit ports located around the rim of upper cap 32. The arrows in FIG. 4 show the direction of gas flow.
  • FIG. 5 shows a typical chest G pulse experienced by an occupant and the resulting occupant motion when impacting an air bag during a 35 MPH frontal impact in a small vehicle.
  • the chest acceleration curve is limited and takes the shape similar to a simulation result shown in FIG. 6. Since it is believed to be the magnitude of the chest acceleration that injures the occupant, the injury potential of the air bag in FIG. 6 is substantially less than that of FIG. 5.
  • variable orifice Since the variable orifice remains closed as long as the pressure in the air bag remains below the set value, the inflator need only produce sufficient gas to fill the air bag once. This is approximately half of a gas which is currently produced by standard inflators. Thus the use of a variable orifice significantly reduces the total gas requirement and therefore the size, cost and weight of the inflator. Similarly, since the total amount of gas produced by all inflators in the vehicle is cut approximately in half, the total amount of contaminants and irritants is similarly reduced or alternately each inflator used with the variable orifice air bag is now permitted to be somewhat dirtier than current inflators without exceeding the total quantity of contaminants in the environment. This in turn, permits the inflator to be operated with less filtering, thus further reducing the size and cost of the inflator.
  • inflators varies significantly with temperature.
  • the mass flow rate of gas into the air bag is a significant function of the temperature of the inflator. inflator.
  • the gas begins flowing out of the air bag as soon as positive pressure is achieved.
  • the average pressure in the air bag similarly varies significantly with temperature.
  • the use of a variable orifice system as taught by this invention permits the bags to be inflated to the same pressure regardless of the temperature of the inflator.
  • the air bag system will perform essentially the same whether operated at cold or hot temperature, removing one of the most significant variables in air bag performance.
  • the air bag of this invention provides a system which will function essentially the same at cold and hot temperatures.
  • variable orifice air bag also solves the dual impact problem where the first impact is sufficient to trigger the crash sensors in a marginal crash where the occupant is wearing a safety belt and does not interact with the air bag. Later in a subsequent more serious accident, the air bag will still be available to protect the occupant.
  • the gas generator may have stopped producing gas and the air bag may have become deflated.
  • variable orifice air bag Since the total area available for exhausting gas from the air bag can be substantially larger in the variable orifice air bag, a certain amount of protection for the out of position occupant is achieved. If the occupant is close to the air bag when it deploys, the pressure will begin to build rapidly in the air bag. Since there is insufficient time for the gas to be exhausted through the fixed orifices, this high pressure results in high accelerations on the occupants chest and can cause injury. In the variable orifice case, however, the pressure will reach a certain maximum in the air bag and then the valve would open to exhaust the gas as fast as the gas generator is pumping gas into the air bag. Thus maintaining a constant and lower pressure than in the former case. Naturally, the bag must be sufficiently deployed for the valve to be uncovered so that it can operate.
  • FIG. 7 illustrates an elastic clip mounted on an air bag.
  • the tension of the air bag fabric 72 will increase. This tension force will open the clip 71.
  • FIG. 8 shows the construction of a composite layer, made of a center layer 81 , one or more layers of fibers 82, and outer layers 83. These fibers are aligned with the deflection axis, and they are separated by a thermoplastic or other compliant matrix.
  • a suitable polymer would be flexible over extreme temperature regimes and bondable to the fibers and fabric. Urethane and silicon are both able to meet these requirements. It is possible to use a fairly stiff matrix material between upper and lower fibers and a softer material as the outer most layer. This hybrid construction will synergisticly give a better seal with lower flexural stresses.
  • FIG. 9 shows another pressure regulating valve made of the composite layer in FIG. 8.
  • the valve is constructed by laminating carbon or other stable fibers, indicated by lines 91 in FIG. 9, into a compliant matrix with good extensional limits.
  • the matrix is formed into small bags 92 and 93 with exit orifices 94 which are open as the bag valve is inflated.
  • the valve assembly 90 is attached to the air bag material over two orifices.
  • the opening of bags 92 and 93 are constrained by side limiters 95. In the closed position, the two sides are designed to fold into the exit orifices.
  • the fibers 91 are in cross directions, which stiffens the symmetrical cantilever attachment and distributes the load into the substrate.
  • the regulating bags 92 and 93 are initially closed by the spring formed by the fibers. When the pressure exceeds the design lower limit, then the orifices are opened. These orifices increase in size and/or numbers as the pressure increases and allow more gas to escape. At maximum design flow the orifices are designed to be of sufficient area to drop the upper pressure limit across the valve.
  • the composite shown in FIG. 8 is composed of 0.004 inch diameter graphite fibers 82 with an elastic modiolus of 40 million psi.
  • the center layer 81 is 0.003 inch polyester or acrylic sheet.
  • the center layer could be a Urethane.
  • the outer layers are heat bondable Urethane sheet or a suitable thermoplastic such as acrylic or CAB.
  • This system has a calculated unit E1 product of 1.7 pound*inch 2
  • the beam is calculated to deflect about 2.4 inches at 2 psi differential. This is the main reason to have the side limiters. It is possible to design a suffer system without side limiters by increasing the number of layers in the flap construction. Also, the system will stiffen by the fourth power of the beam length. In other words, if the beam length is reduced from 2 inches to 1 inch, it will give a 16 fold reduction in deflection. This calculates a deflection of approximately 0.15 inch at 2 psi.
  • the purpose of adjusting the opening area of an air bag vent hole is to control the gas flow rate out of the vent hole according to the pressure inside the gas bag. If the pressure is higher, then the area of the vent hole becomes larger and allows more gas to flow out. By regulating the pressure inside an air bag, the force applied on an occupant is minimized.
  • the flow through the vent hole in an air bag is proportional to the square root of the pressure difference between the inside and outside of the air bag, because the gas flow is of inertial type.
  • the same object of adjusting the flow rate by a variable orifice area can be largely achieved by making the flow rate more responsive to the pressure difference. For example, if the flow through an orifice is in the viscous domain, then the flow rate is proportional to the pressure difference.
  • the flow rate of a viscous flow is a stronger function of the pressure difference than an inertial flow through an orifice. Practically, this can be accomplished by installing a viscous flow-restricting device.
  • viscosity is a function of temperature
  • the flow rate of a viscous flow will depend on the temperature of gas.
  • gas exiting from an inflator into an air bag is generally in the vicinity of 750 F. Due to this high temperature, the gas temperature is not greatly affected by the ambient temperature in the passenger compartment. Even if the temperature does change, the pressure also changes and since the viscosity of gases decreases with decreasing temperature and since the pressure in the bag will also decrease with temperature, the two effects partially cancel each other. Based on this observation, the viscous flow device can be designed to operate without significant variation caused by the temperature changes.
  • the flow-restricting device can be constructed by a slice cut from a cluster of very fine tubes, a porous restrictor, or a piece of porous material or filter material. Such devices allow gas to flow through many fine openings instead of a single vent hole. If a considerable thickness is used relative to the diameter of the tubes, the flow rate through these devices is controlled by the viscosity of the gas.
  • a critical parameter in these devices to achieve the viscous effects is the equivalent flow length/diameter ratio. This parameter is a function of many factors including the gas viscosity, the gas temperature, the equivalent opening diameter, and the pressure difference, and thus will vary for different designs.
  • V bag volume
  • the Reynolds number must be less than about 2,000.
  • the equivalent diameter can be in the range of 0.0001 to 0.001 inch, the thickness (or length) 0.0001 to 0.01 inch, and the total vent area is 15 to 250 square inches. (These parameters are interrelated.)
  • FIG. 10 is a sketch of a multi-compartment air bag 45.
  • the orifices can be just openings on the material separating the chambers or they can be constructed of a different material that allows gas to flow through.
  • the gas generated by inflator 40 enters the outside chamber 41 first and then flow through orifices 42 into central chamber 43 to a vent hole 44. Due to the direction of the gas flow shown by arrows in the figure, the gas pressure in the peripheral chamber 41 remains higher than that in the central chamber 43. Consequently, the peripheral portion of the bag is stiffer than the central part to reduce the possibility of driver sliding off the airbag.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

On a mis au point des sacs (2, 45) permettant à de l'air sous haute pression de s'évacuer du sac d'air (2, 45) tout en maintenant une pression suffisante dans le sac pour protéger un occupant lors d'une collision secondaire. Une conception d'orifice variable (6, 30, 71, 91) ainsi que des dispositifs de restriction de flux visqueux assurent l'évacuation de l'air dudit sac d'air. On a également mis au point un sac d'air (45) à compartiments multiples dont la périphérie (41) est plus rigide que le centre (43) afin de réduire la tendance des occupants à glisser à côté du sac d'air (45).
PCT/US1990/000891 1989-02-23 1990-02-21 Sac d'air gonfable a soupape de commande de pression WO1990009908A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US31456889A 1989-02-23 1989-02-23
US314,568 1989-02-23

Publications (1)

Publication Number Publication Date
WO1990009908A1 true WO1990009908A1 (fr) 1990-09-07

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Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0423981A1 (fr) * 1989-10-16 1991-04-24 Ford Motor Company Limited Sac d'air pour un système gonflable de retenue pour passagers dans une voiture
EP0451731A2 (fr) * 1990-04-09 1991-10-16 Alfred Kroiss Dispositif de protection par sac à air en cas d'accident
DE4133506A1 (de) * 1991-10-10 1993-04-15 Dynamit Nobel Ag Sicherheitseinrichtung zum schutz eines insassens eines kraftfahrzeuges gegen verletzungen beim aufprall
FR2684627A1 (fr) * 1991-12-04 1993-06-11 Takata Corp Sac gonflable pour la protection d'un passager de vehicule.
EP0584782A1 (fr) * 1992-08-25 1994-03-02 TRW Occupant Restraint Systems GmbH Système de retenue à coussin d'air pour véhicules
EP0638466A1 (fr) * 1993-08-11 1995-02-15 Morton International, Inc. Soupape d'échappement pour coussin d'un module air-bag
US5489117A (en) * 1994-07-25 1996-02-06 Huber; John F. Occupant restraint system
US5603526A (en) * 1996-01-16 1997-02-18 Morton International, Inc. Pressure vent for air bag cushion
US5695214A (en) * 1996-02-06 1997-12-09 Trw Vehicle Safety Systems Inc. Air bag module with vent
EP0812741A1 (fr) * 1996-03-22 1997-12-17 HS Technik und Design Technische Entwicklungen GmbH Dispositif de coussin gonflable dans un véhicule automobile
DE19624044A1 (de) * 1996-06-17 1997-12-18 Bayerische Motoren Werke Ag Aufblasbares Fahrzeuginsassen-Rückhaltesystem
US5704639A (en) * 1996-07-09 1998-01-06 Breed Automotive Technology, Inc. Pressure sensitive airbag vent mechanism
WO1998000313A1 (fr) * 1996-06-28 1998-01-08 Precision Fabrics Group, Inc. Sac gonflable de securite avec event non circulaire
FR2750940A1 (fr) * 1997-07-08 1998-01-16 Breed Automotive Tech Mecanisme d'evacuation d'un coussin d'air sensible a la pres sion
US5725244A (en) * 1996-07-09 1998-03-10 Breed Automotive Technology, Inc. Airbag venting mechanism
FR2757465A1 (fr) * 1996-12-20 1998-06-26 Aerazur Sac de securite gonflable muni d'une soupape a ouverture commandee
EP0861762A1 (fr) * 1997-02-27 1998-09-02 HS Technik und Design Technische Entwicklungen GmbH Coussin gonflable pour passager
US5967545A (en) * 1996-06-11 1999-10-19 Honda Giken Kogyo Kabushiki Kaisha Device for regulating the pressure of an air bag for a two-wheeled motor vehicle
WO2000003898A1 (fr) * 1998-07-14 2000-01-27 Bayerische Motoren Werke Aktiengesellschaft Airbag
GB2371779A (en) * 2001-02-06 2002-08-07 Autoliv Dev An air bag module with delayed venting means
WO2004056618A1 (fr) * 2002-12-20 2004-07-08 Dalphi Metal España, S.A. Airbag a zone de ventilation a surface variable
DE202004017429U1 (de) * 2004-11-10 2005-03-17 Trw Automotive Safety Sys Gmbh Gassackmodul
WO2006007928A1 (fr) * 2004-07-17 2006-01-26 Daimlerchrysler Ag Dispositif de securite

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE896312C (de) * 1951-10-06 1953-11-12 Walter Linderer Einrichtung zum Schutze von in Fahrzeugen befindlichen Personen gegen Verletzungen bei Zusammenstoessen
US3511519A (en) * 1967-08-25 1970-05-12 Eaton Yale & Towne Vehicle safety mechanism
US3650223A (en) * 1970-09-04 1972-03-21 Techikawa Spring Co Ltd Air bag table
US3733091A (en) * 1971-05-12 1973-05-15 Gec Detroit Occupant restraint cushion
US3792873A (en) * 1971-02-05 1974-02-19 Uniroyal Ag Passive restraint system for vehicle occupants
US3888504A (en) * 1970-03-25 1975-06-10 Irvin Industries Inc Vehicle safety device
US3907327A (en) * 1972-01-19 1975-09-23 Poudres & Explosifs Ste Nale Safety device with an inflatable cushion which provides effective protection during successive collisions
DE2542764A1 (de) * 1975-09-25 1977-04-07 Volkswagenwerk Ag Sicherheitseinrichtung fuer fahrzeuge, insbesondere kraftfahrzeuge
US4360223A (en) * 1981-03-26 1982-11-23 Thiokol Corporation Low mount, easily assembled, air bag passive restraint module
US4805930A (en) * 1986-08-26 1989-02-21 Juichiro Takada Pressure regulation device for vehicle safety air bag

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE896312C (de) * 1951-10-06 1953-11-12 Walter Linderer Einrichtung zum Schutze von in Fahrzeugen befindlichen Personen gegen Verletzungen bei Zusammenstoessen
US3511519A (en) * 1967-08-25 1970-05-12 Eaton Yale & Towne Vehicle safety mechanism
US3888504A (en) * 1970-03-25 1975-06-10 Irvin Industries Inc Vehicle safety device
US3650223A (en) * 1970-09-04 1972-03-21 Techikawa Spring Co Ltd Air bag table
US3792873A (en) * 1971-02-05 1974-02-19 Uniroyal Ag Passive restraint system for vehicle occupants
US3733091A (en) * 1971-05-12 1973-05-15 Gec Detroit Occupant restraint cushion
US3907327A (en) * 1972-01-19 1975-09-23 Poudres & Explosifs Ste Nale Safety device with an inflatable cushion which provides effective protection during successive collisions
DE2542764A1 (de) * 1975-09-25 1977-04-07 Volkswagenwerk Ag Sicherheitseinrichtung fuer fahrzeuge, insbesondere kraftfahrzeuge
US4360223A (en) * 1981-03-26 1982-11-23 Thiokol Corporation Low mount, easily assembled, air bag passive restraint module
US4805930A (en) * 1986-08-26 1989-02-21 Juichiro Takada Pressure regulation device for vehicle safety air bag

Cited By (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0423981A1 (fr) * 1989-10-16 1991-04-24 Ford Motor Company Limited Sac d'air pour un système gonflable de retenue pour passagers dans une voiture
EP0451731A2 (fr) * 1990-04-09 1991-10-16 Alfred Kroiss Dispositif de protection par sac à air en cas d'accident
EP0451731A3 (en) * 1990-04-09 1992-07-15 Alfred Kroiss Air bag protection device
DE4133506A1 (de) * 1991-10-10 1993-04-15 Dynamit Nobel Ag Sicherheitseinrichtung zum schutz eines insassens eines kraftfahrzeuges gegen verletzungen beim aufprall
FR2684627A1 (fr) * 1991-12-04 1993-06-11 Takata Corp Sac gonflable pour la protection d'un passager de vehicule.
EP0584782A1 (fr) * 1992-08-25 1994-03-02 TRW Occupant Restraint Systems GmbH Système de retenue à coussin d'air pour véhicules
EP0638466A1 (fr) * 1993-08-11 1995-02-15 Morton International, Inc. Soupape d'échappement pour coussin d'un module air-bag
US5478111A (en) * 1993-08-11 1995-12-26 Morton International, Inc. Dynamic burn vents for the cushion of an air bag module
US5518269A (en) * 1993-08-11 1996-05-21 Morton International, Inc. Inflatable vehicle occupant restraint with dynamic burn vents
US5489117A (en) * 1994-07-25 1996-02-06 Huber; John F. Occupant restraint system
US5603526A (en) * 1996-01-16 1997-02-18 Morton International, Inc. Pressure vent for air bag cushion
US5695214A (en) * 1996-02-06 1997-12-09 Trw Vehicle Safety Systems Inc. Air bag module with vent
EP0812741A1 (fr) * 1996-03-22 1997-12-17 HS Technik und Design Technische Entwicklungen GmbH Dispositif de coussin gonflable dans un véhicule automobile
US5967545A (en) * 1996-06-11 1999-10-19 Honda Giken Kogyo Kabushiki Kaisha Device for regulating the pressure of an air bag for a two-wheeled motor vehicle
DE19720621B4 (de) * 1996-06-11 2006-12-28 Honda Giken Kogyo K.K. An einem Aufbaurahmen eines Zweiradkraftfahrzeuges angeordneter, nach oben expandierbarer Airbag
US6113133A (en) * 1996-06-11 2000-09-05 Honda Giken Kogyo Kabushiki Kaisha Air bag device on a two-wheeled motor vehicle
DE19624044A1 (de) * 1996-06-17 1997-12-18 Bayerische Motoren Werke Ag Aufblasbares Fahrzeuginsassen-Rückhaltesystem
WO1998000313A1 (fr) * 1996-06-28 1998-01-08 Precision Fabrics Group, Inc. Sac gonflable de securite avec event non circulaire
WO1998001323A1 (fr) * 1996-07-09 1998-01-15 Breed Automotive Technology, Inc. Mecanisme d'evacuation sensible a la pression pour airbag
US5725244A (en) * 1996-07-09 1998-03-10 Breed Automotive Technology, Inc. Airbag venting mechanism
US5704639A (en) * 1996-07-09 1998-01-06 Breed Automotive Technology, Inc. Pressure sensitive airbag vent mechanism
FR2757465A1 (fr) * 1996-12-20 1998-06-26 Aerazur Sac de securite gonflable muni d'une soupape a ouverture commandee
EP0861762A1 (fr) * 1997-02-27 1998-09-02 HS Technik und Design Technische Entwicklungen GmbH Coussin gonflable pour passager
FR2750940A1 (fr) * 1997-07-08 1998-01-16 Breed Automotive Tech Mecanisme d'evacuation d'un coussin d'air sensible a la pres sion
WO2000003898A1 (fr) * 1998-07-14 2000-01-27 Bayerische Motoren Werke Aktiengesellschaft Airbag
GB2371779B (en) * 2001-02-06 2004-06-30 Autoliv Dev Improvements in or relating to an air-bag module
GB2371779A (en) * 2001-02-06 2002-08-07 Autoliv Dev An air bag module with delayed venting means
WO2004056618A1 (fr) * 2002-12-20 2004-07-08 Dalphi Metal España, S.A. Airbag a zone de ventilation a surface variable
WO2006007928A1 (fr) * 2004-07-17 2006-01-26 Daimlerchrysler Ag Dispositif de securite
DE202004017429U1 (de) * 2004-11-10 2005-03-17 Trw Automotive Safety Sys Gmbh Gassackmodul

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