• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    An occupant protection device (14) includes a front panel (74) having a portion presented to the occupant in the inflated state. A vent (80, 80 ') for releasing the inflation fluid has states actuated and not. A clip (112, 112 ') has a first segment connected to the vent and the front panel and a second segment (119) connected to the panel and a rear portion (38) of the device. A tear stitch connects portions of the second segment of the fastener to form a loose portion of the fastener. The seam remains intact so that the first segment (118) is loose and the vent is unpowered in response to the initial deployment of the device below a predefined degree. Continued deployment causes the tear stitch to break and release the loose portion, allowing the first segment (118) of the tie link to stretch and act on the vent to the actuated state.
    公开号:FR3019121A1
    申请号:FR1552575
    申请日:2015-03-26
    公开日:2015-10-02
    发明作者:Kurt F Fischer；Patrick Landis
    申请人:TRW Vehicle Safety Systems Inc；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to an apparatus for helping to protect an occupant of a vehicle. More particularly, the present invention relates to an inflatable airbag inflatable between a dashboard and a front seat occupant of a vehicle. BACKGROUND OF THE INVENTION It is known to provide an inflatable vehicle occupant protection device, such as an airbag, to help protect an occupant of a vehicle. A specific type of airbag is a front airbag between an occupant of a front seat of the vehicle and a dashboard of the vehicle. Such airbags may be driver airbags or passenger airbags. When inflated, the driver and passenger airbags help protect the occupant from shocks with vehicle parts, such as the dashboard and / or a steering wheel of the vehicle. Passenger airbags are usually stored in a deflated condition in a case that is mounted on the dashboard of the vehicle. An airbag door can be connected to the housing and / or dashboard to help lock and conceal the airbag in a stored state. When deploying the passenger airbag, the airbag door opens to allow the airbag to move to an inflated position. The airbag door opens as a result of forces exerted on the door by the inflating airbag. Driver airbags are usually stored in a deflated condition in a case that is mounted on the steering wheel of the vehicle. An airbag cover may be connected to the housing and / or the steering wheel to assist in locking and concealing the airbag in a stored condition. When deploying the driver airbag, the airbag cover opens to allow the airbag to move to an inflated position. The airbag cover opens as a result of forces exerted on the lid by the inflating driver airbag. SUMMARY OF THE INVENTION The present invention relates to an apparatus for helping to protect an occupant of a vehicle. The apparatus includes an inflatable vehicle occupant protection device inflatable between a surface of the vehicle and the occupant of the vehicle. The protection device comprises a front panel having a portion presented towards the occupant when the protective device is in an inflated state. A vent includes at least one aperture for releasing the inflation fluid from the guard and has an actuated state and a non-actuated state. A clip includes a first segment connected to the vent and the front panel of the guard to actuate the vent and a second segment connected to the front panel and a rear portion of the guard. A tear stitch connects portions of the second segment of the fastener to form a loose portion of the fastener. The tear seam remains intact so that the first segment is loose and the vent is in the unactuated state in response to the initial deployment of the protection device below a predefined degree. Continued deployment of the protection device to the predefined degree causes the tear stitch to break and release the loose portion, allowing the first segment of the fastener to tension and act on the vent for put the vent in the activated state. The present invention also relates to apparatus for helping to protect an occupant of a vehicle. The apparatus includes an inflatable vehicle occupant protection device inflatable between a surface of the vehicle and the occupant of the vehicle. The protection device comprises a front panel having a portion presented towards the occupant when the protective device is in an inflated state. A vent includes at least one aperture for releasing the inflation fluid from the guard and has an actuated state and a non-actuated state. A clip connected to the vent and the guard is provided to actuate the vent.
    [0002] A tear stitch extends through the fastener and forms a loose portion of the fastener. The tear seam remains intact to prevent the fastener from being fully extended so that the vent is in the non-actuated state in response to the initial deployment of the guard below a predefined degree. Continued deployment of the protection device to the predefined degree causes the tear stitch to break and release the loose portion, allowing the fastener to act on the vent and to put the vent in place. the activated state. Brief Description of the Drawings The above and other features of the present invention will be apparent to those skilled in the art to which the present invention is directed in light of the following description of the invention when read with reference to the accompanying drawings, in which: Fig. 1 is a schematic side view illustrating an apparatus for helping to protect an occupant of a vehicle in a first state according to a first embodiment of the present invention; Fig. 2 is a schematic illustration of the apparatus of Fig. 1 in a second state; Figure 3A is an enlarged portion of the apparatus of Figure 1; Figure 3B is an enlarged portion of the apparatus of Figure 2; Fig. 4A is an enlarged schematic view illustrating a tear seam for the apparatus of Fig. 1 according to one aspect of the present invention; Figure 4B is a sectional view taken generally along the line 4B-4B of Figure 4A; Figures 5 and 6 illustrate graphically the properties of the tear seam of Figures 4A and 4B; Figure 7 is an enlarged schematic view illustrating the tear seam according to another aspect of the present invention; Fig. 8 is a graph illustrating properties of the tear stitch of Fig. 7; Fig. 9 is a schematic illustration of a dual-stage inflator in a first state according to another embodiment of the present invention; and Fig. 10 is a schematic illustration of the dual stage inflator of Fig. 9 in a second state. DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an apparatus for helping to protect an occupant of a vehicle. More particularly, the present invention relates to an inflatable airbag inflatable between a dashboard and a front seat occupant of a vehicle. In an embodiment illustrated in FIGS. 1 and 2, an apparatus 10 for helping to protect an occupant 20 of a vehicle 12 includes an inflatable vehicle occupant protection device 14 in the form of an airbag. In one example, the airbag 14 is a front passenger airbag to help protect an occupant 20 of a seat 22 on a passenger side 24 of the vehicle 12. The airbag 14, when deployed in response to an event for which occupant protection is desired, helps protect the occupant 20 by helping to absorb the impact force placed on the airbag by the occupant. When the occupant strikes the airbag 14, the occupant enters the airbag, which absorbs and distributes the impact forces throughout the area and the high volume of the airbag. By "penetrates" into the airbag 14, reference is made to the case where, in the case of a frontal impact on the vehicle 12, the occupant 20 is moved forward, as indicated by the arrow marked 42 on Figures 1 and 2, until contact with the airbag 14.
    [0003] The "penetration" of the occupant into the airbag 14 is the distance or degree on which the occupant 20 moves in the complete inflation depth of the airbag. The degree of penetration could be measured as the distance that the occupant entering the cushion moves a given point on a front panel 74 of the airbag 14 to a dashboard 36 of the vehicle 12 from which the airbag deploys . For example, the penetration could be measured as the distance between a point on the front panel 74 and a fixed point on the dashboard 36 or between a point on the occupant 20, for example the occupant's bust, and a fixed point on the dashboard. The airbag 14 may be part of an airbag module 30 which includes an inflator 32 and a housing 34. The airbag 14 has a stored state, shown in dotted line in Figure 1, in which the airbag is folded and placed in the housing 34. The module 30 is mounted on the dashboard 36 of the vehicle 12. The housing 34 helps to contain and support the airbag 14 and the inflator 32 in the dashboard 36. An airbag door 40 is removably connected to the dashboard 36 and / or the housing 34. In a closed state (not shown), the airbag door 40 forms a cover for the module 30 and helps to enclose the airbag 14 in the state stored in the housing 34. The door 40 is able to move to an open state shown in Figure 1 to discover an opening 44 in the dashboard 36 through which the airbag 14 can be deployed since the sto state The door 40 can be connected to the vehicle 12, for example connected to the control panel 36, either directly or through the housing 34, by means (not shown), such as a hinge part. plastic, a strap or a fastener.
    [0004] The inflator 32 is operable to bring the inflation fluid to an inflatable volume 54 of the airbag 14 to deploy the airbag to the inflated state. The inflator 32 can be of any known type, such as a stored gas, a solid propellant, increased or hybrid. The apparatus 10 includes a sensor, schematically shown at 50, for detecting an event for which inflation of the airbag 14 is desired, such as a collision. The inflator 32 is operatively connected to the sensor 50 via conductive wires 52.
    [0005] The airbag 14 may be made of any suitable material, such as nylon, e.g., 6-6 threaded nylon, and may be constructed in any suitable manner. For example, the airbag 14 may comprise one or more pieces or panels of material. If more than one piece or panel is used to build the airbag 14, the pieces or panels may be connected to each other by known means, such as sewing, ultrasonic welding, heat sealing or adhesives, to form the airbag . The airbag 14 may be uncoated, coated with a material, such as a gas impermeable urethane, or laminated with a material, such as a gas impermeable film. The airbag 14 may therefore have a gas-tight or substantially gas-tight construction. It will be apparent to those skilled in the art that other materials, such as polyester yarn, and other coatings, such as silicone, may also be employed for the construction of airbag 14. Airbag 14 may include one or more actuatable elements to assist in controlling or customizing the inflation of the airbag in response to vehicle conditions, occupant conditions, or both. These elements can be actively active, for example in response to conditions determined by means of active or passive sensors, for example with a configuration responsive to physical conditions at the time of inflation. For example, the airbag 14 includes a vent 80 and a clip 112 for selectively actuating the vent. The vent 80 is selectively operable to release the inflation fluid from the inflatable volume 54 of the air bag 14 in response to a voltage applied to the clip 112. The vent 80 may be configured such that the actuated state of the vent either an open state or a closed state.
    [0006] In this specification, an "open-actuated" vent is closed at the time of deployment, and unhindered deployment of the airbag tends the fastener and actuates the vent (substantially or completely) open. The penetration of the occupant into the airbag 14 throttles the vent back to the closed state. Further, in this specification, a "closed-off" vent is closed upon deployment, and unimpeded deployment of the airbag 14 tends to the clip 112 and actuates the vent 80 (substantially or completely) closed. The penetration of the occupant into the airbag 14 again throttles the vent 80 to the open state. It will be apparent to those skilled in the art that the selection of an open or closed actuated vent configuration 80 may be based on various factors, such as the position of the airbag 14 (front passenger / front cushion). driver) and the desired characteristics of damping and forward projection. The clip 112 is an elongate, flexible member extending from a first end 114 to a second end 116. The first end 114 is attached to a portion of the vent 80 to actuate the vent. The second end 116 is attached to a rear portion 38 of the air bag 14 at a point adjacent to the dashboard 36. The clip 112 is secured between its ends 114, 116 at a connection 120 to the front panel 74 The connection 120 divides the clip 112 into a first segment 118 connected to the vent 80 and to the front panel 74 and to a second segment 119 connected to the rear portion 38 and to the front panel. The first and second segments 118, 119 may have substantially identical lengths when stretched. The first and second segments 118, 119 are attached to the respective members by known means, such as sewing or welding. In one example, the first and second segments 118, 119 of the clip 112 are integrally formed and fixed to the front panel 74 at a single connection 120. In a variant, the first and second segments 118, 119 may be separate elements attached to the front panel 74 at a single connection 120 or at spaced connections (not shown). The second segment 119 is doubled on itself or interconnected at portions or segments spaced apart by a detachable tear seam 200 to form a loose portion 131 (see FIG. 2). The loose portion 131 therefore shortens the second segment 119 and, therefore, the second sewn tear segment is shorter than the first unseamed segment 118. The tear seam 200 is configured to break and release the loose portion 131. when forces acting on the tear seam, such as a tension on the second segment 119, reach or exceed a predefined level which corresponds to a desired degree. The second segment 119 of the fastener 112, therefore, has a first, shortened state (Fig. 2) when the loose portion 131 is retained by the tear seam 200 and a second state. , lengthened (Figure 1) when the tear stitch breaks to release the loose part. In the shortened state (FIG. 2), the second segment 119 of the clip 112 prevents the vent 80 from being actuated by the first segment 118 to prevent the airbag 14 from reaching the fully extended state, 1, and keeps the airbag in the reduced size and volume state of FIG. 2. The second segment 119, in the shortened state, is therefore effective in reducing or limiting the size and volume of the airbag. Effective volume of the airbag 14. In the extended or fully extended state of the second segment 119, the first segment 118 of the clip 112 actuates the vent 80 to allow the airbag 14 to reach the fully inflated state and FIG. 1. The vent 80 may have any open or actuated actuated closed configuration which is able to cooperate with the fastener 112 to allow the airbag 14 to be vented according to the above description. With reference to FIGS. 3A and 3B, the vent 80 is a closed actuated vent 100 that is operable to prevent the inflation fluid from leaving the airbag 14. The vent 100 includes one or more vent openings 102 formed in a airbag side panel 104, a vent door 106 attached to the side panel, and the fastener 112 attached to the vent door to selectively actuate the vent. The vent door 106 is attached to the side panel 104 by known means (not shown), such as stitching, ultrasonic welding, heat sealing, or adhesives.
    [0007] The vent 100 has a closed state (Fig. 3A) in which the vent gate 106 extends over and overcomes the vent openings 102 and thereby prevents the inflation fluid from passing through the vent openings. The closed state illustrated in FIG. 3A corresponds to the conditions of the vehicle 12 and / or the occupant 20 illustrated in FIG. 1. The vent 100 has an open state (FIG. 3B) in which the vent door 106 is located remote from the vent openings 102 and thus allows the inflation fluid to drain, i.e., flow through the vent openings. In the open state, the vent door 106 is folded away from the vent openings 102 and held in place by a detachable tear seam 108. The open state illustrated in Fig. 3B corresponds to the conditions of the vehicle 12 and The fastener 112 is attached to the vent door 106 and can apply a tension T to the vent door to selectively actuate the vent 100 of the open state. in the closed state.
    [0008] With reference to FIGS. 1 and 2, during the occurrence of an event for which inflation of the airbag 14 is desired, such as a collision of the vehicle, the sensor 50 supplies a signal to the inflator 32 via the conductive wires. Upon receipt of the signal from the sensor 50, the inflator 32 is actuated and supplies the inflating fluid to the inflatable volume 54 of the air bag 14 in a known manner. The inflating airbag 14 exerts a force on the door 40, which moves the door to the open state. The airbag 14 inflates, from the stored state to an expanded state, such as the fully inflated and deployed state of FIG. 1. The airbag 14, when inflated, helps to protect the occupant 20 of the vehicle from impacts with parts of the vehicle 12, such as the dashboard 36.
    [0009] When an event occurs, in which inflation of the airbag 14 is desired, the vent 80 and the clip 112 react to the vehicle conditions, occupant conditions, or both, to assist in controlling inflation and inflation. deployment of the airbag. For example, the vent 80 may adjust based on the position of the occupant 20 upon occurrence of the event for which inflating the airbag 14 is desired. Prior to such an event, the vent 80 is in the open, non-actuated state, while being stored in the airbag module 30. In the event that, upon the occurrence of an event for which the inflation of the airbag inflatable 14 is desired, the occupant 20 is in the normal sitting position of Figure 1, the vent 80 is actuated to the closed state and the airbag 14 inflates, to the normally deployed state in because of the cooperation of the fastener 112 and the vent. In the normal sitting condition, the occupant 20 is spaced from the airbag 14 and must move forward to contact and inflate the airbag 14. This distance can be measured in terms of the dashboard occupant bust distance (IP), which is indicated in D1 in FIG. 1. The distance that the occupant 20 must travel before this contact takes place can vary according to the position of the occupant / seat prior to deployment of the airbag. In this configuration, the airbag 14 may also be constructed such that the clip 112 does not actuate the vent 80 in response to the impeded deployment of the airbag 14 when, for example, the occupant 20 is far from the position The advanced sitting position may be in the advanced sitting position in which the seat 22 is closer to the dashboard 36. The advanced seating position may correspond to the position of the seat 22 needed to accommodate a smaller occupant 20. The degree of forward displacement of the seat 22 in FIG. 2 can be calculated as the difference between the inflated depth D1 in FIG. 1 and a reduced depth, marked D2 in FIG. the airbag 14 inflates and pressurizes, the front panel 74 moves away from the dashboard 36, which distances the connection 120, fixed to the panel, of the dashboard and extends the fastener 112. The second segment The stitched tear is shorter than the first unseamed segment 118, and therefore the second segment stretches before the first segment while the unimpeded airbag 14 expands and expands. As a result, the second segment 119 becomes taut and the tension is applied to the tear seam 200 securing the loose portion 131 before the first segment is stretched. Since the first end 114 of the fastener 112 is not tensioned, the vent 80 remains in the non-actuated state at this stage of deployment. When the airbag 14 reaches a threshold or preset pressure, the tension on the second segment 119 is sufficient to break the tear seam 200, which releases the loose portion 131 and allows the second segment 119 to stretch and fully extend. This allows the front panel 74 to move further outward, with the airbag 14 expanding, to the fully inflated and deployed state of Figure 1. When the loose portion 131 is released, the connection 120, moving outward, tends the two segments 118, 119 of the fastener 112. In particular, once the tear seam 200 breaks or tears, the moving connection 120 removes the slack at a time in the first segment 118 and the loose part 131 now released. The tension of all the fastener 112 takes place until the front panel 74 reaches a predefined distance from the dashboard 36, at which point the entire fastener becomes taut. Continuing to inflate the airbag 14 then causes the first segment 118 of the clip 112 to pull on the vent door 106 and, finally, to actuate the vent 80. More particularly, the tension force T applied to the vent door 106 through the first segment 118, now stretched, breaks or otherwise breaks the tear seam 108 and moves the door portion to the closed state of Figure 3A. The vent door 106 prevents the flow of inflation fluid through the vent openings 102, allowing the airbag 14 to inflate to the normally expanded and pressurized condition of FIG. 1. Referring to FIG. Figure 2, if, at the time of the occurrence of the event, the occupant 20 is distant from the normal sitting position, the occupant can prevent the airbag 14 from reaching the fully inflated position or limit this inflation. This may be the case when the seat 22 for the occupant 20 is moved forward from the position shown in FIG. 1 and prevents inflating the airbag 14. In this case, the second segment 119 of the clip 112 is not sufficiently stretched to break the tear seam 200. Therefore, the first segment 118 of the clip 112 is not sufficiently taut and, as a result, the vent 80 remains in the open state, no actuated. As a result, the pressurization of the airbag 14 through the open vent 80 is limited and, therefore, the airbag inflates and expands to the small volume state of FIG. More particularly, when the occupant 20 is in the advanced seating position, the front panel 74 can only move the distance D2 from the dashboard 36. The distance D2 corresponds to an airbag pressure or inflation depth. The intact tear stitch 200 thus retains the loose portion 131 and, therefore, the first segment 118 of the fastener 14 less than the predefined amount necessary to properly tension the second segment 119 and break the tear seam 200. 112 does not stretch completely and can not. Therefore, the first segment 118 of the clip 112 does not apply voltage to the vent 80 and, as a result, the vent remains unpowered when the occupant 20 is placed in the advanced sitting position. It will be apparent to those skilled in the art that the tear stitching 200 and fastener 112 of the present invention help to ensure that vent 80 is reliably actuated when occupant 20 is in the normal sitting position. Similarly, the tear seam 200 and the fastener 112 help to ensure that the vent 80 remains reliably unpowered when the occupant 20 is far from the normal sitting position. More particularly, the first segment 118 of the fastener 112 does not stretch fully, and can not, unless the tear seam 200 breaks to release the loose portion 131. The first segment 118 therefore can not operate. the vent 80 unless the tear seam 200 on the second segment 119 breaks. Since the tear seam 200 only breaks when the airbag 14 inflates above a predefined amount, it is clear that the vent 80 does not operate until the airbag 14 is inflated. not inflated enough. Therefore, the venting of the airbag 14 is reliably controlled by the clip 112 and the tear seam 200 of the present invention. The tear stitch 200 and the fastener 112 of the present invention are also advantageous in helping to ensure that the vent 80 does not act prematurely during the inflation and deployment of the airbag 14. Referring to FIG. in a typical airbag construction (shown in phantom at 80 '), the vent is actuated by a single segment fastener (shown in dotted line at 112') attached to and between the vent 80 'and the Airbag 14. During inflation and deployment, the initial slack in the single-segment fastener 112 'allows the vent 80' to move or change positions around the airbag 14. Because of this movement, the vent 80 'can move to an undesirable position on the airbag 14 during deployment, which tends the fastener 112' prematurely. Therefore, the clip 112 'can apply a voltage to the vent 80' before the air bag 14 is pressurized to the degree at which vent actuation is desired.
    [0010] The loose portion 131 and tear seam 200 of the present invention help to ensure that the vent 80 reaches its desired position on the airbag 14 during deployment before being actuated. The first end 114 of the clip 112 does not apply, and can not apply, a voltage on the vent door 106 sufficient to actuate the vent 80 until, or unless, the front panel 74 reaches the preset distance from the dashboard 36. As mentioned, however, the front panel 74 can only reach the preset distance from the dashboard 36 if the tear seam 200 breaks to release the loose portion 131. Therefore, the vent 80 of the present invention can not be operated until, or unless, the tear seam 200 releases the loose portion 131, thereby allowing the vent to reach the desired position on the airbag 14 before being operated. The airbag 14 is configured so that the time elapsed between the beginning of inflation of the airbag and the release of the loose portion 131 is sufficient to allow the vent 80 to reach its appropriate predefined position on the airbag. . Subsequent actuation of the vent 80 therefore only occurs when the vent is properly oriented in the airbag 14, thus ensuring that the vent not only operates at the appropriate moment but also while in the airbag. adequate position.
    [0011] In accordance with the present invention, a rupturable tear seam configuration that promotes predictability, reproducibility, and reliability in the release of interconnected fabrics is employed to form the tear seams 108 and 200. The tear seams 108 and 200 illustrated in Figures 1 to 3B are two examples of possible implementations of the tear seam configuration of the present invention. It will be apparent to those skilled in the art that the tear stitch configuration of the present invention can be implemented to provide a removable connection between any desired tissue elements of a vehicle occupant protection device. Figs. 4A and 4B illustrate an example of tear seam 201 according to the present invention. The tear seam 201 may constitute the tear seam 200 and / or the tear seam 108 of Figures 1 to 3B. In Figs. 4A and 4B, the tear stitch 201 forms the tear stitch 200 to selectively release the loose portion 131 from the fastener 112. The tear stitch 201 interconnects first and second material portions 220 and 230 positioned together. adjacent and overlapping. Representative of the tear stitch 200 in FIGS. 1 to 3B, the first and second material portions 220 and 230 may correspond to the overlapping portions of the second segment 119 of the fastener 112 which form the loose portion 131. In this case the first and second material portions 220, 230 constitute all spaced portions of the second segment 119 and may be repeatedly overlaid in any manner. As another example, representative of the tear seam 108 in Figs. 1 to 3B, the first material portion 220 may correspond to the vent door 106 and the second material portion 230 may correspond to the airbag side panel 104. 14 (not shown).
    [0012] The tear stitch 201 can be constructed using conventional equipment and sewing techniques. The tear stitch 201 comprises a bobbin thread 202 and a bobbin thread 204. The bobbin thread 204 traverses the first and second material portions 220 and 230 and forms a loop around the bobbin thread. As best shown in Fig. 4A, the tear stitch 201 is a seam line having a start point 206 and an end point 208. A break point 210 is located between, for example, midway between, the point Starting point 206 and the end point 208. The break point 210 is the point along the tear seam 201 at which the tension tear seam is broken. The tear stitch 201 has a generally curved, inverted V-shaped configuration with outwardly diverging, curved segments or legs 212 which meet at the break point 210. The tear stitch 201 is arranged in such a way that an axis of symmetry 214 of the tear seam extends generally parallel to the two opposite directions in which the tension, indicated generally by the arrows marked T in FIGS. 4A and 4B, is applied to the first and second portions of material 220 and 230. The symmetry axis 214 bisects the V-configuration of the tear stitch 201. The tear stitch 201 is configured to break in response to the tension T applied to the first and second material portions 220 and 230. This voltage T 30 may correspond, for example, to the voltage applied to the overlapping portions of the second segment 119 of the clip 112 or to the The first and second parts of material 220 and 230 are arranged in such a way that the tension T applied to the parts is translated into the air port 106 and the side panel 104 during the deployment of the inflatable cushion. a detachment action or a movement between the parts, which acts on the tear stitch 201. In the embodiment illustrated in Figures 4A and 4B, this detachment action is produced by folding the second part 230 so that it covers the tear seam 201. When the tension T is applied, the resulting release action helps to concentrate the tension on the breaking point 210 of the tear seam 201.
    [0013] According to the present invention, the predictability, reliability, and reproducibility with which the tear stitch 201 breaks in response to the tension T are customized through the selection of materials and the configuration of the tear stitch. The generally inverted V configuration of the tear stitch 201 illustrated in FIGS. 4A and 4B, which is oriented generally parallel to the tension T, concentrates the tension T on the break point 210. It will be noted, therefore, that the tension T is concentrated mainly on the few stitches, for example 1 or 2, which constitute the breaking point 210 of the tear seam 201. Since the tension T is concentrated on the breaking point 210, the seam Tear 201 begins to break when the coil wire 204, at the breaking point, breaks and begins to discard material 220 and 230. The coil wire 204, having a known tensile strength, breaks when the voltage T reaches a known value. Since the break point 210 includes only a few stitches of the spool yarn 204, the number of variables that could affect the tension T at which the tear stitch begins to break is reduced, as opposed to for example, a tear seam in which the tension is distributed over a large number of stitches. Therefore, a predictable, reliable and reproducible break in the tear stitch 201 can be obtained by selecting a bobbin yarn 204 having an appropriate tensile strength based on known vehicle conditions and / or occupant conditions. To help ensure that the tear stitch 201 breaks when the tension T reaches a predefined threshold level, the bobbin thread 202 can be selected to have a tensile strength greater than that of the bobbin yarn 204. This helps to ensure that the coil wire 204 first breaks under the voltage T and thus helps to improve the predictability, reliability, and reproducibility with which the entire tear stitch 201 breaks. Therefore, the tear seam 201 of the present invention helps to increase the reliability of the vent 80 that operates only when the first segment 118 of the fastener 112 is fully stretched upon rupture of the tear seam 201 and the release of the loose part 131.
    [0014] Further, according to the present invention, the jamb portions 212 of the tear seam 201 may be designed to be just sufficient to maintain a predefined solidity for the connection between the overlapping portions of the material 220 and 230. With such a design of the parts jambs 212, the amount of tear seam 201 that must be discarded in order to release the portions 220 and 230 is reduced to a minimum. This helps to increase the speed at which the tear seam 201 breaks when the tension T reaches the desired level, which can further increase the predictability, reliability, and reproducibility with which the tear stitch 201 breaks. Tests and evaluations have determined that the behavior of the seam of. tear 201 could be influenced by the configuration of the seam, for example the shape of the tear seam. To determine this, various types of yarn and sewing configurations were tested to determine the load at which the tear stitch breaks. The results of these tests are illustrated in the graph of Figure 5.
    [0015] With reference to FIG. 5, various sewing shapes were tested to determine the load at which the tear stitch breaks. In all the tests, the tear stitch interconnected the overlapped material portions in the same manner as that illustrated in Figures 4A and 4B. In each test, the tear seam was oriented in a manner identical or similar to that illustrated in Figures 4A and 4B. In particular, the tear seam was oriented so that the axis of symmetry of the tear seam extends generally parallel to the opposite directions in which the tension is applied to the first and second material portions, thereby concentrating the tension primarily on the breaking point for this specific seam configuration.
    [0016] As shown in FIG. 5, the generally curved V-shaped configuration, illustrated and described in FIGS. 4A and 4B, as well as seven other seam configurations, were tested. In each seam configuration, the bobbin thread was Tex-30 nylon and the bobbin thread was Tex-138 nylon with a stitch size of about 3 millimeters and a thread tension of about 120 cN ( 1.2 newtons). The overlapping material portions were made of 700 dtex woven nylon coated with silicone on one side.
    [0017] The tests were performed on eight different tear stitching configurations: 300 square U-shaped tear stitch, 302 semi-circular tear stitch, 30 curved U-shaped tear stitch, 0 306 tear-shaped seam , square tear-stitched seam shrunk 310, oval-shaped tear stitching 312, right V-shaped tear seam 314, and curved V-shaped tear stitching 316. Curved V-shaped tear seam 316 was identical to that shown in Figures 4A and 4B. Each of these tear stitch patterns included ten stitches, except for the shrunken square U-shaped tear stitch 310, which included 11 stitches. For each seam configuration, the overlapped material portions were arranged as shown in Figs. 4A and 4B and interconnected through the tear seam. For the circular tear stitch 306 and the oval tear stitch 312, the start point and the end point were opposite the breaking point. The tension T was applied as shown in Figs. 4A and 4B until rupture of the tear seam at which point the level of tension was recorded. The tests were performed five to six times per seam configuration. Based on the results of the tests, known statistical methods were used to determine the expected behavior for each seam pattern with 95% confidence intervals. The confidence levels for each seam pattern are shown in the shaded areas associated with each seam pattern in Fig. 5. By "95% confidence intervals" it is understood that for each seam pattern the tension of average break falls within the range defined by the shaded areas 95% of times. Thus, for example, for the curved V-shaped tear seam 316, the average breaking load falls in the range of about 55 to 79 Newton 95% of the time. In view of the foregoing, it will be apparent to those skilled in the art that, according to the present invention, the strength of the breakable tear seam 201 can be customized through the configuration or shape of the even tear stitching, without changing the type of yarn and while maintaining a constant number of stitches, for example minimal. This allows the tear strength of the tear stitch 201 to be customized based on behavioral criteria that may be application-specific even within the same ensemble application. For example, with reference to Figs. 1 to 3B, it may be desirable that the breaking strength of the tear seam 108 used to secure the vent door 106 be less than the breaking strength of the tear seam 200 used to secure the loose portion 131 of the fastener 112. In this case, the desired behavior can be obtained, for example, using the square U-shaped tear seam configuration 300 (see Fig. 5) or the configuration of 302 semi-circular tear seam for the tear stitch 200 so that the loose portion 131 remains fixed and the first segment 118 loose due to a relatively solid tear seam. Similarly, the right V-shaped tear seam configuration 314 or the curved V-shaped tear seam configuration 316 can be used for the tear stitch 108 so that the vent door 106 is maintained in the open state by a relatively less rugged tear seam. Tests and evaluations determined that the behavior of the tear stitch 201 could also be influenced by the type of yarn used to construct the tear stitch. To determine this, threads of various types were used to form three of the sewing configurations described above. These sewing configurations with various threads were tested to determine the load at which the tear stitch breaks. The results of these tests are illustrated in the graph of Figure 6.
    [0018] With reference to FIG. 6, the seam configurations used to perform the tests were the semi-circular tear seam 302, the circular tear seam 306, and the oval tear seam 312. In all the tests, the seam Tear interconnected the overlapped material portions in the same manner as illustrated in FIGS. 4A and 4B. In each test, the tear seam was oriented in a manner identical or similar to that illustrated in Figures 4A and 4B. For the circular tear stitch 306 and the oval tear stitch 312, the start point and the end point were opposite the breaking point. In particular, the tear seam was oriented so that the axis of symmetry of the tear seam extends generally parallel to the opposite directions in which the tension T has been applied to the first and second material portions, thereby concentrating the voltage mainly on the breaking point. Each seam configuration comprised ten stitches, the stitch size was about 3 millimeters, and the thread tension was about 120 cN (1.2 newtons). The overlapping material portions consisted of 700 dtex woven nylon with a silicone coating on one side. The tests were performed on six different yarn types for each sewing configuration: Tex-16 polyester yarn, Tex-27 nylon, Tex-30 nylon, Tex-45 nylon, Tex-70 nylon, and Tex-90 nylon. For each seam configuration, the overlapping material portions were arranged as shown in Figures 4A and 4B and interconnected through the tear seam. The tension T was applied as shown in Figs. 4A and 4B until rupture of the tear seam at which point the level of the tension was recorded. For each of the six types of yarn, the test was repeated 5-6 times on each of the three sewing configurations. The graph in Figure 6 illustrates the test results. In Figure 6, the horizontal axis represents the tensile strength of the six different threads used in the tests. As shown in FIG. 6, the Tex-16 polyester yarn has a tensile strength of about 1.8 newtons, the Tex-27 nylon yarn has a tensile strength of about 3.4 newtons, the Tex-30 nylon yarn has a tensile strength of about 4.7 newtons, Tex-45 nylon yarn has a tensile strength of about 7.5 newtons, Tex-70 nylon yarn has a tensile strength of about 11 newtons, and the Tex-90 nylon yarn has a tensile strength of about 14 newtons. The vertical axis represents the strength of the seam of the three sewing configurations using the different types of threads. In FIG. 6, the points shown on the graph represent average breaking strengths of the three sewing configurations using the different threads. For example, for semicircular tear stitch 302 using Tex-45 nylon yarn, the average tensile strength was about 190 newtons. In another example, for the circular tear stitch 306 using Tex-45 nylon yarn, the average tensile strength was about 135 newtons. In yet another example, for the elliptical tear seam 312 using the Tex-45 nylon yarn, the average tensile strength was about 125 newtons. At this point, it will be appreciated that the average seam stitches for semi-circular tear seam 302 using nylon Tex-70 and Tex-90 yarns have not been recorded because the strength of the stitch of tear was greater than 250 newtons, which was the maximum voltage that the device used to measure the voltage was able to measure. On the basis of the results shown in Figure 6, it will be appreciated that as the strength of the wire increases, the strength of the tear stitch also increases. The lines plotted on the graph and associated with the sewing configurations establish an approximate relationship between the strength of the yarn and the strength of the tear stitch using the most relevant algorithm. These lines illustrate that this relationship is approximately linear. In view of the foregoing, it will be apparent to those skilled in the art that, according to the present invention, the strength of the breakable tear seam 201 can be customized by selecting the wire used to construct the tear seam, without changing the configuration or shape of the same tear seam and while maintaining a constant number of stitches, for example small. This also allows the breaking resistance to be customized based on behavior criteria that may be application-specific even within the same ensemble application. By combining the relationships illustrated in FIGS. 5 and 6, it will be apparent to those skilled in the art that, according to the present invention, the strength of the breakable tear seam 201 can be customized by combining the selection of the type of thread used to construct the tear stitch and the selection of the configuration or shape of the tear stitch, while maintaining a constant number of stitches, for example small. This also allows the breaking strength to be customized based on behavioral criteria that can be application specific, even within the same overall application.
    [0019] For example, with reference to Figs. 1 to 3B, it may be desirable that the breaking strength of the tear seam 108 used to secure the vent door 106 be less than the breaking strength of the tear seam 200 used in securing the second segment 119 of the fastener 112. In this case, the desired behavior can be obtained, for example, using the Tex-70 or Tex-90 nylon yarn with a tear-shaped tear stitch configuration. U square 300 or semi-circular tear seam configuration 302 to build tear seam 200, and using Tex-16 polyester yarn or Tex-27 nylon yarn with a straight V-shaped seam pattern 314 or a curved V-shaped seam configuration 316 for constructing the tear seam 108. Fig. 7 illustrates, by way of example, the tear seam 201a according to another aspect of the present invention. Similar to the tear stitch 201 of Figs. 4A and 4B, the tear stitch 201a may represent the tear stitch 108 and / or the tear stitch 200 of Figs. 1 to 3B. As shown in Fig. 7, the tear seam 201a comprises two breakable seam lines: a first seam line 400 and a second seam line 420. The first and second seam lines 400 and 420 can be constructed using conventional sewing equipment and techniques and comprise a bobbin thread and a bobbin thread (not shown) as described above with respect to the embodiment of Figures 4A and 4B. The first seam line 400 has a start point 402, an end point 404, and a break point 406 located between, for example midway between, the start point and the end point. The breakpoint 406 is the point along the first seam line 400 at which it is intended that the seam begin to break under tension.
    [0020] Similarly, the second sewing line 420 has a start point 422, an end point 424, and a break point 426 located between, for example midway between, the start point and the end point. The break point 426 is the point along the second seam line 420 at which it is intended that the seam begin to break under tension. The first and second seam lines 400 and 420 may have any shape or configuration described above and illustrated in FIG. 5. The first and second seam lines 400 and 420 may also have any material construction described hereinabove. 6. In accordance with the present invention, the shape, configuration, and material construction of the first and second seam lines 400 and 420 can be selected to customize the seam 201a to perform the desired functions and to achieve the desired behavioral characteristics. The first seam line 400 has the generally curved, inverted V-shaped configuration described above and the second seam line 420 has the semicircular configuration described above. The tear stitch 201a is arranged so that an axis of symmetry 214a of the tear stitch extends generally parallel to the opposite directions in which the tension, indicated generally by the arrows marked T in FIG. first and second portions 220 and 230. These configurations, as well as their material constructions, are selected to customize the tear stitch 201a to fulfill the desired functions and achieve the desired behavior characteristics. The tear stitch 201a is configured to break in response to the voltage T applied to the first and second material portions 220 and 230. This voltage T may correspond, for example, to the voltage applied to the vent door. 106 and the side panel 104 during the deployment of the airbag 14. This tension T may also correspond, for example, to the voltage applied to the overlapping portions of the second segment 119 of the fastener 112. As shown in Figure 7 the first and second material portions 220 and 230 are arranged such that the tension T applied to the parts results in a release action between the parts, which acts on the tear stitch 201a. This detachment action is produced by folding the second portion 230 so that it covers the tear stitch 201a. The tension T, when applied, acts first on the breaking point 406 of the first seam line 400 and then on the break point 426 of the second sewing line 420 after the break of the first line of sewing. sewing. Since the tension T is initially concentrated on the break point 406, the first seam line 400 begins to break when the spool wire, at the breaking point, breaks and begins to discard the material 220 and 230. The coil wire, having a known tensile strength, breaks when the voltage T reaches a known value. Since the breaking point 406 comprises only a few stitches of the bobbin thread, the number of variables that could affect the tension T at which the first seam line 400 begins to break is reduced, as opposed to to, for example, a tear seam in which the tension is distributed over a large number of stitches. The function of the first seam line 400 may, for example, be to help absorb or dampen the forces exerted on it. 201A during the initial deployment of the airbag 14. The first seam line 400 can thus be configured to break in response to tension forces T less than the tension forces at which the second seam line 420 is configured to break. The first seam line 400 may break, either partially or completely, under T forces exerted on the tear seam 201a during the initial deployment of the airbag 14, leaving the second seam line 420 intact in order to be able to respond. as desired to the above conditions of the vehicle 12 and the occupant 20 in the vehicle. For example, the second seam line 420 may remain intact during the initial deployment only to break thereafter to release the loose portion 131 and allow the first segment 118 to fully tension and actuate the vent. Alternatively, the second seam line 420 may remain intact throughout inflation of the airbag 14 so that the vent 80 is not actuated. In view of the foregoing, it will be apparent to those skilled in the art that a predictable, reliable and reproducible break in the first and second seam lines 400 and 420 can be achieved by selecting a coil wire of a resistance to the appropriate traction and using it in an appropriate configuration. For example, by tests, can be determined the level of the tension T exerted on the material parts 220 and 230 due to the deployment of the airbag 14 and the tension T exerted due to full inflation conditions. The shape / configuration and material construction of the first seam line 400 could be selected such that its breaking strength is at or near the level of the measured deployment voltages. The shape / configuration and material construction of the second seam line 420 could be selected so that its breaking strength is at or near the level of the measured voltages under full inflation conditions. Fig. 8 is a graph which illustrates the function of the tear stitch 201a of the embodiment of Fig. 7. As shown in Fig. 8, as the airbag 14 expands, the tension T applied to the first and second portions of material 220 and 230 begin to increase. At time t1, the initial deployment of the airbag 14 increases the tension T on the material portions 220, 230 to a level at which the first seam line 400 breaks. This results in a brief decrease in the tension T due to the absorption / damping of the forces produced by the first seam line 400. While the event causing the deployment of the airbag 14 continues, the conditions of the vehicle 12 and the occupant 20, such as an occupant in the normal sitting position and not having fastened his seat belt, allow the further deployment of the airbag, which increases the tension T on the parts of material 220 , 230 to the point where the second sewing line 420 breaks at time t2. This completes the breaking of the tear seam 201a and eliminates the interconnection between the material portions 220 and 230.
    [0021] It will be apparent to those skilled in the art that the embodiment of the present invention illustrated in FIGS. 7 and 8 allows a wide variety of configurations of the tear stitch 201a. For example, more than two seam lines could be used to further personalize the behavior characteristics of the tear seam 201a. In another example, the first and second seam lines 400 and 420 may be portions of a single seam line in place of two separate seam lines.
    [0022] Figures 9 and 10 illustrate an airbag according to another embodiment of the present invention. Certain elements in FIGS. 9 and 10 are identical or similar to the elements in FIGS. 1 to 3B. To avoid confusion, the suffix "b" is added to the numerical references of these elements which are identical or similar to the elements of FIGS. 1 to 3B. In the embodiment of Figures 9 and 10, the inflator is a dual stage inflator. Referring to FIG. 9, an inflator 514 for inflating airbag 14b is a double-stage type inflator, schematically illustrated, as described in US Patent Application Publication No. 2002-014462, the entirety of which is incorporated herein by reference. incorporated herein by reference. The inflator 514 comprises first and second combustion chambers 516, 518 separated from each other by a wall 520. Each of the first and second combustion chambers 516, 518 contains a flammable pyrotechnic material for producing the inflation fluid under the gas form for inflating the airbag 14b. The inflator 514 includes first and second devices separately. combustion ignition ignition ignition ignition 522, 524 can be actuated material in the first chamber of is ignited by the first device The material in the second chamber of is ignited by the second device The first and second chambers of the 516 522. 518 524. 516, 518 could alternatively contain a stored amount of pressurized fluid and a flammable material for heating the inflation fluid or a stored amount of pressurized inflation fluid to inflate the cushion inflatable 14b (not shown). The inflator 514 is electrically connected to the electrical circuits 536 of the vehicle, comprising a control device (not shown) and a sensor, schematically illustrated at 538, for detecting an event for which inflation of the airbag 14b is desired, such as a collision. Other sensors (not shown) may include an occupant position sensor that emits a control signal indicating the position of the vehicle occupant, a loop switch for transmitting a control signal indicative of a latched or non-latched state a vehicle seat buckle assembly or one or more of the following sensors: a sensor that detects the presence of a rear-facing child seat, a weight sensor, a belt tension sensor, a height sensor occupant, a module temperature sensor or an accident gravity sensor. If the vehicle condition (s) detected by one or more of the sensors is greater than or equal to a first predefined threshold level, this indicates the occurrence of a condition having a first predefined threshold level of severity. The first gravity threshold level is a level at which inflating the airbag 14b at a relatively low speed is desirable for the protection of a vehicle occupant. This relatively low inflation rate corresponds to the activation of the first ignition device 522 only. If the vehicle condition (s) detected by one or more of the sensors is greater than or equal to a second predefined threshold level, this indicates the occurrence of a condition having a second, higher predefined threshold level of gravity. The second gravity threshold level is a level at which inflation of the airbag 14b at a relatively high speed is desirable for the protection of a vehicle occupant. This relatively high inflation rate corresponds to the activation of the two ignition devices 522, 524, simultaneously or one after the other. The condition detected by the crash sensor 538 may be a sudden deceleration of the vehicle caused by a collision. The magnitude and duration of the deceleration are measured by the crash sensor 538. If the magnitude and duration of the deceleration are greater than or equal to predefined threshold levels, this indicates the occurrence of an accident which is greater than or equal to at predefined threshold levels of accident severity. The condition detected by the remaining sensors may include a position of the occupant inside a vehicle which is in the contact path of the airbag 14b, an engaged or non-engaged state of a seat buckle assembly of the vehicle, the presence of a rear-facing child seat, a low-weight or heavy-weight occupant, seatbelt tension, an occupant of large or small size, and the temperature of the module. The electronic circuits 536 of the vehicle may also include timing circuits 540 to delay the moment when the second ignition device 524 is actuated after the first ignition device 522 is actuated. According to the combination of signals from the sensors which is sent to the control device, the control device determines: 1) that no actuating signal is to be sent to the inflator 514 or 2) that an actuation signal is sent to the inflator to actuate the two ignition devices 522, 524 at the same time or 3) to delay the activation moment of the second ignition device 524 once the first ignition device 522 has been actuated or 4) to operate only the ignition device 522 without never operate the ignition device 524. For example, in the case of received signals that indicate an occupant of average weight in advanced seated position and an average impact collision At medium speed, it may be desirable to delay the moment of activation of the second ignition device 524 once the first ignition device 522 has been actuated. In a second example, in the case of received signals which indicate a rearward-facing child seat and a vehicle collision, it may be desirable not to actuate the inflator 514. In a third example, in the case of received signals which indicate a large occupant and a violent vehicle collision, it may be desirable to operate both igniters 522, 524 at the same time. In a fourth example, in the case of received signals which indicate a low weight occupant and a low collision in terms of low speed impact, it may be desirable to operate only the ignition device 522. The inflator The dual stage 514 is operatively connected to the sensor 538 via lead wires 542. When the occurrence of an event for which inflation of the airbag 14b is desired, such as a collision of the vehicle, the sensor 538 is detected. provides a signal to the double-stage inflator 514 through the lead wires 542. In a first mode of operation of the double-stage inflator 514, upon receipt of the signal from the sensor 538, the first ignition device 522 is actuated and provides a first inflation fluid pressure in the airbag 14b. Arrow A in FIG. 9 schematically illustrates the inflation fluid flow from the inflation fluid ports 532 from the first combustion chamber 516 to the inflatable volume 54b of the air bag 14b. The airbag 14b is in a partially inflated condition in Figure 9, with a first inflation fluid pressure and an inflation depth D3. The airbag 14b, while inflated, helps to protect the occupant of the vehicle from shocks with the dashboard 36b or steering wheel (not shown). This is a first mode of operation of the double stage inflator 514. If the two igniters 522, 524 are actuated at the same time, or if the second igniter 524 is actuated (FIG. 10) once a predetermined time has elapsed according to the timing circuit 540, the dual stage inflator 514 operates in a second mode of operation. In the second mode of operation, the material in the second combustion chamber 518 is ignited and flows through the inflating fluid outlets 532 into the inflatable volume 54b of the airbag 14b. The arrow B in FIG. 10 schematically illustrates the inflation fluid flow through the outlets 532 from the second combustion chamber 516 to the inflatable volume 54b of the airbag 14b. The second inflation fluid pressure is thus supplied to the airbag 14b by the inflation fluid flowing from the first and second combustion chambers 516, 518 at a time (arrows A and B). The second inflation fluid pressure in the airbag 14b is greater than the first inflation fluid pressure. The inflation fluid supplied by the first and second combustion chambers 516, 518 is sufficient to fully deploy the airbag 14b to the state shown in FIG. 10, having an inflation depth D4 greater than the inflation depth D3. . The dual-stage inflator 514 is configured to cooperate with the fastener 112 to selectively actuate and / or constrict the vent 80. In particular, the first mode of operation of the inflator 514 provides a degree of airbag inflation 14b which tends the second segment 119 of the fastener 112b to a degree less than the predefined level necessary to break the tear seam 200b. Therefore, in the first mode of operation of the double-stage inflator 514, the loose portion 131b is not released and, therefore, the first segment 118b of the fastener 112b remains loose. As a result, the vent 80b remains in the non-actuated state.
    [0023] On the other hand, the second mode of operation of the inflator 514 provides a degree of airbag inflation 14b which tends the second segment 119 of the clip 112b at or near the predefined level necessary to break the needle seam. tear 200b. Therefore, in the second mode of operation of the double stage inflator 514, the first segment 118b of the fastener 112b is sufficiently stretched to break the tear seam 200b and release the loose portion 131b. As a result, the first segment 118b is fully stretched with the airbag 14b fully deployed and the vent 80b set to the activated state. The airbag 14 of Figures 9 and 10 thus operates similarly to the airbag 14 of Figures 1 to 3B. In view of the above description of the present invention, it will be apparent to those skilled in the art that improvements, variations and modifications are possible. Such improvements, variations and modifications in the field of the art are understood to be covered by the appended claims. For example, it will be appreciated that one or more elements of each embodiment may be easily incorporated into each of the other embodiments, in the spirit of the invention.
    权利要求:
    Claims (28)
    [0001]
    REVENDICATIONS1. An apparatus for helping to protect an occupant (20) from a vehicle (12), the apparatus comprising: an inflatable vehicle occupant protection device (14, 14b) inflatable between a vehicle surface and the vehicle; occupant (20) of the vehicle (12), the protective device comprising a front panel (74) having a portion presented towards the occupant when the protective device is in an inflated state; A vent (80, 80 ', 80b, 100) having at least one opening (102) for releasing inflation fluid from the guard and having an actuated state and a non-actuated state; a clip (112, 112 ', 112b) having a first segment (118, 118b) connected to the vent and to the front panel (74) of the protection device for actuating the vent and a second segment (119) connected to the front panel and a rear portion (38) of the protection device; and a tear seam (200, 200b, 201, 201a) connecting portions of the second segment of the fastener and forming a loose portion (131, 131b) of the fastener, the tear seam remaining intact such that the first segment (118, 118b) is loose and the vent is maintained in the non-actuated state in response to the initial deployment of the guard below a predefined degree, further deployment of the guard until at the predefined degree causing the tear stitch to break and release the loose portion, allowing the first segment (118, 118b) of the fastener (112, 112b) to tension and act on the vent to put the vent in the activated state.
    [0002]
    Apparatus according to claim 1, wherein the tear seam (200, 200b, 201) comprises a break point (210) and first and second seam segments (118, 118b, 119) extending far from the breaking point, the tear stitch being arranged on the second segment (119) of the fastener so that tension forces for breaking the tear stitch act primarily on the break point (210) so that the stitching the tear first breaks at the breaking point and then along the first and second seam segments (118, 118b, 119).
    [0003]
    An apparatus according to claim 2, wherein the tear seam (201) comprises a bobbin thread (204) and a bobbin thread (202), the bobbin thread (202) having a higher tensile strength than the tensile strength of the bobbin thread (204).
    [0004]
    An apparatus according to claim 2, wherein the shape of the tear stitch has an effect on the breaking point strength.
    [0005]
    An apparatus according to claim 2, wherein the tear seam has an axis (214) extending through the breaking point and cutting the tear seam (201) in two, the tear seam being arranged so that the axis extends substantially parallel to the tensile forces for breaking the tear seam.
    [0006]
    Apparatus according to claim 2, wherein the break point of the tear seam comprises two or fewer stitches.
    [0007]
    An apparatus according to claim 1, wherein the tear stitch interconnects portions of the second segment (119) of the fastener which, when interconnected, hold the protector in a first inflated condition with a first inflated volume, the tear seam being capable of breaking to release the interconnected portions, allowing the protection device to inflate to a second inflated state with a second inflated volume, the second inflated volume being higher than the first inflated volume; inflated volume.
    [0008]
    Apparatus according to claim 1, wherein the tear stitch interconnects first and second overlapping portions (220,230) of the second segment (119) of the fastener (112), the tear seam being capable of fracture. when the protection device expands to the predefined degree to allow the interconnected portions to move relative to each other, the tear seam comprises a break point and first and second seam segments (118, 119) extending far from the breaking point, an unseamed portion (118) of the second portion (230) being seamless, being folded over to cover a sewn portion of the second portion, the folded portion forming a fold positioned adjacent the breaking point (210), the first and second portions (220,230) being configured such that the tension on the second fabric portion creates a peeling action, whereby the folded portion s The stitching is free to move relative to the sewn part and pulled along it so that the fold moves to the breaking point to concentrate the tension forces used to break the tear stitch on the fold. and primarily on the breaking point so that the tear seam first breaks at the breaking point and then along the first and second seam segments (118, 119).
    [0009]
    Apparatus according to claim 1, wherein the tear seam (201a) comprises first and second seam lines (400, 420) close to each other, the first seam line (400) being fit to break in response to an initial deployment of the protection device before the predefined degree, the second seam line (420) being adapted to maintain the protection device in the initial stage of deployment before the protective device reaches the predefined degree of deployment.
    [0010]
    Apparatus as claimed in claim 9, wherein the second seam line (420) is capable of breaking upon reaction to unimpeded deployment and pressurization of the guard.
    [0011]
    Apparatus according to claim 9, wherein each of the first and second seam lines (400, 420) comprises a break point (406, 426) and first and second seam segments (118, 119) extending far of the breaking point, the first seam line (400) having a configuration which is different from that of the second seam line (420) so that the breaking strength of the first seam line is less than the resistance of the seam line (420). breaking of the second seam line.
    [0012]
    Apparatus according to claim 9, wherein the first seam line (400) has a V-shaped configuration and the second seam line (420) has an arcuate configuration.
    [0013]
    Apparatus according to claim 9, wherein the first seam line (400) has a first arcuate configuration and the second seam line (420) has a second arcuate configuration. 20
    [0014]
    Apparatus according to claim 9, wherein the first and second seam lines (400, 420) comprise portions of a single seam line.
    [0015]
    Apparatus according to claim 1, wherein the actuated state of the vent is a closed state preventing the inflation fluid from escaping from the guard and the non-actuated state of the vent is an open state. allowing the inflation fluid to escape from the protection device.
    [0016]
    Apparatus according to claim 15, wherein the vent is configured to be placed in the closed state in response to rupture of the tear seam in order to allow the protection device to reach a fully expanded state.
    [0017]
    Apparatus according to claim 1, wherein the second segment (119) of the clip is configured to prevent operation of the vent by the first segment of the clip in response to the prevention of the protection device. to deploy.
    [0018]
    Apparatus according to claim 1, further comprising a source of inflation fluid having first and second modes of operation, the inflation fluid source being activated in the first mode of operation to increase a fluid pressure of inflation in the protection device until a first inflation fluid pressure 10 corresponding to the deployment below the predefined degree, the inflation fluid source being activated in the second operating mode to increase the inflation fluid pressure in the protection device up to a second inflation fluid pressure higher than the first inflation fluid pressure and corresponding to the preset degree of deployment or above the predefined degree, and the tear seam remaining intact and the vent being in the non-actuated state in response to the first inflation fluid pressure in the protector device ection, the tear seam rupturing to allow the first segment of the fastener to actuate the vent in response to the inflation fluid pressure in the protection device reaching the second inflation fluid pressure.
    [0019]
    An apparatus for helping to protect an occupant (20) from a vehicle (12), the apparatus comprising: an inflatable vehicle occupant protection device (14, 14b) inflatable between a vehicle surface and the occupant (20) of the vehicle (12), the protection device comprising a front panel (74) having a portion presented towards the occupant when the protective device is in an inflated state; . a vent (80, 80 ', 80b, 100) having at least one opening (102) for releasing the inflation fluid from the protection device and having an actuated state and an un-actuated state; a clip (112, 112b) connected to the vent and the protection device for actuating the vent; and a tear seam extending through self-folded portions of the fastener to form a loose portion (131) of the fastener, the tear seam remaining intact to prevent the fastener from becoming fully extended. so that the vent is in the non-actuated state in response to the initial deployment of the protection device below a predefined degree, the further deployment of the protection device to the predefined degree causing the tear stitch to break and releasing the loose portion, which allows the clip to act on the vent and put the vent into the actuated state.
    [0020]
    Apparatus according to claim 1, wherein the second segment (119) is doubled on itself to form the loose portion (131), the tear seam passing through the second doubled segment.
    [0021]
    The apparatus of claim 1, wherein the tear stitch interconnects overlapping portions (220, 230) of the second segment (119) to form a loop defining the loose portion (131) of the fastener.
    [0022]
    Apparatus according to claim 1, wherein the first and second segments (118, 119) are integrally formed of a single piece of material.
    [0023]
    Apparatus for helping to protect an occupant of a vehicle, the apparatus comprising: an inflatable vehicle occupant protection device including a front panel having a portion presented to the occupant when the guard is in a state inflated; a vent having at least one opening for releasing the inflation fluid from the protection device, the vent having an actuated state and an un-actuated state; a first attachment segment which connects the vent to the front panel; a second segment which connects the front panel to a rear portion of the protection device; and a tear stitch which interconnects overlapping portions (220, 230) of the second segment (119) of the fastener and shortens the effective length of the second segment of the fastener, the second shortened fastener segment preventing the moving the front panel (74) away from the rear portion (38) during deployment, preventing the front panel from tensioning the first attachment segment to actuate the vent, and the tear seam, once broken, 15 extends the second attachment segment, which allows the front panel (74) to move away from the rear portion (38) and thus allows the front panel to tension the first attachment segment to actuate the vent.
    [0024]
    Apparatus according to claim 23, wherein the first attachment segment (118) and the second attachment segment (112) are portions of a single length of attachment material ( 112 ').
    [0025]
    Apparatus according to claim 23, wherein the front panel (74) being restrained from movement retains the slack in the first attachment segment (118) (112).
    [0026]
    Apparatus according to claim 23, wherein the tear seam is capable of breaking in response to the protection device reaching a predefined degree of deployment. 30
    [0027]
    Apparatus according to claim 23, wherein the tear seam is adapted to maintain interconnection of the overlapping portions (220, 230) of the second fastener segment (119) in response to impaired deployment of the front panel (74). ). 35
    [0028]
    The apparatus of claim 23, further comprising a dual stage inflator (514), the tear seam being adapted to maintain interconnection of the overlapping portions (220, 230) of the second attachment segment (119). in response to actuation of a main stage of the inflator, and the tear stitch being adapted to rupture in response to actuation of the main stage and a secondary stage of the inflator.
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    公开号 | 公开日
    US20150274115A1|2015-10-01|
    FR3019121B1|2019-05-03|
    DE102015003749A1|2015-10-01|
    US9174603B2|2015-11-03|
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    法律状态:
    2016-03-28| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-27| PLFP| Fee payment|Year of fee payment: 3 |
    2018-03-26| PLFP| Fee payment|Year of fee payment: 4 |
    2018-06-22| PLSC| Search report ready|Effective date: 20180622 |
    2020-03-25| PLFP| Fee payment|Year of fee payment: 6 |
    2021-03-25| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    US14/228,382|US9174603B2|2014-03-28|2014-03-28|Air bag with tear stitched tether|
    US14228382|2014-03-28|
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