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`FILED WITH: D DISK (CRF) D FICHE
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`,___________________________________________ \,
`PREPARED AND APPROVED FOR ISSUE
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`ORIGINAL
`
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`ISSUING CLASSIFICATION
`
`'
`CROSS REFERENCE(S)
`
`SUBCLASS (ONE SUBCLASS PER BLOCK)
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`CLASS
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`'
`INTERNATIONAL CLASSIFICATION
`"'-
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`
`D TERMINAL
`
`DISCLAIMER
`
`D a) The term of this patent
`subsequent to
`:
`has been disclaimed.
`fl b) The term of this patent shall
`not extend beyond the expiration date
`of U.S Patent. No. ____ _
`
`(date)
`
`D c) The terdlinal _months of
`this patent have been disclaimed.
`
`Sheets Drwg.
`
`z
`
`DRAWINGS
`
`Figs. Drwg.
`
`31
`
`CLAIMS ALLOWED
`
`Print Fig.
`
`17
`
`Total Claims
`
`'j?:,
`
`Print Claim for O.G.
`
`I
`
`NOTICE OF ALLOWANCE MAILED
`
`(Assistant Examiner)
`
`(Date)
`
`PAUL N. DICKSON
`PRIMARY EXAMINER
`
`ISSUE FEE
`
`Amount Due
`
`1c:1r
`//f7 j,-/
`
`ISSUE BATCH NUMBER
`
`WARNING:
`The Information disclosed herein may be restricted. Unauthorized disclosure may be prohibited by the United States Code Title 35, Sections 122, 181 and 368.
`Possession outside the
`n..
`d ark Office is restricted to authorized employees and contractors only.
`·
`
`Form PT0•436A
`(Rev. 10/97)
`
`FILE
`
`, 11a1 DraWjngSL_sfft8'iet AREA)
`
`--
`
`(FACE)
`
`PS
`IPR 2016-01794
`American Vehicular Sciences
`Exhibit 2025
`
`1
`
`

`

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`CONTENTS
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`

`ISSUE SLIP STAPLE A 1.' :' A ff"r additional cross references)
`
`POSITION
`
`FEE DETERMINATION
`O.1.P.E. CLASSIFIER
`FORMALITY REVIEW
`
`IONO.
`fI/j
`
`INDEX OF CLAIMS
`
`-t1
`=
`
`................................. Rejected
`................................. Allowed
`(Through numeral) Canceled
`................................. Restricted
`
`N ................................. Non-elected
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`10 59
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`64
`65
`66
`67
`68
`69
`70
`71
`72
`73
`74
`75
`76
`77
`78
`79
`70
`81
`82
`83
`84
`85
`86
`87
`88
`89
`90
`, 91
`92
`93
`94
`95
`96
`97
`98
`99
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`
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`11:3
`114
`115
`116
`117
`118
`119
`110
`111
`112
`113
`114
`115
`116
`117
`118
`119
`120
`121
`122
`123
`124
`125
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`127
`128
`129
`130
`131
`h32
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`136
`137
`h38
`139
`h40
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`142
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`144
`h45
`h46
`147
`148
`14!
`15C
`
`If more tha_l"l 150 e1laims or 1 O actions
`staple additional sheet here
`
`(LEFT INSIDE)
`
`3
`
`

`

`SEARCH.ED
`
`SEARCH NOTES
`(INCLUDINCfSEARCH STRATEGY)
`
`Date
`
`Exmr ..
`
`Date
`
`Exmr.
`
`Class
`
`Sub.
`~ 7J~-
`7J'
`7..Jf'
`")Jo. 2
`)DO, J
`
`UP O Ir
`
`0
`
`...
`
`INTERFERENCE SEARCHED
`Sub.
`Exmr.
`Class
`Date
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`'7Jo, J
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`
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`I I
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`S,ERIAL NUMBER
`''Fl1'\NG DATE.
`CLASS
`GROUP .. ART UNIT (· !ATTORNEY·. DOCKET NO
`09/073,103
`05/06{98
`280
`3611
`ATI-186
`..
`
`'
`
`,,
`
`~·
`
`,,,J'
`
`.DAVID S •. BREED, BOONTOON TOWNSHIP, NJ; WILLIAM THOMAS SANDERS,
`,ROCKAWAY TOWNSHIP, NJ.
`
`'
`
`/..
`", .,
`**8oNTINUl!NG
`VERIFIED
`
`~o/71, . ),~
`
`.
`
`DOMESTIC DATA********************* ~ J
`08/550, 217 10/30/95 AR A)
`THIS APPLN IS A CIP OF
`WHICH IS A CIP OF
`08/571,247 12/12/95 PAT
`5,772,238
`~l'.1:--!l!l!!!ltt'I ~i!'!C~DP41CMTMP-e011F--eAei"/",'9'lil,.· '..,.' ,i,ie~Bii-i0~5 .. '"'!M8ioil/'4i!llil!i+...,P"i\l"l'l--!Pi,a; "6 Q5'!&~; tit e,t,lls... )!
`ee,'sH, ,e, a&,,e.,'o& P:ki
`!! , ass,,..,.
`w111eH !! 1t an er
`7/
`**371 (NAT'L STAGE) DATA*********************/11 c:r~
`VERIFIED
`
`(
`
`**FOREIGN APPLICATIONS************
`l p
`VERIFIED
`i
`
`I• ' ! t1LJ '/',«>
`
`I
`
`;
`
`"
`
`-
`
`~"'-<...
`
`,.
`
`'
`
`'
`
`,
`
`FOREIGN FILING LICENSE GRANTED 06/08/98
`***** SMALL ENTITY*****
`TOTAL
`STATE OR
`Foreign Priority claimed
`O~es o
`SHEETS
`35 USC 119 (a.·d) conditions met Oves no OMet after Allowance COUNTRY
`CLAIMS
`i>RAWING
`--r.:=,..,.---
`29
`28
`NJ
`
`Verifiei;I and Acknowledged===-=rz=
`
`-B:RIAM ROi!i!:i
`3Ji YAU: A.1~
`
`ff]
`a:
`0
`0
`<(,
`
`J!i!'FICIENT AIRBAG SYSTEM
`
`..
`
`I
`
`•
`
`FILING FEE
`RECEIVED
`
`I
`
`$483
`
`.,
`
`FEES: Authority has been given in Paper
`No. ____ to charge/credit DEPOSIT ACCOUNT
`NO. ______ for the following:
`
`D All Fees § 1. 16 Fees (Filing)
`
`1 • 17 Fees (Processing l
`1. 18 Fees (Issue)
`D Other ------
`0 Credit
`
`5
`
`

`

`PATENT APPLICATION TRANSMITTAL LETTER
`
`Docket Number (Optional)
`ATI-186
`
`To the Commissioner of Patents and Trademarks:
`Transmitted herewith for filing under 35 U:S.C. 111 and 37 CFR 1.53 is_the patent applicatioa ~
`_______ _,D=a=v=id"--'='-S.!....:. B=r._.e=e=d~et.,,_a=l.
`·
`entitled
`EFFICIENT AIRBAG SYSTEM
`
`t
`
`Enclosed are:
`pages of written description, claims and abstract.
`65
`-
`[xi
`sheets of drawings.
`29
`[XI
`an assignment of the invention to Automotive Technolo ies Intl. Inc
`[xJ 1 page
`[xi executed declaration of the inventor. (2 pages)
`[xi PTO-1595 for assignment.
`D associate power of attorney.
`[xi a verified statement to establish small entity status under 37 CFR 1.9 and 1.27 (2 pages)
`,(xi Information disclosure statement, PTO-1449,
`D preliminary amendment
`D other:~------------'"
`
`CLAIMS AS FILED
`
`BASIC FEE
`TOT AL CLAIMS
`INDEPENDENT CLAIMS
`MULTIPLE DEPENDENT CLAIM PRESENT
`
`FEE
`$790
`$22 $176
`$
`
`*NUMBER EXTRA MUST BE ZERO OR LARGER
`
`TOTAL
`
`If applicant has small entity status under 37 CFR 1.9
`and 1.27, then divide total fee by 2, and enter amount here
`
`SMALL ENTITY
`TOTAL
`
`$966
`
`$483
`
`IX! Please charge Deposit Account No. 500266 the amount of$_--"'-~.><...:::...- to cover the
`filing fee and assignment recording fee. A duplicate co
`of this she
`
`MAY 6, 1998
`Date
`
`Signature
`· Brian Roffe
`376 Yale Avenue
`Woodmere, New York 11598
`
`Express Mail Mailing Label No. EE 229 905 944 US
`Date ofDeposit: MAY 6, 1998
`I hereby certify that this correspondence and/or fee is being deposited with the United States Postal
`Service "Express Mail Post Office to Addressee" service under 3 7 CFR I. IO on the date indicated
`above, in an envelope addressed to the" ssistant Commissioner for Patents, Washington, D.C.
`20231" Brian Roffe .//
`/ By:
`116
`I
`
`Patent and Trademark Office: U.S. DEPARTMENT OF
`COMMERCE
`
`/47~,
`
`(2-92)
`
`6
`
`

`

`----------·---- - - - - - - - - -
`
`- - - ~- ·------------- -------·---···--- ·----·--
`
`PATENT APPLICATION TRANSMITTAL LETTER
`
`/
`
`Docket
`ATI-186
`
`er (Optional)
`
`To the Commissioner of Patents and Trademarks:
`Transmitted herewith for filing under 35 U.S.C. 111 and 37 CFR 1.53 is the patent application of
`David S. Breed et al.
`EFFICIENT AIRBAG SYSTEM
`
`entitled
`
`Enclosed are:
`pages of written description, claims and abstract.
`65
`-
`[xi
`sheets of drawings.
`29
`[XI
`[xJ 1 page
`an assignment of the invention to Automotive Technologies Intl., Inc.
`[xi executed declaration of the inventor. (2 pages)
`[xi PTO-15 9 5 for assignment.
`D associate power of attorney.
`[xi a verified statement to establish small entity status under 37 CFR 1.9 and 1.27 (2 pages)
`[xi Information disclosure statement, PTO-1449,
`D preliminary amendment
`D o th e r :~ - - - - - - - - - - -~
`
`CLAIMS AS FILED
`
`BASIC FEE
`TOT AL CLAIMS
`INDEPENDENT CLAIMS
`MULTIPLE DEPENDENT CLAIM PRESENT
`
`·FEE
`$790
`$22 $176
`$
`
`*NUMBER EXTRA MUST BE ZERO OR LARGER
`
`TOTAL
`
`$966
`
`If applicant has small entity status under 37 CFR 1.9
`and 1.27, then divide total fee by 2, and enter amount h~r~.
`
`SMALL ENTITY
`TOTAL
`
`$483
`
`IX) Please charge Deposit Account No. 500266 the amount of$_,,--=..=<:-'-=-=--..- to cover the
`filing fee and assignment recording fee. A duplicate co
`of this she
`
`MAY 6, 1998
`Date
`
`Signature
`Brian i,9,ffe
`376 ¥~eAvenue
`Woodmere, New York 11598
`
`Express Mail Mailing Label No. EE 229 905 944 US
`Date of Deposit: MAY 6, 1998
`I hereby certify that this correspondence and/or fee is being deposited with the United States Postal
`Service "Express Mail Post Office to Addressee" service under 3 7 CFR 1.10 on the date indicated
`above, in an envelope addressed to the" ssistant Commissioner for Patents, Washington, D.C.
`JJ.
`20231" Brian Roffe
`By: ~
`
`I 1'/6
`
`I
`
`(2-92)
`
`I
`Pate~t and Trademark Office: U.S. DEPARTMENT OF ·
`COMMERCE
`
`····, ..
`
`7
`
`

`

`PTO/SB/17 (10-96)
`.
`)ed for use through 9/30/98. 0MB 0651-0032
`pt
`dT
`- Offl U S DEPARTMENT OF COMMERCE
`n. -~-
`-··.,
`a en an
`ce: ..
`Under the Paperwork Red.uction Acl1-. 9.-- _,,/no persons are required to respond to a collection of inf61, .... , n unless it displays a valid 0MB control numbe
`r.
`,
`"I
`Complete if Known
`Aoolication Number
`Filina Date
`First Named Inventor
`Group Art Unit
`Examiner Name
`Attorney Docket Number ATI-186
`
`-
`
`FEE TRANSMITTAL
`
`\... TOTAL AMOUNT OF PAYMENT I ($)
`
`'
`
`David s. BREED
`
`~
`
`Fee Paid
`
`METHOD OF PAYMENT (check one)
`:(I The Commissioner Is hereby authorized to charge
`1-
`indicated fees and credit any over payments to:
`I Fee Fee Fee Fee
`Deposit I
`50-0266
`Deposit ~utrnornotive Technologile s
`nternational, Ine.
`Q Charge Any Additional
`o
`Charge the Issue Fee Set In 37
`CFR 1.18 at the Malling of the
`Notice of Allowance, 37 CFR
`1.311(b)
`
`Account
`Number
`
`Account
`Name
`
`Fee Required Under 37
`CFR 1.16 and 1.17
`
`2. D Payment Enclosed:
`D
`oMoney 0 Other
`FEE CALCULATION (fees effective 10/01 /96)
`
`Check
`
`Order
`
`FEE CALCULATION (continued)
`
`3. ADDITIONAL FEES
`Large Entity Small Entity
`Fee Description
`Code ($) Code ($)
`105 130 205
`65 Surcharge - late filing fee or oath
`
`127
`
`50 227
`
`25 Surcharge - late provisional filing fee or
`coversheet.
`
`139 130 139 130 Non-English specification
`
`147 2,460 147 2,460 For filing a request for reexamination
`
`112 900· 112 90d Requesting publication of SIR prior to
`Examiner action
`
`113 1,790" 113 1,79d Requesting publication of SIR after
`Examiner action
`
`115 110 215
`
`55 Extension for response within first month
`
`116 390 216 195 Extension for response within second month
`117 930 217 465 Extension for response within third month
`118 1,470 218 735 Extension for response within fourth month
`119 300 219 150 Notice of Appeal
`
`1. FILING FEE
`
`Large Entity Small Entity
`Fee Fee Fee Fee Fee Description
`Code($) Code ($)
`.101 770
`
`106 320
`
`107 530
`108 770
`114 150
`
`206 160 Design filing fee
`207 265 Plant filing fee
`208 385 Reissue filing fee
`75 Provisional filing fee
`214
`
`Fee Paid
`
`201 385 Utillty filing fee § 120 300 220 150 Filing a brief in support of an appeal
`Tobdc•1m, ~-20•~XEl"B 144 650 244 325 Plant issue fee
`
`SUBTOTAL (1) I($) 395
`
`Extra
`_ 3 =
`
`Fee from Fee Paid
`below
`
`X
`
`X
`
`_
`-
`
`=
`
`2. CLAIMS
`
`Independent
`Claims
`Multiple Dependent Claims
`
`121 260 221 130 Request for oral hearing
`138 1,470 1381,470 Petition to institute a public use proceeding
`
`140 110 240
`
`55 Petition to revive unavoidably abandoned
`appAcation
`
`I 141 1,290 241 645 Petition to revive unintentionally
`
`abandoned application
`142 1,290 242 645 · ut'mty il!Sue fee (or reissue)
`143 440 243 220 Design Issue fee
`
`122 130 122 130 Petitions to the Commissioner
`123
`50 Petitions related to provisional applications
`50 123
`126 230 126 230 Submiss!on of Information Disclosure Simi
`
`Large Entity Small Entity
`Fee Fee Fee Fee Fee Description
`Code($) Code($)
`203 11 Claims in excess of 20
`103
`22
`Independent claims In excess of 3
`202 40
`204 130 Multiple dependent claim
`209 40 Reissue independent claims
`over original patent
`Reissue claims in excess of 20
`and over original patent
`
`80
`102
`104 260
`
`109
`
`80
`
`110
`
`22
`
`210 11
`
`581
`
`40 581
`
`40 Recording eac~ patent assignment per
`property (times, number of properties)
`
`40.00
`
`146 770 246 385 Filing a submission after final rejection
`(37 Cf;R 1.129(a))
`
`149 770 249 385 Forceach additional invention to be
`examined (37 CFR 1.129(b))
`
`Other fee (specify)
`Other fee (specify)
`
`SUBTOTAL (2) I($)
`
`88
`
`I
`
`"
`• Reduced by Basic Filing Fee Paid
`
`SUBTOTAL (3) 1($) 40. 00 I
`
`SUBMITTED BY
`Typed or
`Printed Name
`I
`I
`Signature
`
`Brian Roffe
`
`Com lete ifa
`
`Reg. Number
`
`licable
`35,336
`
`Date 5/4/98
`
`Deposit Account
`User ID
`
`50-0266
`
`Burden Hour Statement: This form is estimated to take 0.2 hou,rs to complete. Time will vary depending upon the needs of the individual case. Any
`comments on the amount of time you are required to complete this form should be sent to the Chief Information Officer, Patent and Trademark Office,
`Washington, DC 20231. DO NOT SEND FEES OR COMPLETED FORMS TO THIS ADDRESS. SEND TO: Assistant Commissioner for Patents,
`Washington, DC 20231.
`
`8
`
`

`

`UNITED STATES PATENT AND TRADEMARK OFFICE
`
`Docket Number ATI-186
`
`Re: Application of
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`David S. BREED et aL
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`Serial No.:
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`Not yet known
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`Filed:
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`For:
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`Simultaneously
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`EFFICIENT AIRBAG SYSTEM
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`EXPRESS MAIL CERTIFICATION
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`Assistant Commissioner for Patents
`Washington, D.C. 20231
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`Dear Sir:
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`May 6, 1998
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`Express Mail Label Number EE 229 905 944 US
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`Date of Deposit:
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`May 6, 1998
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`I hereby certify that the following attached paper(s) or fees(s)
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`New Utility Patent application of 65 pages with 29 pages of drawings; Information
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`!Xi
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`Disclosure Statement, PTO-1449 (2 pages); Fee Trans~t.i~l, Declaration/Power of Attorney,
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`Verified Statement Claiming Small Entity Status, Assignment and PTO-1595.
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`is being deposited with the United States Postal .Service "Express Mail Post Office to
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`Addressee" service under 37 C.F.R. 1. 10 on the date indiQ~ted above and is addressed to the
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`',,.
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`~.
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`''•,
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`"Assistant Commissioner for Patents, Washington, D.C. 20231"
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`Brian Roffe, Esq.
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`Re.spect:12?' su b~1 / 'tt ,
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`Bn a n~
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`EFFICIENT AIRBAG SYSTEM
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`f;~ qf)
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`ATI-186
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`CROSS REFERENCE TO RELATED APPLICATIONS
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`This application is a.contin~tio!_l-»1,-part application of: 1) U.S. patent application Serial No.
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`08/550,217 filed October 30. 1995.; and 2) U.S. patent application Serial No. 08/571,247 filed December
`~ (.)J. s, 772. z:l?'
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`12, 1995, and is related to U.S. patent application Serial No. 08/247, 763 entitled "Film Airbags" filed May
`A;
`23, 1994 (now U.S. Patent No. 5,505,485) and U.S. patent application Serial No. 08/539,676 entitled
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`"Airbag System With Self Shaping Airbag", filed October 5, 1995 (now U.S. Patent No. 5,653,464), all of
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`which provide pertinent disclosure relative to this specification and are incorporated by reference herein.
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`FIELD OF THE INVENTION
`This invention relates to the field of inflator devices for inflating airbag occupant restraints mairily
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`for the protection of occupants of automobiles and trucks although it also is applicable to the protection of
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`occupants of other vehicles and for inflating other inflatable objects. In particular, by means of the present
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`invention, a more efficient utilization of the energy in a propellant is attained resulting in the need for a
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`lower amount of propellant than in currently existing inflators, and thus a smaller inflator, to inflate a given
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`size inflatable object. This is accomplished in part through a more efficient aspirating nozzle design and an
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`improved geometry of a gas generator that houses the propellant.
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`The present inventi9t;1 also relates to an airbag system for u~e in vehicles having multiple airbags
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`where the possibility exists that more than two airbags will be deployed in a given accident resulting in
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`excessive pressure within the passenger compartment of the vehicle, and which optionally utilize the
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`inflator devices described above.
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`The present invention also relates to airbag systems including inflator devices using wider classes
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`of propellants that produce gases that are toxic to humans if breat~ed for an extended time period.
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`The present invention additionally relates to an efficient airbag module whereby much of the
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`electronics which are part of the airbag system are associated with the module including occupant sensing
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`components, the backup power supply and diagnostic circuitry.
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`BACKGROUND OF THE INVENTION
`Most airbag modules in use today are large, heavy, expensive, and inefficient. As a result, airbags
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`are now primarily only used for protecting the passenger and driv~r in a frontal impact, although at least
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`three automobile manufacturers currently offer a small airbag providing limited protection in side impacts.
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`The main advantage of airbags over other energy absorbing structures is that they utilize the space between
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`the occupant and vehicle interior surfaces to absorb the kinetic energy of the occupant during a crash,
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`cushioning the impending impact of the occupant with the vehicle interior surfaces. Airbags have been so
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`successful in frontal impacts that it is only a matter of time before they are effectively used for side impact
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`protection, protection for rear seat occupants and in place of current knee bolsters. Substantial
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`improvements, however, must be made in airbags before they assume many of these additional tasks
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`A good place to start describing the probk~ms with current airbags is with a calculation of the
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`amount of energy used in a typical airbag inflator and how rn-49h energy is required to inflate an airbag.. By
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`one analysis, the chemical propellant in a typical driver's si4Ail,1;fJator contains approximately 50,000 foot
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`pounds (68,000 joules) of energy. A calculation made to determine the energy required to inflate a driver's
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`side airbag yields an estimate of about 500 foot pounds (680 joules). A comparison of these numbers
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`shows that approximately 99% of the energy in a chemical pr0,p~,H~tis lost, that is, generated but not
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`needed for inflation of the airbag. One reason for this is that there is a mismatch between the output of a
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`burning propellant and the inflation requirements of an airbag. In engineering this is known as an
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`impedance mismatch. Stated simply, propellants naturally produce gases having high temperatures and
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`high pressures and low gas flow rates. Airbags, on the other hand, need gases with low temperatures and
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`low pressures and high gas flow rates.
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`In view of this impedance mismatch, inflators are, in theory at least, many times larger then they
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`would have to be if the energy of the propellant con~ed within the inflator were efficiently utilized. Some
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`attempts to partially solve"this problem have result€:i~~li~':c"~lled "hybrid" inflator where a stored
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`pressurized gas is heated by a propellant to inflate the ~frbag. Such systems are considerably more energy
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`efficient, however, they also require a container of high pressure gas and means for monitoring the pressure
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`in that container. Other systems have attempted to use aspiration techniques, but because of the geometry
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`constraints of current car inflator designs and mounting locations, an<i for other reasons, currently used
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`aspiration systems are only able to draw up to about 30% of the gas needed to inflate an airbag from the
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`passenger compartment. Theoretical studies have shown that as much as 90% or more of the gas could be
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`obtained in this manner.
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`Furthermore, since inflators are large and inefficient, severe restrictions have been placed on the
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`type of propellants that can be used since the combustion products of the propellant must be breathable by
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`automobile occupants. It is of little value to save an occupant from death in an automobile accident only to
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`suffocate him from an excessive amount of carbon dioxide in the air within the passenger compartment
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`after the accident. If inflators operated more efficiently, then alternate, more efficient but slightly toxic
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`propellants could be used. Also, current inflators are made from propellants, namely sodium azide, which
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`are not totally consumed. Only about 40% of the mass of sodium azide propellants currently being used,
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`for example, enters the airbag as gas. This residual mass is very hot and requires the inflator to be
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`mounted away from combustible materials further adding to the mass and size of the airbag system and
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`restricts the materials that can be used for the inflator.
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`It is a persistent problem in the art that many people are being seriously injured or even killed
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`today by the airbag itself. This generally happens when an occupant is out-of-position and against an
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`airbag module when the airbag deploys. In order to open the module cover, sometimes called the
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`deployment door, substantial pressure must first build up in the airbag before enough force is generated to
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`burst open the cover. This pressure is even greater if the occupant is in a position that prevents the door
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`from opening. As a result, work is underway to substantially reduce the amount of energy required to open
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`the deployment doors and devices have been developed which pop offthe deployment door or else cut the
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`deployment door material using pyrotechnics, for example.
`One reason that this is such a significant problem is that tli:~ ~\{bag module itself is quite large and,
`in particular, the airbags are made out of thick, heavy material and packaged in a poor, folded geometry.
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`The airbag, for example, which protects the passenger is housed in a module which is typically about one
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`third as long as the deployed airbag. All of this heavy airbag material must be rolled and folded inside this
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`comparatively small module, thus requiring ,gubstantial energy to unfold during deployment. This situation
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`could be substantially improved if the airbag module were to have an alternate geometry and if the airbag
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`25 material were substantially lighter and thinner and, therefore, l(?§S,. hi~:;~jve and folded mainly parallel to the
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`inflator. Even the time to deploy the airbag is substantially affected by the mass of the airbag material and
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`the need to unfold an airbag with a complicated folding pattern. Parallel folding, as used herein, means that
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`the airbag material is folded with the fold lines substantially parallel to the axis of the inflator without being
`folded over lengthwise as is riow done with conventional airbag folding patterns.
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`1 Devices are under development tµat will monitor the position of the occupant and prevent the
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`airbag from deploying if the occupant is dangerously close to the module where he or she can be seriously
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`injured by the deployment. Some systems will also prevent deployment if the seat in connection with which
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`the airbag operates is unoccupied. An alternate approach is to move the deployment doors to a location
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`away from normal occupant positions. One such location is the ceiling of the vehicle. One problem with
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`ceiling mounted airbags is that the distance required for the airbag to travel, in some cases, is longer and
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`therefore a larger airbag is needed with greater deployment time. With the use of light airbag ma~erials,
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`such as thin plastic film, as disclosed in the above referenced patent applications Serial Nos. 08/247, 763
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`and 08/539,676, and the use of more efficient inflators, both of these problems can be solved especially for
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`the front and rear seat passengers. The driver poses a different problem since it would be difficult to
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`. position a ceiling mounted airbag module where the airbag would always be projected properly between the
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`occupant and the;;~eering wheel.
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`This problem for the driver's airbag system is not the concept of mounting the airbag on the
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`ceiling, but the design of the steerins; wheel and steering column. These designs come from the time when
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`the only way of steering an automobile was through mechanical linkages. The majority of vehicles
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`manufactured today have power assisted steering systems and, in fact, most drivers would have difficulty
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`steering a car today if the power steering failed. If servo power steering were used, the need for a
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`mechanical linkage between a steering wheel, or other such device, and the power steering system would no
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`longer be necessary. Servo power steering for the purposes here will mean those cases where the linkage
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`between the manually operated steering device, which regardless of what that device is, will herein be called
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`a steering wheel, is done with a servo system either electrically or hy4t:_c1:t1,lically and the system does not
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`have an operative mechanical connection between the steering wheel ~.dit},le steering mechanism which
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`moves the wheels.
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`The problem of educating the general population, which has become secure in the feeling of a
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`steering wheel and steering column, might be insurmountable if it were not for the substantial safety
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`advantage resulting from substituting servo power ~ering for conventional steering systems and using a
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`non-steering wheel mounted airbag module for the driyer.
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`The steering wheel and steering column are atlJOiig'.,tli~ tµostdangerous parts of the vehicle to the
`occupant. Small people, for example, who are wearing seatbelts can still be seriously injured or killed in
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`accidents as their faces slam into the steering wheel hubs. The probl~Il}pfproperly positioning an airbag,
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`when the comfort and convenience features of telescoping and tilting steering columns are considered,
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`results in substantial safety compromises. Deployment induced injuries which result when a small person
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`is close to the steering wheel when the airbag deploys have already caused several deaths and numerous
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`serio~s injuries. Future vehicles,·therefore, for safety reasons should be constructed without the massive
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`stee,ring wheel and steering column and substitute therefor a servo steering assembly. With this
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`modification, a ceiling mounted airbag module, such as discussed herein, becomes feasible for the driver as
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`well as the other seating positions in the vehicle.
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`The front seat of the vehicle today has an airbag for the passenger and another for the driver. In
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`some accidents, an occupant, and particularly a center seated occupant, can pass between the two 'airbags
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`and not receive the full protection from either one. If a ceiling mounted airbag system were used, a single
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`airbag could be deployed to cover the entire front seat greatly simplifying the airbag system design.
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`One method of partially solving many of these problems is to use an efficient aspirated airbag
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`system. There have been numerous patents granted on designs for airbag systems using aspirated inflators.
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`In these patents as well as in the discussion herein the term "pumping ratio" is used. The pumping ratio as
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`used in the art is defined as the ratio of the mass of gas aspirated from the environment, either from inside
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`or outside of the vehicle, to the mass of gas generated by burning the propellant. A brief description of
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`several pertinent patents, all of which, are included herein by reference, follows:
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`U.S. Patent No. 2,052,869 to Coanda illustrates the manner in which a fluid jet is caused to change
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`direction, although no mention is made of its use in airbags. This principle, the "Coanda effect", is used in
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`some implementations of the instant hlvention as well as in U.S. Patent No. 3,909,037 to Stewart discussed
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`below. It's primary contribution is that when used in inflator designs, it permits a reduction in the length of
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`the nozzle required to efficiently aspirate air into the airbag. No discl<>sure is made of a pumping ratio it1
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`this system and in fact it is not an object of Coanda to aspirate fluid.
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`U.S. Patent No. 3,204,862 to Hadeler also predates the invention of vehicular airbags but is
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`nonetheless a good example of the use of aspiration to inflate an inflatable structure. In this device, an
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`inflating gas is injected into an annular converging-diverging nozzle and some space efficiency is obtained
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`by locating the nozzle so that the flow is parallel to the wall of the infla¥1:b,l~ sJructure. No mention is made
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`of a pumping ratio of this device and furthermore, this device is circular.
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`U.S. Patent No. 3,632,133 to Hass provides a good example of a nozzle in a circular module with
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`a high pumping ratio in an early construction of an airbag. Although analysis indicates that pumping ratios
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`of 4: 1 or 5: 1 would be difficult to achieve with this design as illustrated, nevertheless, this reference
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`illustrates the size and rough ~hape of an aspirating system which is required to obtain high pumping ratios
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`using the prior art designs.
`U.S. Patent No. 3,909,037 to Stewart proVJ.des a goo~ example of the application of the Coanda
`effect to airbag aspirating inflators. Stewart, nevertheless, still discards most of the energy in the
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`prop~llant which is absorbed as heat in the inflator mechanism. Most propellants considered for airbag
`applications bum at pressures in' excess of about 1000 psig. Stewart discloses that the maximum efficiency
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`corresponding to a 5: 1 pumping ratio occurs at inflator gas pressures of about 5 to about 45 psig. In order
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`to reduce the pressure, Stewart utilizes a complicated filtering system similar to that used in conventional
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`inflators. Stewart requires the use of valves to close off the aspiration ports when the system is not
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`aspirating. Through the use of the Coanda effect, Stewart alludes to a substantial reduction in the size of
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`the aspiration system, compared to Hass for example. Also, Stewart shows only a simple converging
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`nozzle through which the burning propellant is passed.
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`U.S. Patent No. 4,833,996 to Hayashi et al. describes a gas generating apparatus for inflating an
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`airbag which is circular and allegedly provides an instantaneous pumping ratio of up to 7: 1 although
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`analysis shows that this is unlikely in the illustrated geometry. The average pumping ratio is specified to be
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`up to 4: 1. This invention is designed for the driver side of the vehicle where unrestricted access to the
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`aspirating port might be difficult to achieve when mounted on a steering wheel. The propellant of choice in
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`Hayashi et al. is sodium azide which requires extensive filtering to remove particulates. No attempt has
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`been made in this design to optimize the nozzle geometry to make use of a converging-diverging nozzle
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`design, for example. Also, the inflator has a roughly conventional driver side shape. It is also interesting
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`to note that no mention is made of valves to close off or restrict flow thro!,lah, the aspiration port during
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`deflation. Since most aspiration designs