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`US005524-924A
`5,524,924
`[11] Patent Number:
`[19]
`United States Patent
`Stetfens, Jr. et al.
`[45] Date of Patent:
`Jun. 11, 1996
`
`
`[54] METHOD AND APPARATUS FOR
`
`FOREIGN PATENT DOCUMENTS
`
`%?riE‘f%‘“r?"»3r?i§’:?=%“n‘i?riii=3~"1‘éAmsr
`THE VEHICLE
`Inventors: Charles E. Steifens, .111, Washington;
`Louis R. Brown, Oxford, both of Mich.
`
`[75]
`
`22222
`2222222
`Japan ................................. 2son3oA
`1021990
`2-249140
`9006247 H1990 WIPO .
`
`Primary Examiner-Karin 1-- Tyson
`Attorney, Agent. or Ft'nn—Ta.uolli, Sundheim & Covet!
`
`[T3] Assignee: TRW Vehicle _Safety Systems Im:.,
`Lyndhurst. Ohio
`
`[57]
`
`ABSTRACT
`
`A vehicle occupant shoulder restraint (51) is located on a
`vehicle door (16) and is inflatable from it stored condition on
`the door to an inflated condition between the door and the
`shoulder area of an occupant. When inflated, the occupant
`5'‘°“'‘i°''°“’ai”‘ (513 ‘°‘“3‘°‘g°‘ “E ”h°“1d“'°“h° °°°“1""““
`A vehicle occupant upper rib restraint (52, 53} is located on
`the vehicle door (16) and is inflatable from a stored condi-
`tion on the door to an inflated condition between the door
`and the upper rib area of the occupant. When inflated. the
`shoulder restraint
`(51) extends further into the vehicle
`passenger compartment than the upper rib restraint (52, 53).
`When inflated. the occupant rib restraint (52, 53) engages
`upper the rib area of the occupant. A vehicle occupant head
`restraint (210) IS located on the vehicle door (16) and is
`inflatable from a stored condition on the door to an inflated
`condition between the door and the head of the occupant.
`When inflated. the occupant head restraint (210) engages the
`Wad °f “"3 °°°“F"”“- Th” °“°!1Pa’“ head "‘5“3i‘“ (2193 is
`lnflated into position to rcsmnn the head of the occupant
`after the occupant shoulder restraint (51) has been inflated
`and has restrained the shoulder of the occupant.
`
`16 Claims, 6 Drawing Sheets
`
`IPR2016-01872
`IPR2016—01872
`AVS
`AVS
`Exhibit 2017
`Exhibit 2017
`
`[21] AWL No; 153,074
`
`N0“ 15: 1993
`
`[223 Filed!
`36011 2122; Been 21:23
`[511
`Int. Cl.‘
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`-- 23°”3°-2; 3’-3°’739
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`6t‘l97l Goetz.
`3,532,107
`2J'l9'J'2 Irish et al.
`3.642.303
`SH973 Radke.
`3,731,949
`5,1973 Heck cl a1_ _
`3 733 091
`4:19-24 Brown
`31302319
`3,1999 putsch _
`4,945,191
`4,966,388 tor199o Wameret al.
`5,172,790
`1241992 Ishikawa et al. .
`5,333,399
`SII994 Witte ......
`5,340,151
`831994 Sato
`
`
`
`

`
`U.S. Patent
`
`Jun. 11, 1996
`
`Sheet 1 of 6
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`5,524,924
`
`

`
`U.S. Patent
`
`Jun. 11, 1996
`
`Sheet 2 of 6
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`5,524,924
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`61
`
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`
`U.S. Patent
`
`Jun. 11, 1996
`
`Sheet 3 of 6
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`5,524,924
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`U.S. Patent
`
`Jun. 11, 1996
`
`Sheet 5 of 6
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`5,524,924
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`
`U.S. Patent
`
`Jun. 11, 1996
`
`Sheet 6 of 6
`
`5,524,924
`
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`5,524,924
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`2
`
`Since the innermost occupant contact point of the occu-
`pant shoutder restraint means is closer to the occupant than
`the innermost occupant contact point of the occupant upper
`rib restraint means, as the occupant shoulder restraint means
`and the occupant upper rib restraint means are inflating, the
`probability of the shoulder of the occupant engaging the
`occupant shoulder restraint means before the upper rib area
`of the occupant engages the occupant upper rib restraint
`means is higher than otherwise. Thus, the shoulder of the
`occupant is more likely to be restrained by the inflating
`occupant shoulder restraint means before the upper rib area
`of the occupant is restrained by the inflating occupant upper
`rib restraint means.
`
`It is known that the shoulder structure of a human can
`withstand higher loads and deflections than the upper rib
`area of a human. Also, it is known that the upper rib area can
`withstand higher loads and deflections than the lowest rib
`area (abdomirtal ribs) of a human. It is also known that the
`lowest rib area is more prone to injury than the upper rib area
`which, in turn, is more prone to injury than the shoulder
`structure of a human.
`
`20
`
`1
`METHOD AND APPARATUS FOR
`RESTRAINING AN OCCUPANT OF A
`VEHICLE UPON A SIDE INIPACT AGAINST
`THE VEHICLE
`
`TECHNICAL FIELD
`
`The present invention relates to a method and apparatus
`for protecting an occupant of a vehicle upon a collision or
`the like, and is particularly directed to a method and appa-
`ratus for restraining an occupant of a vehicle upon a side
`impact against the vehicle.
`
`BACKGROUND ART
`
`A vehicle occupant restraint for protecting an occupant of
`a vehicle upon a side impact against the vehicle is known.
`Typically, such a vehicle occupant restraint includes an
`inflatable air bag and a source of inflation fluid for inflating
`the air bag, both of which are mounted on'a vehicle door.
`When a side impact against the vehicle occurs, the source of
`inflation fluid provides inflation fluid to inflate the air bag.
`The inflated air bag restrains movement of the occupant and
`prevents the occupant from violently striking parts of the
`vehicle during a side impact against the vehicle.
`
`SUMMARY OF THE INVENTION
`
`In accordance with one aspect of the present invention, a
`vehicle occupant shoulder restraint means is located on a
`vehicle side, such as on the vehicle door, and is inflatable
`from a stored condition to an inflated condition between the
`vehicle side and the shoulder area of an occupant of the
`vehicle. When inflated,
`the vehicle occupant shoulder
`restraint means engages the shoulder of the occupant. A
`vehicle occupant upper rib restraint means separate from the
`shoulder restraint means is also located on the vehicle side
`and is inflatable from a stored condition to an inflated
`condition between the vehicle side and the upper rib area of
`the occupant. When inflated, the vehicle occupant upper rib
`restraint means engages the upper rib area of the occupant.
`Sensor means is provided for sensing a side impact
`against the vehicle. Means is provided for directing inflation
`fluid into the vehicle occupant shoulder restraint means and
`the vehicle occupant upper rib restraint means when a side
`impact against the vehicle is sensed by the sensor means.
`The occupant shoulder restraint means has an innermost
`occupant contact point in the passenger companment which
`lies in a first vertical plane extending in the forward and
`rearward directions of travel of the vehicle when the occu-
`pant shoulder restraint means is inflated. The occupant upper
`rib restraint means has an innermost occupant contact point
`in the passenger contpartmcnt which lies in a second vertical
`plane extending in the forward and rearward directions of
`travel of the vehicle when the occupant upper rib restraint
`means is inflated. The first and second vertical planes lie
`parallel with a central vertical plane which extends in the
`forward and rearward directions of travel of the vehicle and
`divides the vehicle in half in the forward and rearward
`directions of travel of the vehicle. The first vertical plane lies
`closer in distance to the central vertical plane than the
`second vertical plane. Thus, the innermost occupant contact
`point of the occupant shoulder restraint means is closer to
`the occupant than the innermost occupant contact point of
`the occupant upper rib restraint means when the occupant
`shoulder restraint means and the occupant upper rib restraint
`means are inflated.
`
`40
`
`45
`
`50
`
`S5
`
`65
`
`By restraining the shoulder of the occupant before
`restraining the upper rib area of the occupant in accordance
`with the present invention. the probability of injury to the
`upper rib area of the occupant is minimized. Moreover. the
`lowest rib area of the occupant is not significantly loaded by
`the present invention. Thus, in accordance with the present
`invention, there is a high potential for applying a larger
`amount of restraint to the shoulder of the occupant than to
`the upper rib area of the occupant and a low potential for
`injury to the rib area of the occupant.
`In accordance with another aspect of the present inven-
`tion,
`the apparatus comprises vehicle occupant restraint
`means inflatable from a stored condition to an inflated
`condition between the vehicle side and the side of an
`occupant of the vehicle. The vehicle occupant restraint
`means includes an inflatable first portion for, when inflated,
`engaging the torso of the occupant and art inflatable second
`portion for, when inflated, engaging the head of the occu-
`pant. Sensor means is provided for sensing a side impact
`against the vehicle. Means is provided for directing inflation
`fluid into the first portion to inflate the first portion when a
`side impact against the vehicle is sensed by the sensor
`means. Means is provided for inflating the second portion
`into position to engage the head of the occupant after the first
`portion has been inflated and has engaged the torso of the
`occupant. Thus, the time at which the head of the occupant
`is engaged by the second portion is delayed relative to the
`time at which the torso of the occupant is engaged by the first
`portion.
`An advantage results from restraining the head of an
`occupant by an occupant restraint means later than when the
`torso of the occupant is restrained. Specifically, during a side
`impact against the vehicle, the torso may move out from
`under the head, causing the head to rotate toward the side of
`the vehicle which was impacted. By delaying the time at
`which the head of the occupant is engaged and restrained by
`the second portion of the vehicle occupant restraint means
`relative to the time at which the torso of the occupant is
`engaged by the first pofiion of the vehicle occupant restraint
`means, the occupant is optimally protected against injury to
`the head as well as the torso.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`The foregoing and other features of the present invention
`will become apparent to one skilled in the art to which the
`
`

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`5,524,924
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`3
`present invention relates upon consideration of the following
`description of the invention with reference to the accompa-
`nying drawings, wherein:
`FIG. I is a schematic illustration of a vehicle embodying
`an inflatable vehicle occupant restraint system constructed in
`accordance with the present invention;
`FIG. 2 is a schematic view in the direction of line 2—2 of
`FIG. 1;
`
`FIG. 2A is an enlarged view of portion of FIG. 2;
`FIG. 3 is an enlarged view of a portion of FIG. 2, as
`viewed in the direction of line 3—3 of FIG. 2;
`FIG. 4 is an enlarged sectional view of a portion of FIG.
`1, as viewed in the direction of line 4—4 of FIG. 1;
`FIG. 5 is a view, similar to FIG. 2, showing a second
`embodiment of the present invention;
`FIG. 6 is a view, similar to FIG. 1, showing a third
`embodiment of the present invention;
`FIG. 7 is a view in the direction of line 7—7 of FIG. 6;
`and
`
`FIG. 8 is a view, similar to FIG. 7. showing a fourth
`embodiment of the present invention;
`FIG. 9 is a view, similar to FIG. 1, showing a fifth
`embodiment of the present invention;
`FIG. 10 is an enlarged schematic sectional view of a
`portion of FIG. 9, as viewed in the direction of line 10L-10
`of FIG. 9;
`
`FIG. 11 is a schematic end view of an air bag assembly
`showing a sixth embodiment of the present invention; and
`FIG. 12 is a view similar to FIG. 11 but showing parts in
`different positions.
`
`. DESCRIPTION OF PREFERRED
`EMBODIMENTS
`
`The present invention is directed to an inflatable vehicle
`occupant restraint apparatus to restrain movement of an
`occupant of a vehicle upon a side impact against the vehicle.
`The specific construction of the occupant restraint apparatus
`may vary. By way of example. an inflatable vehicle occupant
`restraint apparatus 10 is illustrated in FIG. 1. The vehicle
`occupant restraint apparatus 10 is in a vehicle which has a
`forward direction of travel indicated by an arrow A and a
`rearward direction of travel indicated by an arrow B.
`Referring to FIGS. 1 and 2. the vehicle includes a vehicle
`seat 12 located in the passenger compar1ment of the vehicle
`and mounted on a seat track 14. A vehicle door 16 is located
`on the side of the vehicle beside the seat 12. The door 16
`allows for ingress of an occupant to the passenger compan-
`ment and egress of an occupant from the passenger com—
`partment.
`An impact sensor 13 of any suitable known construction
`is mounted on the door 16, for example. or any other portion
`of the vehicle. When a side impact of at least a predeter-
`mined magnitude against
`the vehicle occurs,
`the impact
`sensor 18 provides a signal indicative of the impact.
`An air bag assembly 26 is mounted to art inner door panel
`17 of the vehicle door 16. The air bag assembly 26 includes
`an inflatable air bag 50 which, when inflated. protects an
`occupant in the seat 12. As shown in FIGS. 1-4, the air bag
`50 is disposed in an air bag compartment 36 in the side of
`the vehicle, and in particular, in the vehicle door 16, when
`the air bag 5|) is in a stored condition (illustrated in solid
`lines in FIGS. 1 and 4). The air bag 50 is inflatable from its
`stored condition to an inflated condition ( best illustrated in
`
`20
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`25
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`30
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`40
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`45
`
`S0
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`60
`
`65
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`4
`dashed lines in FIG. 2A}. A cover panel 34 (FIG. 4) is
`attached to an interior compartment panel 19 on the vehicle
`door 16 and covers the air bag 50 from view when the air bag
`50 is in its stored condition.
`
`The air bag assembly 26 also includes a difliuser 32 (FIG.
`4) made of a flat plate 29 and a dished plate 31 connected to
`the flat plate 29. The dished plate 31 has an annular
`projection 33 to which a neck area 35 of the air bag 50 is
`sealingly engaged. The Hat plate 29 and the dished plate 31
`define a generally rectangular chamber 43 which commu-
`nicates through an opening 45 in the projection 33 to the
`interior of the air bag 50. The flat plate 29 and the dished
`plate 31 define an annular flange 39 which is fixed to the
`inner door panel 17 of the vehicle door 16 to fix the diffuser
`32 to the inner door panel 17 of the vehicle door 16.
`The air bag assembly 26 further includes art actualable
`inflator 30 which actuates in response to receiving an
`ignition signal from the impact sensor 18 indicative of the
`occurrence of a side impact against the vehicle 10. A side
`impact against the vehicle occurs when the vehicle experi-
`ences a substantial force or force component acting trans-
`verse to the forward and rearward directions of travel of the
`vehicle.
`
`The inflator 30 contains a source of inflation fluid, pref-
`erably inert gas. such as a pyrotechnic gas generating
`material or a quantity of stored gas or a combination of
`stored gas and gas generating material. When actuated, the
`inflator 30 directs gas to the chamber 43 of the difiuser 32.
`The gas is directed from chamber 43 through the opening 45
`into the interior of the air bag 50 to inflate the air bag 50. The
`inftator 30 is oriented so that the flow of gas from the inilator
`30 is directed along the door 16 and causes the air bag 50 to
`inflate along the door 16 in the rearward direction of travel
`of the vehicle. The air bag compartment 36 is confined so
`that the air bag 50 also breaks away the cover panel 34 and
`expands into the passenger compartment of the vehicle 10 as
`the air bag 50 inflates.
`When the air bag 50 expands to its inflated condition. it
`restrains movement of an occupant in the seat 12 and
`prevents the occupant from violently striking parts of the
`door 16. The air bag 50 then quickly collapses so that the
`occupant is free to exit from the vehicle. To permit the air
`bag 50 to collapse, the air bag 50 may be formed of a porous
`material andlor may have vents which enable the gas to flow
`out of the air bag 50 or may have some other structure to
`permit it to collapse.
`In accordance with the present invention. the air bag 50
`comprises three inflatable air bag portions 51, 52, 53 which
`are shown in their inflated conditions in dashed lines in FIG.
`2A. The air bag portions 51. 52, 53 are shown in their
`deflated conditions in solid lines in FIGS. 1-4. Each of the
`air bag portions 51, 52, 53 is tubular in shape and has its
`longitudinal central axis extending along the forward and
`rearward directions of travel of the vehicle. The air bag
`portions 51, 52. 53 define chambers 61. 62, 63, respectively.
`The three chambers 61, 62, 63 converge and communicate
`in the vicinity of the neck area 35 of the air bag 50. The
`chambers 61, 62, 63 may be formed. for exarnple, by sewing
`stitches at locations 55 and 56 on the air bag 50, as best
`shown in FIG. 3. Stitches at location 55 are sewn in the
`
`material of the air bag SI) to define in part the air bag portion
`51 and the air bag portion 52. Stitches at location 56 are
`sewn in the material of the air bag 50 to define in part the air
`bag portion 52 and the air bag portion 53. The stitches 55,
`56 terminate short of the end of the air bag 50 spaced from
`the diffuser 32. Thus, the three chambers 61, 62, 63 com-
`municate at the end of the air bag spaced from the diffuser.
`
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`5,524,924
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`The air bag 50 may be constructed in a number of
`dilferent ways. For example. a panel may be sewn into the
`air bag at the location of each of the stitches 55, 56. Such
`panels would give the air bag more extent into the passenger
`compartment.
`Each of the air bag portions 51, 52, 53 is inflatable front
`a stored condition on the vehicle door 16 to an inflated
`
`condition between the door 16 and the occupant of the
`vehicle. More specifically, the airbag portion 51 is inflatable
`from a stored condition on the door 16 to an inflated
`condition between the door 16 and the shoulder area of the
`occupant. When inflated, the air bag portion 51 engages the
`shoulder area of the occupant. The inflated air bag portion 51
`is located adjacent
`the shoulder. area of the occupant to
`engage the shoulder area of the occupant to resist movement
`of the shoulder area of the occupant towa.rd the door 16
`when the occupant engages the inflated air bag portion 51.
`The air bag portion 52 is inflatable from a stored condition
`on the vehicle door 16 to an inflated condition between the
`door 16 and the upper rib area of the occupant. When
`inflated. the air bag portion 52 engages the upper rib area of
`the occupant. The inflated air bag portion 52 is located
`adjacent the upper rib area of the occupant to engage the
`upper rib area of the occupant to resist movement of the
`upper rib area of the occupant toward the door 16 when the
`occupant engages the inflated air bag portion 52.
`The air bag portion 53 is inflatable from a stored condition
`on the vehicle door 16 to an inflated condition between the
`door 16 and a rib area of the occupant lower than the rib area
`engaged by air bag portion 52. When inflated, the inflated air
`bag portion 53 engages the lower rib area of the occupant
`above the abdominal ribs so that the abdominal ribs are not
`significantly loaded. The inflated air bag portion 53 is
`located adjacent the lower rib area of the occupant to engage
`the lower rib area of the occupant to resist movement of the
`lower rib area of the occupant when the occupant engages
`the inflated air bag portion 53.
`Referring to FIG. 2, the inflated air bag portion 51 has an
`innermost occupant contact point X in the passenger com-
`parttnent. The contact point X lies in a first vertical plane R
`which extends in the forward and rearward directions of
`travel of the vcl'ticle. The inflated air bag portion 52 has an
`innermost occupant contact point Y in the passenger com-
`partment which lies in a second vertical plane S extending
`in the forward and rearward directions of travel of the
`vehicle. Similarly, the inflated air bag portion 53 has an
`innermost occupant contact point Z in the passenger com-
`partment which lies in a third vertical plane T extending in
`the forward and rearward directions of travel of the vehicle.
`
`A central vertical plane P extends in the forward and
`rearward directions of travel of the vehicle and divides the
`vehicle in half in the forward and rearward directions of
`travel of the vehicle. The first, second. and third vertical
`planes R, S, T lie parallel with the central vertical plane P.
`The first vertical plane R lies closer in distance to the central
`vertical plane Pthan the second vertical plane S. The second
`vertical plane S lies closer in distance to the central vertical
`plane P than the third vertical plane '1'‘. Thus. the innermost
`occupant contact point X lies closer to the central vertical
`plane P than the innermost occupant contact point Y which,
`in turn, lies closer in distance to the central vertical plane P
`than the innermost occupant contact point Z.
`Since contact point X is closer to the central vertical plane
`P than contact points Y, 2, as the air bag portions 51, 52, 53
`are inflating, the probability of the shoulder of the occupant
`engaging contact point X before the rib area of the occupant
`
`10
`
`10
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`30
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`40
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`'
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`SI}
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`55
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`60
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`6
`engages contact points Y, Z is higher than otherwise. It is
`known that the shoulder structure of a human can withstand
`higher loads and deflections than the upper rib area of a
`human. Also, the upper rib area can withstand higher loads
`than the lowest rib area of a human. Thus, the lowest rib area
`(abdominal ribs) is not significantly loaded by the illustrated
`system. Since the shoulder of the occupant potentially
`engages air bag 50 first and is able to withstand more force
`than the upper and lower rib areas of the occupant, the air
`bag 50 restrains the vehicle occupant and has the advantage
`of minimizing the possibility of injury to the rib area of the
`occupant.
`
`the pressure in the
`When the air bag 50 is inflated,
`chambers 61, 62, 63 tends to equalize. However, instanta-
`neously, the pressure in one region of the air bag 50 may
`difier from the pressure in another region of the air bag 59.
`For example, at a given instant, the pressure in the chamber
`61 could be higher than the pressure in the chambers 62, 63.
`Thus, the air bag portion 51 could be restraining the occu-
`pant to a greater extent than the air bag portions 52, 53.
`A second embodiment of the present invention is illus-
`trated in FIG. 5. Since the embodiment of the invention
`illustrated in FIG. 5 is generally similar to the embodiment
`illustrated in FIGS. 1-4, similar numerals are utilized to
`designate similar components,
`the sufiix letter “a" being
`associated with the numerals of the embodiment of FIG. 5
`to avoid confusion.
`
`As shown in FIG. 5, a vent valve 101 is associated with
`the air bag portion 51o. A vent valve 102 is associated with
`the air bag portion 525:. Similarly, a vent valve 103 is
`associated with the air bag portion 53a. The vent valve 101
`opens when the pressure in the chamber 61a of the air bag
`portion 51a reaches a first predetermined pressure. The vent
`valve 102 opens when the pressure in the chamber 62:: of the
`air bag portion 52a reaches a second predetermined pressure
`which is less than the first predetermined pressure. The vent
`valve 103 opens when the pressure in the chamber 63a of the
`air bag portion 53a reaches a third predetermined pressure
`which is less than the first predetermined pressure in cham-
`ber 61:: and further is less than the second predetermined
`pressure in chamber 62a.
`When a vent valve opens, inflation fluid is released from
`the respective chamber to control the pressure in that cham-
`her. Since the chamber 61a of the air bag portion 51:: is
`vented at a pressure which is greater than the pressure at
`which the chamber 62:: of the air bag portion 52a is vented
`and the pressure at which the chamber 63a of the air bag
`portion 53::
`is vented,
`the air bag chamber 61a has a
`relatively higher pressure than air bag chambers 62a, 63a
`and, thus, the air bag portion 51a may restrain the shoulder
`of the occupant with a relatively high force. Each of the air
`bag chambers 62a. 63a has a relatively lower pressure than
`the air bag chamber filo and. thus. the air bag portions 524,
`532 may restrain the rib areas of the occupant they contact
`with relatively lower forces. Alternatively, dilferent pres-
`sures can be provided in the air bag chambers 61a. 62a, and
`63:: by providing each air bag portion with a vent, with each
`vent being of a diflercnt area. Thus, inflation fluid may flow
`from each air bag portion at different flow rates.
`A third embodiment of the present invention is illustrated
`in FIGS. 6 and '7. Since the embodiment of the invention
`illustrated in FIGS. 6 and 7 is generally similar to the
`embodiment illustrated in FIGS. 1-4, similar numerals are
`utilized to designate similar components, the suffix letter “b"
`being associated with the numerals of the embodiment of
`FIGS. 6 and 7 to avoid confusion.
`
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`5 ,524,924
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`7
`As shown in FIGS. 6 and 7, an air bag portion 210 is
`inflatable into position to restrain the head of the occupant.
`When inflated, the air bag portion 210 extends across a
`B-pillar 240 of the vehicle as shown in FIG. 6. The air bag
`portion 210 defines a chamber 212 which communicates
`through a plurality of passages 220 with the chamber 61!: of
`the air bag portion 51b.
`Inflation fluid flows from the
`chamber 618! through the passages 220 into the chamber 212
`when the air bag portion 51b is inflated and the torso of the
`occupant moves into the air bag portion 51b.
`The flow area of the passages 220 controls the pressure in
`the chamber 61b. Also, a portion of the inflation fluid which
`flows into the chamber 212 may be inflation fluid vented
`from the chamber 611:. Suitable valves or blow-out patches
`(not shown) could be located in passages 220 which open at
`a predetermined pressure in the chamber 61!) to then direct
`gas into the air bag portion 210 to inflate the air bag portion
`210. Thus. the air bag portion 210 inflates into position to
`restrain the head of the occupant after the air bag portion 51!;
`has been inflated. Typically.
`the air bag portion 210 is
`inflated about It} to 20 milliseconds after the air bag 51b is
`inflated.
`
`When inflated, the air bag portion 210 protects the head
`of the occupant from striking an object intruding into the
`path of movement of the head, including the door window
`ledge and the B pillar 240 of the vehicle. The inflated air bag
`portion 210 is located adjacent the head of the occupant to
`resist movement of the head of the occupant when the head
`of the occupant engages the inflated air bag portion 210.
`During a side impact against a vehicle, the torso of an
`occupant may move laterally in the vehicle first and the head
`of the occupant may then rotate down toward the shoulder
`closest to the side of the vehicle which is impacted due to the
`torso movement. By having the air bag portion 210 inflate
`alter the air bag portion 51!) has been inflated, the head of
`the occupant is restrained by the air bag portion 210 during
`its delayed movement relative to the torso down toward the
`shoulder. Thus, the head of the occupant is optimally pro-
`tected against injury.
`A fourth embodiment of the present invention is illus-
`trated in FIG. 8. Since the embodiment of the invention
`illustrated in FIG. 8 is generally similar to the embodiment
`illustrated in FIGS. 6 and 7, similar numerals are utilized to-
`designate simila1' components, the suflix letter “c" being
`associated with the numerals of the embodiment of FIG. 8
`to avoid confusion.
`As shown in FIG. 8, a vent valve 301 is associated with
`the air bag portion 51c. A vent valve 302 is associated with
`the air bag portion 52c. Similarly, a vent valve 303 is
`associated with the air bag portion 53c. The vent valve 30]
`opens when the pressure in the chamber 61c of the air bag
`portion 51:: reaches a first predetermined pressure. The vent
`valve 302 opens when the pressure in the chamber 62c of the
`air bag portion 52:‘ reaches a second predetermined pressure
`which is less than the first predetermined pressure. ‘The vent
`valve 303 opens when the pressure in the chamber 636 of the
`air bag portion 53c reaches a third predetermined pressure
`which is less than the second predetermined pressure in
`chamber 62:.
`
`When a vent valve opens, inflation fluid is released from
`the respective chamber to control the pressure in that cham-
`ber. Since the chamber 61:: of the air bag portion 51c is
`vented at a pressure which is greater than the pressure at
`which the chamber 62: of the air bag portion 52c is vented
`and the pressure at which the chamber 63c of the air bag
`portion 53c is vented, the air bag chamber 61c has a greater
`
`40
`
`45
`
`50
`
`55
`
`65
`
`8
`
`pressure than the air bag chambers 62c. 63c and, thus, the air
`bag portion 51c can restrain the shoulder of the occupant
`with relatively high force. The air bag portions 52c, 53c can
`apply a relatively low force against the rib areas of the
`occupant they engage since the pressures in the chambers
`624:, 63c are both lower than the pressure in the chamber
`61c. Alternatively, different pressures can be provided in the
`air bag chambers 61c, 62c, 63c by providing each air bag
`portion with a vent of a different area.
`Like the third embodiment shown in FIGS. 6 and '7 as
`
`already described hereinabove, inflation fluid in the embodi-
`ment of FIG. 8 is directed from the chamber 61c of the air
`bag portion 51.: tI'u'ough the passages 220C to the chamber
`212c of the air bag portion 210:: after the air bag portion 51c
`has been inflated. The air bag portion 210:‘ thereby protects
`the occupant‘s head due to head movement which occurs in
`a side impact against the vehicle after the torso moves.
`A fifth embodiment of the present invention is illustrated
`in FIGS. 9 and Ill. Since the embodiment of the invention
`illustrated in FIGS. 9 and 10 is generally similar to the
`embodiment illustrated in FIGS. 1-4, similar numerals are
`utilized to designate similar components, the suflix letter “d"
`being associated with the numerals of the embodiment of
`FIGS. 9 and ll] to avoid confusion.
`
`AS shown in FIGS. 9 and 10. each of the air bag portions
`51d, 52d, 53d of the air bag 50d has an extra long length. The
`extra long length of the air bag portions 51d, 52:1, 53d form
`an inflatable flap portion 400 which extends from the air bag
`portions 51d, 52a‘, 5311. When the air bag SM is in its stored
`condition {illustrated in solid lines in FIGS. 9 and 10), the
`flap portion 400 is folded over in a manner as best shown in
`FIG. II]. The flap portion 400 is folded over so that the air
`bag 50d including the flap portion 400 can fit into the air bag
`compartment 36a’ in the vehicle door 16d.
`When the air bag 50.4 is inflated (illustrated in dashed
`lines in FIG. 9).
`the flap portion 400 pivots from the
`companment 36d and extends into the region adjoining the
`B-pillar area 440 (FIG. 9) of the vehicle. If the seat 12d is
`adjusted to a rearward position as shown in FIG. 9 and the
`flap portion 400 extends into the region adjoining the
`B-pillar area 440 upon a side impact against the vehicle, the
`occupant and the B-pillar area 440 are prevented from
`violently contacting each other.
`A sixth embodiment of the present invention is illustrated
`in FIGS. 11 and 12. Since the embodiment of the invention
`illustrated in FIGS. 11 and 12 is generally similar to the
`embodiment illustrated in FIGS. 1-4, similar numerals are
`utilized to designate similar components, the suflix letter “e"
`being associated with the numerals of the embodiment of
`FIGS. 11 and 12 to avoid confusion.
`
`As shown in FIG. 11, the air bag portions 515, 529, 532
`may be connected at locations 521, 522, 523, respectively to
`the cover panel 34:: using, for example, a suitable adhesive
`material or the like. The cover panel 342 may define the
`passenger compartment of the vehicle. A flrst folded tether
`strap 500 is connected between the inner door panel We and
`an upper end portion 510 of the cover panel 342. A second
`folded tether strap S02 is connected between the inner door
`panel 173 and the cover panel 349 at a lower end portion 512
`of the cover panel 349.
`When the air bag 50.9 is inflated from its stored condition
`shown in FIG. 1] to an inflated condition shown in FIG. 12,
`the air bag portions 519, 529, 53c expand into the vehicle
`occupant compartment to protect the occupant. Since the
`cover panel 349 is connected to the air bag portions Sle, 52c,
`539,
`the cover panel 342 also moves into the vehicle
`
`

`
`9
`
`10
`
`5 ,5 24,924
`
`occupant compart