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WO2000021799A9 - Dispositif de gonflage ecoulement regule - Google Patents

Dispositif de gonflage ecoulement regule

Info

Publication number
WO2000021799A9
WO2000021799A9 PCT/US1999/023707 US9923707W WO0021799A9 WO 2000021799 A9 WO2000021799 A9 WO 2000021799A9 US 9923707 W US9923707 W US 9923707W WO 0021799 A9 WO0021799 A9 WO 0021799A9
Authority
WO
WIPO (PCT)
Prior art keywords
volume
moveable member
inflator
orifice
disposed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1999/023707
Other languages
English (en)
Other versions
WO2000021799A1 (fr
Inventor
Michael Fink
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AirBelt Systems LLC
Original Assignee
AirBelt Systems LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AirBelt Systems LLC filed Critical AirBelt Systems LLC
Priority to AU13129/00A priority Critical patent/AU1312900A/en
Publication of WO2000021799A1 publication Critical patent/WO2000021799A1/fr
Publication of WO2000021799A9 publication Critical patent/WO2000021799A9/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
    • B60R21/268—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow using instantaneous release of stored pressurised gas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
    • B60R2021/26094—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow characterised by fluid flow controlling valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
    • B60R21/261—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow with means other than bag structure to diffuse or guide inflation fluid
    • B60R2021/2612—Gas guiding means, e.g. ducts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/20—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components
    • B60R21/205—Arrangements for storing inflatable members in their non-use or deflated condition; Arrangement or mounting of air bag modules or components in dashboards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
    • B60R21/16—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags
    • B60R21/26—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow
    • B60R21/268—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow using instantaneous release of stored pressurised gas
    • B60R21/272—Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags characterised by the inflation fluid source or means to control inflation fluid flow using instantaneous release of stored pressurised gas with means for increasing the pressure of the gas just before or during liberation, e.g. hybrid inflators

Definitions

  • the present invention relates generally to a motor vehicle inflatable restraint system, and more particularly to an inflator having a pilot valve to control the flow of pressurized gas from a high pressure vessel into an air bag of the inflatable restraint system.
  • Inflatable restraint systems to protect motor vehicle occupants from injury in the event of a collision have been incorporated into motor vehicles in response to enacted legislation and public demand for safer motor vehicles.
  • Air bags have been widely demonstrated to be highly effective in motor vehicle frontal collisions by reducing the degree of injury to passengers of vehicles equipped with such systems.
  • an airbag inflates upon detection of sudden deceleration indicative of a frontal collision to protect the passengers of the vehicle from forceful contact with hard surfaces in the vehicle interior.
  • the inflatable restraint system is installed in the hub of the steering wheel for driver protection with an additional inflatable restraint system being installed in the dashboard for front seat passenger protection becoming increasing popular as standard equipment.
  • Inflatable restraint systems have also been installed in the doors of motor vehicles to protect against side impact collisions, in the seat backs of the front seats to protect rear seat passengers in the event of a frontal collision, and in the headrest portion of the seats to provide full head protection in any type of collision.
  • the typical inflatable restraint system includes an inflator, an airbag, deceleration or impact sensors and triggering electronics.
  • the air bag is a folded, expansible bag constructed of suitable fabric.
  • the inflator is connected to the interior of the air bag.
  • the most common inflator in use in motor vehicles is of the pyrotechnic type which contains a solid propellant, such as sodium azide.
  • the triggering circuit ignites the sodium azide propellant, which in turn rapidly generates a hot gas discharge filling and inflating the air bag.
  • the air bag inflates, it escapes from its enclosure and expands, for example, in front of the driver, cushioning the driver as the driver is thrown forward by the impact and prevents the driver from striking the hard interior surface of the vehicle.
  • hot gas inflators currently command a 100% market share for motor vehicle inflatable restraint systems
  • the limitations and disadvantages associated with inflating an air bag with the hot gas from sodium azide and other types of pyrotechnic inflators are well known and documented in the art.
  • Sodium azide is a known hazardous toxic chemical.
  • gas at very high temperatures is released that can inflict severe burns to the occupant.
  • Other limitations and disadvantages of the pyrotechnic inflator technologies include explosions, transportation concerns, environmental issues, and chemical degradation. Accordingly, there is a need for an inflatable restraint system that is not dependent upon a pyrotechnically generated hot gas.
  • the cold gas inflator was designed to have proper bag filling characteristics at the low temperature extremes, in a high temperature environment the bag would fill to an unacceptably high pressure level possibly causing tearing at the seams or a burst, resulting in loss of energy absorption of the occupant.
  • the airbag did not burst, the higher pressure would produce an unacceptably very "hard” air bag, possibly causing injury to the occupant of the vehicle when in forceful contact with the air bag. Both of these extreme situations are unacceptable limitations and disadvantages of the prior art.
  • the hybrid inflator uses both a compressed source, which is affected by temperature extremes to the same degree as a stored gas inflator, and a solid propellant to mitigate the effects of ambient temperature, has been developed but has not been commercially accepted.
  • the solid propellant is used to assist in the total gas output which varies less with temperature.
  • the overall temperature dependent pressure variance of the hybrid design is less than the conventional pure stored gas design.
  • the cost of the hybrid inflator is much greater than either the hot gas or the cold gas inflator since it incorporates the inflation mechanism from each. Accordingly, the hot gas inflator has become the commercially accepted prior art device because it was initially demonstrated to reduce these temperature dependent pressure variances to acceptably low levels and offer the greater overall performance and occupant protection.
  • Another limitation associated with the prior art cold gas inflator is that its output flow of gas during the initial vessel opening is, by nature, very violent and aggressive. When the gas is released unregulated into the air bag it can cause high stress induced loading in the bag itself or to the occupant, if the occupant is close to the air bag as it deploys. It is important, therefore, to provide some means of regulating the gas from the compressed gas source into the air bag during the initial vessel opening stage.
  • a limitation in general that extends to all inflatable restraint systems is that the inflator is designed to pressurize the airbag independent of the ambient environment or other variables, conditions and parameters which exist during a collision.
  • An example of possible crash variables, conditions and parameters are as follows:
  • the presently available inflators will deploy the airbag to the same magnitude in every crash with no dependence on any of the previously mentioned variances which occur in all crashes. Therefore, an occupant whose size and weight is considerably different from this median range will experience less than ideal decelerating characteristics from the airbag. The smaller and lighter occupant will have a tendency to rebound off the airbag, where injury and even death from this rebound is typical. Deaths caused to infants and small children from the deployment of airbags are the current focus of media inquiry. The larger and heavier occupant can deflate the entire bag, and with the remaining energy impact the steering wheel or dashboard causing injury which the ideal size and weight occupant would not otherwise suffer.
  • Another example of a recent attempt to address the above identified limitations and disadvantages of the prior art inflators is to provide a dual stage in conjunction with weight sensors to detect the weight of the occupant proximate the airbag. If the weight sensor detects the occupant weight below a threshold weight, only one stage will deploy, thereby reducing inflation pressure yet providing sufficient energy absorbing protection to the small occupant.
  • the dual stage inflator effectively doubles the cost of the inflator since two separate sources of solid propellant or cold gas are required along with dual triggering electronics.
  • Yet another example of a recent attempt to address the above identified limitations and disadvantages of the prior art inflators is to provide a mechanical valve at the output of the inflator in conjunction with various sensors which detect one or more of the variables, conditions or parameters described above.
  • a logic circuit or processor may then detect the sensor conditions and command an actuator or motor to adjust the valve element thereby controlling the flow rate at the output of the inflator and the inflation rate and pressure of the deployed airbag.
  • Such a system could adjust for any of the variables, conditions or parameters in real time from before and after the onset of the collision.
  • the reliability and operability of such a system in real world crashes has not been demonstrated.
  • the collision may destroy the logic or processor electronics or the mechanical valve may become physically deformed by the collision forces, in either event causing a failure of the inflatable restraint system.
  • an inflatable restraint system that overcomes on or more limitations and disadvantages of the prior art discussed hereinabove. Specifically there is a need for a cold gas inflator which is temperature compensating. Additionally there is a need for a cold gas inflator which regulates the output pressure and inflation rate of the airbag. Furthermore, there is a need for a cold gas inflator which provides a valve without any need for external circuits or actuators to achieve variable inflation rates.
  • an inflator comprises a vessel to store an immediately releasable pressurized gas and a valve including a housing and a moveable member.
  • the housing has an internal chamber, an inlet orifice and an outlet orifice. Each of the inlet orifice and the outlet orifice are in fluid communication with the chamber to define a flow path from the inlet orifice to the outlet orifice through the chamber.
  • the inlet orifice is adapted to receive the gas from said vessel upon release of the gas.
  • the moveable member is disposed within the chamber and is normally biased in an initial position.
  • the moveable member has a first end, a second end, an outer portion disposed in slideable engagement with the housing and an open portion disposed in the flow path.
  • the moveable member defines a first volume in the chamber between the housing and the first end and a second volume in said chamber between the housing and the second end wherein a selected one of the first volume and the second volume is in fluid communication with the flow path.
  • the outer portion is disposed in a partially restrictive arrangement with a portion of at least one of the inlet orifice and the outlet orifice to determine an initial cross sectional area of said flow path.
  • the moveable member is controllably displaced in response to pressurized gas being present in the flow path and communicated at a preselected rate into a selected one of the first volume and the second volume to develop a pressure differential between the first volume and the second volume.
  • the moveable member is displaced from the initial position in response to the pressure differential.
  • the portion of the at least one of the inlet orifice and the outlet orifice in the restrictive arrangement with the outer portion is varied upon displacement of the moveable member thereby varying the cross sectional area of the flow path.
  • An feature of the present invention is that the moveable member of the valve is responsive to pressure differentials developed when the gas is released from the vessel.
  • Figure 1 is a cut away view of the inflator constructed according to the principles of the present invention.
  • Figure 2 is an enlarged view of Figure 1.
  • FIG. 3 illustrates an alternative embodiment of the inflator of the present invention.
  • Figure 4a-e is an enlarged cut away view of the valve illustrating its operation..
  • Figure 5 is a side view illustrating utility of the inflator of the present invention.
  • Figure 6 is a view similar to Fig. 5 showing an alternative location.
  • Figure 7 is a schematic of a control circuit responsive to input variable conditions in the environment of the inflator.
  • Figure 8 is an airbag PSI curve.
  • Figure 9 is a cut away view of an alternative embodiment of the present invention.
  • Figure 10 is a side cut away vies of an alternative embodiment of the spool and spool cavity.
  • Figure 11 is an yet another alternative embodiment of an inflator constructed according to the principles of the present invention.
  • Inflator 300 constructed according to the principles of the present invention.
  • Inflator 300 includes a source 302 of immediately releasable gas, and a valve 304 having a housing 306 and a moveable member 308.
  • a source 302 of immediately releasable gas and a valve 304 having a housing 306 and a moveable member 308.
  • valve 304 having a housing 306 and a moveable member 308.
  • the source 302 contains and stores the gas 52, preferably inert, under pressure within the vessel 50 constructed to withstand the required gas pressure as is known in the art.
  • the gas 52 is contained and sealed within the vessel 50 by a burst disk 48.
  • the detonator also referred to herein as an initiator, 46 is provided.
  • the initiator 46 for example a squib, may detonate in response to an electrical signal applied thereto along a wire 310.
  • the detonation of the initiator 46 in turn ruptures the burst disk 48. Rupture of the burst disk 48 initiates of flow of gas through the valve 304 and its immediate release from the inflator 300.
  • the source 302 may contain within the vessel 50 a combustible substance, as a well-known the art, which substance upon ignition develops a gas causing gas pressure to immediately build within the vessel 50 and initiate a flow of gas through the valve 304 and its immediate release from the inflator 300.
  • the burst disk 48 is not required and the electrical signal on the wire 310 used to detonate the initiator 48 present in the cold gas embodiment may instead be utilized to ignite the combustible substance in the hot gas embodiment.
  • the vessel 50 must also then be constructed to withstand the ignition of the combustible substance.
  • the housing 306 has an internal chamber 312, an inlet orifice 314 and an outlet orifice 316. Each of the inlet orifice 314 and the outlet orifice 316 are in fluid communication with the chamber 312 to define a flow path 317 from the inlet orifice 314 to the outlet orifice 316 through the chamber 312.
  • the inlet orifice 314 is adapted to receive the gas from source 312 upon release of the gas.
  • the moveable member 308 is disposed within the chamber 312 and is normally biased in an initial position.
  • the moveable member 308 has a first end 318, a second end 320, an outer portion 322 disposed in slideable engagement with the housing 306 and an open portion 324 disposed in the flow path 317.
  • the moveable member 308 defines a first volume 326 in the chamber 312 between the housing 306 and the first end 318, and a second volume 328 in the chamber 312 between the housing 306 and the second end 320.
  • a selected one of the first volume 326 and the second volume 328 is in fluid communication with the flow path 317.
  • the outer portion 322 is disposed in a partially restrictive arrangement with a portion of at least one of the inlet orifice 314 and the outlet orifice 316 to determine an initial cross sectional area of the flow path 317.
  • the moveable member 308 is controllably displaced in response to pressurized gas being present in the flow path 317 and communicated at a preselected rate between a selected one of the first volume 326 and the second volume 328 to develop a pressure differential between the first volume 326 and the second volume 328.
  • the moveable member 308 is displaced from the initial position in response to the pressure differential, such that the portion of the at least one of the inlet orifice 314 and the outlet orifice 316 in the restrictive arrangement with the outer portion 322 is varied upon displacement of the moveable member 308 thereby varying the cross sectional area of the flow path 317.
  • the valve 304 further includes a first pilot orifice 330 disposed within a selected one of the moveable member 308 and the housing 306.
  • the first pilot orifice 330 is interposed the flow path 317 and the first volume 326 to communicate the pressurized gas when present in the flow path 317 to the first volume 326 such that pressure increases in the first volume 326 to move the moveable member 308 in a direction toward the second volume 328.
  • the diameter of the first pilot orifice is selected to control the rate of displacement of the moveable member 308
  • the first pilot orifice 330 is disposed in the moveable member 308.
  • the valve 304 may further include a second pilot orifice 332 interposed the flow path 317 and the second volume 328 to communicate the pressurized gas when present in the flow path 317 to the second volume 328 such that pressure increases in the second volume 328 to impede displacement of the moveable member 308 in a direction toward the second volume 328.
  • the diameter of the second pilot orifice 332 is selected to control the rate of impediment of the moveable member 308.
  • the second pilot orifice is disposed in the moveable member 308.
  • the housing 306 may also include a vent orifice 334 to communicate gas in the second volume 328 external of the housing 306 to bleed pressure therefrom.
  • the moveable member 308 may be a spool 336 having a generally cylindrical outer portion 338 in axial slideable engagement within the chamber 312 and an indented portion 340 within the flow path 317.
  • the first pilot orifice 330 and the second pilot orifice 332 may each be preferably disposed in the spool 336.
  • the valve includes a first pilot orifice 342 disposed within a selected one of the housing 306 and the moveable member 308.
  • the first pilot orifice 342 is interposed the flow path 317 and the second volume 328 to communicate the gas from the second volume 328 to the flow path 317 such that pressure decreases in the second volume 317 to move the moveable member 308 in a direction toward the second volume 328.
  • the diameter of the first pilot orifice is selected to control the rate of displacement of the moveable member 308.
  • valve 304 is disposed within the reservoir chamber 344 of the vessel 50.
  • the valve 304 may further include a second pilot orifice 366 interposed the first volume 326 and the reservoir chamber 344 to communicate the pressurized gas from the reservoir chamber 344 to the first volume 326 when the outlet orifice 316 is closed.
  • the second pilot orifice 346 has a diameter substantially less than a diameter of the first pilot orifice 342.
  • the first pilot orifice 342 is disposed in the moveable member 308 and the second pilot orifice 346 is disposed in the housing 306.
  • the valve 304 may further include a single spring 348 disposed in the second volume 328 interposed the housing 306 and the moveable member 308 to bias the moveable member 308 in an initial position toward the first volume 326. More particularly, the second end 320 of the moveable member has a bore 350 and the housing 306 has a bore 352 coaxial with and facing the bore 350 of the moveable member 308. The spring 348 is disposed in each of the bores 350, 352.
  • the internal chamber 312 may have an annular lip 354. The moveable member 308 abuts the lip 354 when in the initial position.
  • a circuit 360 responsive to a present state of input variable conditions in the environment of the inflator 300.
  • These input variable conditions may include deceleration, seatbelt status, PSI of the vessel 50, occupant position and occupant weight, all of which may be detected by a respective one of deceleration sensor 362, seatbelt sensor 364, PSI sensor 366, occupant position sensor 368 and occupant weight sensor 370, such sensors responsive to these conditions being known.
  • the deceleration sensor 362 Upon detection of sudden deceleration indicative of a collision, the deceleration sensor 362 develops a deceleration signal which may be digitized and applied to a processor 372 of the circuit 360.
  • the processor 362 in response to the deceleration signal develops the hereinabove mentioned electrical signal along wire 310 for application to the initiator 46.
  • the housing 306 may further include an opening 374 to communicate a selected one of the first volume 326 and the second volume 328 external of the housing 306, and an electrical signal responsive device 376, such as a squib, sealingly disposed in the opening 374. If the opening 374 is adjacent the first volume 328, removal of the device 376 will tend to restrict flow as seen in Fig. 4E. Conversely, if the opening is adjacent the second volume, removal of the device will allow the valve 304 to be opened rapidly, for the embodiment of Fig. 3.
  • an electrical signal responsive device 376 such as a squib
  • the dynamic position of the moveable member 308 may be changed subsequent of release of gas from the source 300 to establish a different flow rate through the flow path 317 by changing the effective cross sectional area thereof.
  • This different flow rate may have a value preselected to exist upon the real time present state of the variable conditions detected by each of the sensors 362, 364, 366, 368, 370.
  • a RAM 380 may also contain a lookup table for comparing the deceleration signal to stored deceleration values indicative of crash intensity.
  • the processor 372 is responsive to the signal from each of said sensors to develop a further electrical signal along a wire 378 for application to the device 376.
  • the signal along wire 378 is developed as a function of the signals developed by each of the sensors 362, 364, 366, 368, 370, all or any of which may be utilized in any combination.
  • the processor is programmed with suitable algorithms to develop the signal along wire 378 as a function of the sensor signals. An example of such control of the inflator 300 from such real time variable conditions may be found in U.S. Patent No. 5, 439, 249.

Landscapes

  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)

Abstract

Une soupape (304) à tiroir cylindrique régule la libération d'un gaz d'un récipient (50) sous pression dans un airbag, lorsque le gaz est libéré en cas de collision. La soupape (304) utilise une pression pilote agissant sur l'une ou l'autre extrémité du tiroir (308) cylindrique afin d'actionner ce tiroi (308). La position du tiroir (308) cylindrique dans la soupape (304) détermine le débit de l'écoulement dans cette soupape (304).
PCT/US1999/023707 1998-10-09 1999-10-08 Dispositif de gonflage ecoulement regule Ceased WO2000021799A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU13129/00A AU1312900A (en) 1998-10-09 1999-10-08 Flow regulated inflator

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US16887898A 1998-10-09 1998-10-09
US09/168,878 1998-10-09

Publications (2)

Publication Number Publication Date
WO2000021799A1 WO2000021799A1 (fr) 2000-04-20
WO2000021799A9 true WO2000021799A9 (fr) 2000-09-21

Family

ID=22613326

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1999/023707 Ceased WO2000021799A1 (fr) 1998-10-09 1999-10-08 Dispositif de gonflage ecoulement regule

Country Status (2)

Country Link
AU (1) AU1312900A (fr)
WO (1) WO2000021799A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202007007597U1 (de) 2007-05-30 2007-07-26 Trw Airbag Systems Gmbh Gasgenerator
FR2943600A1 (fr) * 2009-03-31 2010-10-01 Livbag Generateur de gaz pour un dispositif de securite pour vehicule automobile
DE102014201419A1 (de) 2014-01-27 2015-07-30 Robert Bosch Gmbh Vorrichtung und Verfahren zum Aktivieren eines Personenschutzmittels für ein Fahrzeug, Herstellungsverfahren zum Herstellen der Vorrichtung und Personenschutzsystem für ein Fahrzeug
DE102018204825A1 (de) 2018-03-29 2019-10-02 Continental Automotive Gmbh Airbagmodul und Airbagsystem

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2114173A5 (fr) * 1970-11-18 1972-06-30 Aerazur Constr Aeronaut
US3752500A (en) * 1971-03-01 1973-08-14 Gen Motors Corp Occupant restraint system

Also Published As

Publication number Publication date
WO2000021799A1 (fr) 2000-04-20
AU1312900A (en) 2000-05-01

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122 Ep: pct application non-entry in european phase