Abstract:
An airbag inflator has a primary igniter and a secondary igniter. The primary igniter ignites an ignition enhancer material, which in turn ignites a primary supply of a gas generant material in a first chamber. A secondary supply of the gas generant material is located in a second chamber that is closed and is not in contact with any ignition enhancer material. Activation of the secondary igniter does not ignite the secondary supply of gas generant material, but does cause the second chamber to be opened. Combustion products from the primary supply of gas generant material enter the chamber and ignite the secondary supply of the gas generant material.

Description:
FIELD OF THE INVENTION 
     The present invention relates to an airbag inflator provided with two chambers containing gas generant material, but the gas generant material in only one of the chambers is associated with an ignition enhancer material ignited by an igniter. 
     BACKGROUND OF THE INVENTION 
     The motor vehicle market is ever evolving towards smaller, lighter, more efficient vehicles. In doing so all parts of a motor vehicle must be reduced in size and weight, including the vehicle occupant restraint systems. The current invention provides a dual stage driver&#39;s side airbag inflator having a size and weight that is smaller than prior art dual stage driver&#39;s side airbag inflators. A dual stage driver&#39;s side airbag inflator of the present invention provides these improvements using specialized component geometries and the way in which the components function. 
     DISCUSSION OF THE PRIOR ART 
     Airbag inflators that are provided with more than one combustion chamber and more than one igniter are well known, with some general examples of background art being disclosed in the following patent publications: U.S. Pat. No. 6,199,906 B1; U.S. Pat. No. 6,364,353 B2; U.S. Pat. No. 6,547,275 B2; U.S. Pat. No. 6,598,901 B2; U.S. Pat. No. 6,764,096 B2; U.S. Pat. No. 6,983,956 B2; U.S. Pat. No. 7,044,502 B2; U.S. Pat. No. 7,055,855 B2; U.S. Pat. No. 7,150,227 B2; U.S. Pat. No. 7,374,204 B2; U.S. Pat. No. 7,578,522 B2; U.S. Pat. No. 7,726,687 B2; U.S. Pat. No. 7,950,693 B2; U.S. Pat. No. 8,047,569 B2 DE 40 05 768 A1; AND DE 10 2008 028 420 A1. 
     U.S. Pat. No. 6,189,927 B1 discloses an airbag inflator wherein a first combustion chamber encloses a second combustion chamber, and an igniter is associated with each combustion chamber. Only the first, primary, combustion chamber contains an ignition enhancer tube. The gas generants in the combustion chambers are different from one another. The igniter in the secondary combustion chamber ignites the gas generant in the second combustion chamber, and then generated pressure deforms the container of the second combustion chamber to allow generated gas to escape from the secondary combustion chamber. That is to say, a cap of the secondary container is displaced from the sidewall of the container to create a passageway. In contrast, in the airbag inflator of the present invention the gas generant in the secondary chamber is not ignited by the igniter associated with the secondary chamber. 
     U.S. Pat. No. 8,011,303 B2 discloses an airbag inflator with a structure similar to that disclosed in U.S. Pat. No. 6,189,927 B1, but instead of a cap of the secondary chamber being displace, the secondary igniter ignites generant in the secondary chamber and pressure causes tape located over ports in the chamber structure to be ruptured and gas generated in the secondary chamber enters the primary chamber. 
     Airbag inflator structures similar to that disclosed in U.S. Pat. No. 6,189,927 B1 are disclosed in other patents, namely U.S. Pat. No. 7,833,111 B2 and U.S. Pat. No. 7,404,573 B2. The airbag inflators disclosed in these patents have both the primary and secondary generant charges ignited by separate igniters associated with those charges. 
     U.S. Pat. No. 5,009,855 discloses an airbag inflator having a wall inside a housing that separates a gas generant material into two portions using a wall. There is a gap in the wall and after the first portion of gas generant is ignited gas from the first portion goes through the gap and ignites the second portion of gas generant. There is no real controlled staging of the generant burns. DE 40 05 768 A1 discloses an airbag inflator similar to the one disclosed in U.S. Pat. No. 5,009,855, having two combustion chambers that communicate through a narrow passageway, only one igniter, and hot gas from the first chamber ignites the gas generant in the second chamber. 
     Another means of igniting a generant material in a secondary chamber is the use of “sympathetic ignition” wherein heat from burning a primary quantity of gas generant is used to ignite a secondary quantity of gas generant in a second chamber using heat conducted through a wall separating the two chambers. This technique is disclosed in U.S. Pat. Nos. 5,622,380 and 5,628,528. U.S. Pat. No. 7,954,848 B2 discloses an airbag inflator having two combustion chambers disposed one above the other and separated by a partition wall. Only gas generant located in the lower chamber is ignited by an igniter. The burning of the gas generant in the lower chamber burns through the partition wall and ignites the gas generant in the upper chamber. JP 11-157412 discloses an airbag inflator with a similar structure but gas from burning generant in an upper chamber burns through a partition with areas designed to open due to the heat and then ignites generant in the lower chamber. JP 11091495 discloses a similar airbag inflator. 
     JP 3033792 discloses an airbag inflator with upper and lower chambers separated by a mesh filter. First the gas generant in the upper chamber is ignited, then hot gas travels through the mesh and ignites generant located in the lower chamber. 
     An airbag inflator of the present invention may be provided with a secondary combustion chamber may have a shape that is not a circular cross section. U.S. Pat. No. 7,350,810 B2 shows in figure two an airbag inflator with two combustion chambers, neither of which has a circular cross section. U.S. Pat. No. 6,543,805 B2 and U.S. Pat. No. 6,701,849 B2 each show in FIG. 3 a secondary combustion chamber that is kidney shaped in cross section. 
     SUMMARY OF THE INVENTION 
     There is provided in accordance with the present invention an airbag inflator that has a primary igniter and a secondary igniter. The primary igniter ignites an ignition enhancer material, which in turn ignites a primary supply of a gas generant material in a first chamber. A secondary supply of a gas generant material is located in a second chamber that is closed and is not in communication with any ignition enhancer material. Activation of the secondary igniter does not ignite the secondary supply of gas generant material, but does cause the second chamber to be opened. Combustion products from the primary supply of gas generant material enter the chamber and ignite the secondary supply of the gas generant material. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a side view of an airbag inflator according to the present invention. 
         FIG. 2  is a bottom view of the airbag inflator of  FIG. 1 . 
         FIG. 3  is a section view of the airbag inflator of  FIG. 1  taken at section line A-A of  FIG. 1  looking in the direction indicated by the arrows. 
         FIG. 4  is a view of the airbag inflator with the upper housing and filter retainer removed looking in the direction of arrow B in  FIG. 3 . 
         FIG. 5  is a view of an alternative embodiment of the airbag inflator with the upper housing and filter retainer removed looking in the direction of arrow B in  FIG. 3 . 
         FIGS. 6A and 6B  are cross sections of the airbag inflator illustrating the operation of the airbag inflator. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring first to  FIG. 1  there is shown side view of an airbag inflator  10  according to the present invention. This airbag inflator is primarily intended for use in inflating and deploying an airbag from a steering wheel to protect the driver of a motor vehicle in the event of a crash. However, it is understood that an airbag inflator of the present invention may be used at any appropriate location in a motor vehicle with any appropriate vehicle occupant protection device selected in accordance with good engineering practices. The airbag inflator has a cup shaped lower housing  12  provided with a mounting flange  14 . It is understood that the mounting flange is optional and that an airbag inflator of the present invention may by incorporated in a motor vehicle using any suitable means for attachment selected in accordance with good engineering practices. The lower housing  12  is fixed to a cup shaped upper housing  20 . The lower and upper housings  12 ,  20  are made of a metal, most commonly steel, but could comprise any suitable material selected in accordance with good engineering practices. The assembly of the lower and upper housings is referred to herein and the claims as being the “inflator housing” of an airbag inflator of the present invention. 
     As used herein and in the claims the terms “upper”, “above”, “higher” and similar terms are understood to refer to relative locations of components of an airbag inflator of the present invention as shown in  FIG. 3  when the airbag inflator is in its intended operative orientation wherein the “upper housing” is proximal to a vehicle occupant who is to be protected by an airbag intended to be inflated or deployed by the operation of the airbag inflator. As used herein and in the claims the terms “lower”, “below” and similar terms are understood to refer to relative locations of components of an airbag inflator of the present invention as shown in  FIG. 3  when the airbag inflator is in its intended operative orientation wherein the “lower housing” is distal from a vehicle occupant who is to be protected by an airbag intended to be inflated or deployed by the operation of the airbag inflator. 
     Referring next to  FIG. 2  there is shown a bottom view of the airbag inflator  10  of  FIG. 1 . The mounting flange  14  that extends around the lower housing  12  is provided with a plurality of through holes  16  to accommodate fasteners (not shown) used for fixing the airbag inflator  10  to a motor vehicle. The configuration of the mounting flange  14  is of course merely exemplary since the mounting flange may be adapted to be compatible with the structure of any motor vehicle. The cup shaped lower housing  12  is provided with two through holes  18 ,  19  for receiving igniter retainers  30 ,  36  associated with primary and secondary igniters  28 ,  34 . 
     Referring next to  FIG. 3  there is shown a section view of the airbag inflator  10  of  FIG. 1  taken at section line A-A of  FIG. 1  looking in the direction indicated by the arrows. The cup shaped upper housing  20  is attached to the cup shaped lower housing  12  in the region of the mounting flange  14  by a weld  26 , such as a friction weld or any other suitable method of attachment. An assembly of an igniter retainer  30  and a primary igniter  28  that is secured to the igniter retainer by crimping extends through a hole  18  (also shown in  FIG. 1 ) in the base of the cup shaped lower housing and the igniter retainer  30  is secured to the lower housing by a weld  32 , that is preferably a resistance weld or any other suitable method of attachment. A sealing washer  31  is interposed between the primary igniter and the igniter retainer to contribute to the hermetic sealing of the airbag inflator. An assembly of an igniter retainer  36  and a secondary igniter  34  that is secured to the igniter retainer by crimping extends through a hole  19  (also shown in  FIG. 1 ) in the base of the cup shaped lower housing and the igniter retainer  36  is secured to the lower housing by a weld  38 , that is preferably a resistance weld. A sealing washer  37  is interposed between the secondary igniter and the igniter retainer to contribute to the hermetic sealing of the airbag inflator. Each of the igniter retainers  30 ,  36  is provided with a shorting clip  40 ,  42  to prevent unintended activation of the associated igniter  28 ,  34 . The primary igniter  28  and the secondary igniter  34  are each provided with connecting pins  43 ,  44  for mating to connectors (not shown) that communicate with electrical conductors (not shown) that provide power to the igniters when an electronic control unit (not shown) determines that a vehicle crash is occurring and that a particular igniter should be activated. Alternatively, the igniter/retainer assembly may be replaced by a singular unit that is molded from an appropriate material, such as a ceramic or glass filled nylon. 
     A lower cushion  46 , shown in  FIGS. 3 and 4 , made of fiberglass mat is located in the lower housing  12 , configured to fit around the igniter retainers. The lower cushion functions to abate noise caused by interaction of various components of the airbag inflator, such as pellets or tablets of a gas generant material, with metal components of the airbag inflator when the airbag inflator is installed in a motor vehicle that is in motion. A recess  47  in the lower cushion  46  receives a pellet  48  comprised of an autoignition material. An autoignition material is one that will ignite at a selected temperature, specifically during a vehicle fire, and cause the gas generant material in the airbag inflator to ignite. 
     A relatively thin metal cup  50  containing an ignition enhancer compound  52  is fitted into an ignition enhancer combustion chamber housing  54  of a thicker metal. The ignition enhancer combustion chamber housing is provided with through holes  55  to allow the passage of the products produced by the burning ignition enhancer compound  52  to pass therethrough. The ignition enhancer combustion chamber housing is fitted over the primary igniter  28  and the associated igniter retainer  30  and is secured in place by a strong interference fit with the igniter retainer. If the ignition enhancer compound  52  is in the form of a granules or powder that could pass through the holes  55  in the ignition enhancer combustion chamber housing  54  the thin metal cup  50  is necessary to retain the ignition enhancer compound  52  inside the ignition enhancer combustion chamber housing  54 . However, if the ignition enhancer compound is provided in the form of pellets, tablets, or any other suitable form of a size too large to pass through the holes  55  in the ignition enhancer combustion chamber housing  54  the thin metal cup  50  may be eliminated. 
     A housing  56  for containing a secondary supply of a gas generant material  64  disposed in a chamber  57  is fitted over the secondary igniter  34  and the associated igniter retainer  36  and secured in place by a strong interference fit with the igniter retainer. The housing  56  for containing a secondary supply of a gas generant material comprises a sidewall member  58  and a closure  60  that is disposed adjacent a ledge  62  on the interior of the sidewall member  58 . The closure  60  is fitted to the sidewall member with a relatively light interference fit that will both isolate the secondary supply of gas generant from sympathetic ignition, and that will facilitate movement of the closure away from the sidewall member during the operation of the airbag inflator in a manner that is described below. It is understood that while it is preferable that the chemical composition of the primary and secondary supplies of gas generant material  64 ,  72  are the same, this is not believed to be a requirement of the airbag inflator of the present invention. The chemical and physical properties and/or geometry of the pellets, tablets, or any other suitable form of the primary and secondary supplies of gas generant material may be the same or different to allow tailoring of the performance of an airbag inflator of the present invention as required for any application. 
     A metal foil  24  is located inside and attached to the upper housing  20  overlying the gas exit ports  22  through the upper housing. An annular filter  66 , preferably made of multiple layers of perforated expandable metal, surrounds the interior of the airbag inflator. However, it is understood that the annular filter may comprise any suitable material including discontinuous metal fibers compressed to provide a mesh. The annular filter helps to define a combustion chamber and is intended to prevent particulate materials that are products of the combustion of the gas generant material from exiting the airbag inflator. The annular filter further acts as a heat sink to cool the gas that is a product of the combustion of the gas generant material as the gas passes through the annular filter to exit the upper housing  20  through the gas exit ports  22 . 
     An upper cushion  70  made of a fiberglass mat and a thin metal pellet retainer  68  overlies the interior space occupied by the primary supply  72  of a gas generant material. As shown in  FIG. 3  the upper cushion is configured to fit within the retainer, and the retainer to fit within the annular filter  66 . However it is understood that the relative sizes of the components of an airbag inflator of the present invention may be adapted to accommodate any suitable motor vehicle, and the exact locations of components such as the upper cushion may be altered without deviating from the scope of the present invention as it is disclosed and claimed herein. The retainer  68  also functions as a seal to prevent leakage around the end of the filter during combustion. The upper cushion functions to abate noise caused by interaction of various components of the airbag inflator, such as pellets or tablets of a gas generant material with metal components of the airbag inflator, when the airbag inflator is installed in a motor vehicle that is in motion. The cup shaped upper housing  20  encloses the annular filter  66  and the retainer  68  and is secured to the cup shaped lower housing  12  by a weld  26 . 
     A primary supply of a gas generant material  72  is disposed in an interior space  71 , also referred to herein as a primary combustion chamber, bounded by the annular filter  66 , the lower cushion  46  (supported by the lower housing  12 ), the upper cushion  29  (supported by the retainer  68 ), the ignition enhancer combustion chamber housing  54  and the housing  56  for containing a secondary supply of a gas generant material (including both the sidewall member  58  and closure  60 ). 
     Referring again to  FIG. 4  there is shown is a view of the airbag inflator  10  with the upper housing, pellet retainer and upper cushion removed looking in the direction of arrow B in  FIG. 3 . The annular filter  66  is shown located inside the cup shaped lower housing  12  extending circumferentially around the ignition enhancer combustion chamber housing  54  and the housing  56  for containing a secondary supply of a gas generant material. The ignition enhancer combustion chamber housing  54  is shown to have a substantially circular cross section. However the housing  56  for containing a secondary supply of a gas generant material has a cross section that is not circular. In this embodiment the housing  56  for containing a secondary supply of a gas generant material has a cross section that is substantially elliptical, with the minor axis of the ellipse aligned with a radius of the ignition enhancer combustion chamber housing  54  to allow the diameter of the cup shaped lower housing to be reduced over what it would be if the housing  56  for containing a secondary supply of a gas generant material were circular in cross section and contained the same volume of gas generant material as the elliptical housing shown in  FIG. 4 . An airbag inflator of the present invention is intended to have a smaller outside diameter of the lower and upper housing members than conventional airbag inflators employed with the steering wheels of motor vehicles. 
     Referring to  FIG. 5  there is shown a view of an alternative embodiment of the airbag inflator  10  with the upper housing and filter retainer removed looking in the direction of arrow B in  FIG. 3 . This embodiment is substantially like the above described embodiment with the lower housing  12  supporting an annular filter  66  that extends around an ignition enhancer combustion chamber housing  54  that is shown to have a substantially circular cross section. In this alternative embodiment the housing  56 A for containing a secondary supply of a gas generant material again has a cross section that is not circular. In this alternative embodiment the housing  56  for containing a secondary supply of a gas generant material has a cross section that is substantially semi circular with a radius of the semicircle aligned with a radius of the ignition enhancer combustion chamber housing  54  to allow the diameter of the cup shaped lower housing to be reduced over what it would be if the housing  56 A for containing a secondary supply of a gas generant material were circular in cross section and contained the same volume of gas generant material as the semicircular housing shown in  FIG. 5 . 
     The operation of an airbag inflator of the present invention can be understood with reference to the foregoing text along with  FIGS. 6A and 6B  which are cross sections of the airbag inflator illustrating the operation of the inflator. When an airbag inflator  10  of the present invention is installed in a motor vehicle, for instance in a steering mechanism, the connecting pins  43  of the primary igniter  28 , and the connecting pins  44  of the secondary igniter  34  are in circuit communication with an electronic control unit (not shown) via suitable electrical conductors (not shown). The electronic control unit is programmed to receive a signal from a crash sensor when the crash sensor senses rapid deceleration of the motor vehicle indicative of the occurrence of a crash. The electronic control unit is programmed to analyze a number of data inputs that can include not only the occurrence of a crash, but for example: the severity of a crash; the presence or absence of a vehicle occupant at a particular location in the vehicle; the size of a vehicle occupant; the distance of a vehicle occupant from an airbag module; and so forth. Of course the crash sensor and the electronic control module are adapted for use with the motor vehicle in which they and the airbag inflator, and other components of an airbag module are installed. 
       FIG. 6A  is a schematic representation of the airbag inflator after the primary igniter has been activated and the ignition enhancer material and primary supply of gas generant material are burning.  FIG. 3  should be referred to along with  FIG. 6A . When the electronic control unit determines that a vehicle crash is being experienced an electronic current is sent to the connecting pins  43  of the primary igniter  28  causing the primary igniter to be activated and generate heat as indicated by arrows  80  in  FIG. 6A . The heat generated by the primary igniter causes the ignition and combustion of the ignition enhancer material  52  located inside the ignition enhancer combustion chamber housing  54  and the thin metal cup  50  that lines the inside of the ignition enhancer combustion chamber housing. The gas generant material that makes up the primary supply of gas generant material  72  and the secondary supply of gas generant material  64  cannot be ignited by only the heat generated by the primary and secondary igniters  28 ,  34 . The primary igniter  28  is able to ignite the igniter enhancer material  52  which produces products of combustion in the form or hot gas and particulates that penetrate the thin metal cup  50  and exit the ignition enhancer combustion chamber housing  54  through the holes  55  in the ignition enhancer combustion chamber housing as indicated by arrows  81  in  FIG. 6A . The hot gas and particulates produced by the burning of the ignition enhancer material then cause the ignition and combustion of the primary supply of gas generant material  72  in the primary combustion chamber  71 . The products of combustion of the primary supply of gas generant material include hot gas and particulates. The hot gas passes through the annular filter  66 , while at least most of the particulate are blocked by the annular filter. The hot gas penetrates the metal foil  24  and exits the housing of the airbag inflator via the gas exit ports  22  in the upper housing  20  as indicated by arrows  82  in  FIG. 6A . The hot gas exerts pressure on the closure  60  of the housing  56  for the secondary supply of gas generant material  64 . As shown in  FIG. 6A , the closure  60  is urged downward, as indicated by arrows  83 , against the ledge  62  of the sidewall member  58 , preventing hot gas and particulates produced by the burning of the primary supply of gas generant material from contacting the secondary supply of gas generant material  64 . The thickness and heat transfer properties of the sidewall member  58  and closure  60  of the housing  56  containing the secondary supply of gas generant material prevent sympathetic ignition of the secondary supply of gas generant material. 
     The electronic control unit makes a decision as to whether or not the combustion products of the secondary supply of gas generant material should be provided to a vehicle occupant restraint member, such as a driver side airbag, to protect a vehicle occupant. The electronic control unit makes this decision based upon sensed data such as the proximity of the vehicle driver to the steering wheel, the size of the vehicle driver, the severity of the crash, and whether or not the driver is restrained by a safety belt. It is intended that whenever an airbag inflator of the present invention is activated that both the primary and secondary igniters will be activated as will be described with reference to  FIG. 6B  which shows the inflator when the secondary supply of gas generant material is burning, and  FIG. 3 . If the decision is that the gas generated by burning the secondary supply of gas generant material is needed for proper deployment of the airbag the electronic control unit sends an electric current to the connecting pins  44  of the secondary igniter  34  within an appropriate time frame (ie twenty milliseconds) after the primary igniter was activated. As already discussed, the activation of the secondary igniter  34  alone, as indicated by arrows  84  in  FIG. 6B , will not ignite the secondary supply of gas generant material  64 . However the force of a small explosion that occurs when the secondary igniter is activated generates enough pressure, as indicated by arrows  85  in  FIG. 6B , to cause the closure  60  of the housing  56  containing the secondary supply of gas generant material to be moved allowing hot gas and particulates produced by the burning of the primary supply of gas generant material to move into contact with the secondary supply of gas generant material as indicted by the arrows  86  in  FIG. 6B . The secondary supply of gas generant material is thereby ignited and burns to produce gas and particulates. The gas passes through the annular filter  66  and exits the housing of the airbag inflator via the gas exit ports  22  in the upper housing  20  as indicated by arrows  82  in  FIG. 6B . That is to say, when the secondary igniter is activated during the time frame when the airbag is being deployed, the volume of gas provided to the airbag is larger than that provided by the burning of only the primary supply of gas generant material. 
     If the decision of the electronic control unit is that the gas generated by burning the secondary supply of gas generant material is not needed for proper deployment of the airbag the electronic control unit delays sending an electric current to the connecting pins  44  of the secondary igniter  34  until about one hundred milliseconds after the primary igniter was activated. The deployment of an airbag during a crash event occurs very rapidly, a frontal airbag, such as one deployed from the steering mechanism of a motor vehicle, begins to deflate very rapidly, the airbag is fully inflated for only a few milliseconds during which the vehicle occupant may interface with the airbag. Even one hundred milliseconds after the activation of the primary igniter, and following the deployment of the airbag, there is sufficient heat remaining inside the inflator housing to ignite the secondary supply of gas generant. It is preferable that no unburned gas generant material remain in an airbag inflator after a crash because of the threat posed by the presence of gas generant material if the vehicle should catch fire as the result of the crash. The delayed burning of the secondary supply of gas generant material is necessary to alleviate such a threat. 
     It is understood that the invention is not limited to the particular construction and arrangement of parts herein illustrated and described, but embraces all such modified forms thereof as come within the scope of the following claims.