AIRBAG SYSTEM

Abstract: A partitioned airbag (55) has upper (54) and lower (52) inflatable chambers. The lower chamber upon inflation is positioned to provide a cushioned boundary generally against the lower chest and abdomen of a vehicle occupant. The lower chamber first receives inflation gas from a source of inflation and the inflation gas is sequentially transferred to the upper chamber through one or more ports (162) formed by a separator panel that separates the airbag into the upper and lower chambers. The airbag is inflated by a single stage airbag inflator (26) characterized as having a relatively low fill rate.

Description: AIRBAG SYSTEM The present invention generally relates to to airbags systems . The range of vehicle occupant sizes makes the design of an effective vehicle occupant protection system extremely difficult. The airbag must inflate very quickly so that it is sufficiently inflated to protect an average sized adult vehicle occupant who is not wearing his or her seat belt while operating in a manner so as not to injure a child or small-sized adult that might be improperly seated. It has been proposed to include performance criteria for out-of- position vehicle occupants (see for example FIG. 12) . Airbag systems have been proposed which can accommodate each size of vehicle occupant including systems that automatically or manually deactivate the passenger side airbag or otherwise change the performance characteristics of the system, in particular the inflator, in proportion to the size and position of the vehicle occupant . The present invention provides in accordance with claim 1 a unique and simple solution to the design of an airbag and airbag system capable of protecting the wide range of vehicle occupants of different sizes in a severe crash. Brief Description of the Drawings FIG. 1 shows a prior art airbag. FIG. 2 shows an airbag of the present invention inflating within a vehicle passenger compartment. FIG. 3 shows the various panels of an airbag of the present invention. FIGS. 4a and 4b show modifications to the side panels made during assembly. FIG. 5 shows modified side panels in relationship to a main panel and separator panel . FIG. 6 is a side view showing the separator panel attached to the main panel . FIG. 7 is a front view showing a portion of a sewn airbag in an inside-out configuration. FIG. 8 shows the attachment of the separator panel to pleats formed on each of the side panels. FIG. 9 shows a mode of attachment of an inflator to the neck of the airbag. FIGS. 10a and 10b show an alternate embodiment of the invention. FIG. 11 shows inflator pressure-time curves. FIG. 12 shows a test configuration for an out-of- position child. FIGS. 13 and 14 present data achieved during testing of the present invention. FIGS. 15a and 15a show alternate arrangements of a separator panel . Detailed Description of the Invention FIG. 1 shows a prior art passenger side airbag 20. The airbag includes first and second side panels 20a, 20b and a center or main panel 22. The side panels are sewn or otherwise attached to the main panel. The panels are typically made of a woven nylon material that may be uncoated, or optionally coated or partially coated using a suitable material such as silicone or urethane . A complete airbag includes a neck portion 24 that is attached to an airbag inflator 26 (or to an associated housing) and defines a single inflated volume or chamber. The size of any particular passenger side airbag varies with its application. A typical size of a passenger side airbag used in North America is in the vicinity of about 120 cubic liters and might be as small as 90 cubic liters and as large as 160 cubic liters or more. While not shown in FIG. 1, the airbag 20 may be designed to protect only the outboard seated front passenger or, alternatively, both a center seated vehicle occupant and the outboard seated vehicle occupant. For ease of illustration, the side panels are shown in a vertical orientation. When the airbag is inflated the side panels are pushed outwardly to give the airbag a more spherical shape . To show the benefits of the present invention, the airbag 50 shown in FIG. 2 was designed to have generally the same exterior size and shape as that of airbag 20. However, airbag 50 also includes a separator panel 60 that divides the internal volume of the airbag 50 into a large or primary 52 chamber and smaller or secondary 54 chamber. In the present invention, the ratio of the volume of the primary chamber to the secondary chamber may vary from about 60/40 or 70/30 to 95/25 or 85/15. In the airbag for which test results are later presented, the volume of the primary chamber was approximately 95 liters and the volume of the secondary chamber was approximately 25 liters to maintain the total volume at about 120 liters, so that the ratio of the volume of the primary chamber to the secondary chamber is about 4:1. The separator panel 60 is oriented at a bias angle relative to the side panels of airbag 50, as well as to the vehicle occupant, such that the secondary chamber 54 is positioned generally in the top, forward portion or quadrant of the airbag to provide protection for the upper chest and head of the vehicle occupant 30. The angle of the separator panel is preferably about 18° from the vertical and might vary to about 30°. As used herein, a forward portion of the airbag is that portion of the airbag designed to interact with and protect the chest and head of the vehicle occupant . One use of the airbag 50 is as part of a part of a mid-mount airbag system. In a mid-mount configuration, the airbag, in its pre-activated, folded configuration, is situated generally adjacent a vertical face 70 of an instrument panel 72. Upon deployment, the airbag is initially propelled horizontally from its stored configuration. The present invention is also usable in a three-quarter- mount configuration, shown by dotted line 75, which has the airbag (and any associated housing) mounted slightly higher and on an angle in the instrument panel. Upon deployment, the airbag (in the three- quarter configuration) initially expands upward toward the windshield 84. These mid-mount or three-quarter- mount configurations are in contrast to a top-mounted airbag. A top-mounted airbag is designed to deploy through an opening or deployment door located generally on the top 74 of the instrument panel 72. It is anticipated, however, that the present airbag will also improve performance in the top-mount configurations. During inflation the airbag 50 is deployed forwardly such that the lower forward portion 80 of the airbag interacts with a seated adult vehicle occupant's abdomen or lower chest and the upper rear portion 82 impacts and reacts against the windscreen 84 of the vehicle and the lower rear portion of the airbag 55 impacts the instrument panel and in some cases against the open deployment door 57. (FIG. 2 also shows the door 57 in a post-deployment configuration.) As described in greater detail below, the airbag 50 includes an outboard side panel 90, an inboard side panel 92 and a main panel 94 (also shown in FIGS. 3 and 5) . The main panel is sewn about the periphery of each side panel 90, 92 to complete the exterior structure or form of the airbag 50. The separator panel 60 is sewn to the main panel 94 and side panels. FIG. 3 shows the four major parts of the airbag 50, that is, the two side panels 90, 92, the main panel 94 and the separator panel 60. Each of the side panels in this embodiment of the invention and prior to assembly includes a rectangular extension 98 which is not included in the similarly shaped side panel 20a (or 20b) of airbag 20 (see FIG. 1) . In the preferred embodiment of the invention, these rectangular extensions are about 30 mm wide but can be larger or smaller to accommodate the manufacturer of the bag. These extensions facilitate the assembly procedure. A fold line 100 is shown, of each side, bisecting the respective extension 98. The inner and outer borders of each extension 98 are designated by numerals 102 and 102a respectively. These borders define the location of a sew line 112 which, as part of the extension, is used to modify the shape of the side panels from that shown in FIG. 3. As can be seen in FIGS. 4A and 4B, the purpose of the extension 98 is to define, on an inside surface of each side panel 90, 92, a pleat or fold generally shown as 110 (shown in FIG. 4B) . The pleat 110 is formed by folding the extension 98 about fold line 100 thereby bringing border line (pleat line) 102 and the equally spaced border (pleat) line 102a together as shown in FIG. 4B. Thereafter, the panel 90 is sewn across the pleat lines 102, 102a. The resulting seam 112 is shown in phantom line (see FIG. 4A) . One stitch of the seam 112 is also shown in FIG. 4B. This construction method eliminates each extension 98 in each side panel 90 or 92, and the resulting side panels now have a smooth, continuous exterior similar in shape to the shape of the side panels 20a, 20b of FIG. 1. A pleat 110 in each of the panels 90, 92 provides a simple and effective means for attaching portions of the separator panel 60. Reference is again briefly made to FIG. 2 and in particular letters A and B which generally show the location of the separator panel 60 in relation to the main panel 94. The linear distance from A to B along the main panel 94 is longer than the linear distance along the separator panel 60. Letters A and B are also replicated in FIG. 5 to show the line of attachment of the separator panel 60 to the main panel 94. In the present embodiment, the separator panel 60 is generally square having sides 62a, 62b, 62c and 62d. The corners of the separator panel 60 are removed to provide the truncated shape as shown. The separator panel 60 is attached to the main panel 94 by sewing side 62a (at sew line 63a) to the main panel across line A. Similarly, the opposing side 62b (at sew line 63b) is secured to the main panel across line B. This relationship is also shown in FIG. 6. With the separator panel 60 secured to the main panel, the main panel 94 is then secured to the edge of one of the side panels such as 90 along the respective edges. The main panel is then secured about the edge of the other side panel such as 92. In the embodiment shown in FIGS. 3 and 5, the length of the main panel is slightly longer than the perimeter length or distance around each side panel from, for example, point C to point D. This is to provide one mode of attachment of the airbag 50 to a cooperating airbag inflator 26 (as further shown in FIG. 9) . For example, during sewing of the main panel 94 to side panel 92, point C on side panel 92 is aligned with point Cl on main panel 94 and the edges 120 and 122 of the panels are aligned as well. The panels are sewn together along these respective edges or sides 120 and 122. Thereafter, points C (of panel 90) and C2 (of panel 94) are aligned as are side 124 of the main panel and side 126 of the other side panel 90. The main panel is secured to side panel 90 along these aligned sides or edges 124, 126. Upon the sewing of the main panel to the side panels, points Cl and C2 of the main panel are, as mentioned above, aligned to points C of each of the side panels and, on completion of the sewing process, points Dl and D2 are respectfully aligned to points D of each of the side panels. The ends 130, 132 of the main panel extend beyond points C-D of the side panels and define flaps that are used to be placed about the inflator. Each of these flaps includes a plurality (typically two or three) of mounting holes 136. As can also be seen from FIGS. 3 and 5, the main panel 94 includes trapezoidal portions 130a and 132a respectively, which form a portion of a narrowed neck 24 of the airbag 50. Returning briefly to FIG. 5, the neck portions 24 of each of the panels 90, 92 include a tab or flap 140, each having a mounting opening 142 therein. Returning to the airbag 50 of FIGS. 2 and 5, with the side panels now secured to the main panel, the airbag construction is almost complete. FIG. 7 shows a partial front isometric view of the main panel 94 and separator panel 60, as well as portions of each side panel 90, 92. This figure is an inside-out view as would be seen by the sewing machine operator as the bag is being assembled. The portions of the side panels that are visible extend from the sewn sides 120, 124 of the main panel. As noted earlier, the separator panel additionally includes sides 62c, 62d that heretofore have not been connected to any other portion of the airbag. In this view, the top forward portions 150 of each side panel have been tucked between the main panel 94 and separator panel 60 and the respective pleats 110 positioned adjacent the sides 62c, 62d of the separator panel. Thereafter, side 62c of the separator panel 60 is sewn to pleat 110 of panel 90 along sew line 63c. Similarly, side 62d is secured to pleat 110 of panel 92, the seam being shown by numeral 63d. FIG. 7 is a view looking at the inside of the airbag, the corners (of the separator panel 60) generally shown by phantom lines 162 are not secured to either the main panel 94 or the side panels 92 and as such provide a controlled orifice, opening or passage 163 to permit gas to flow from the main or larger cushion chamber 52 to the second or smaller chamber 54 (defined between the separator panel 60 and main panel 94) . The separator panel can be rectangular with actual corners secured to the adjacent portion of the airbag. In this embodiment the panel 60 can include openings such as 162' through which inflation gas migrates from the primary chamber to the secondary chamber. The dotted lines 63a, 63b show the sewn seams, respectively connecting sides 62a and 62b (mentioned above) to the main panel 94. Subsequently, the airbag is pulled through the assembled neck 24 so that the various above-mentioned seams now reside on the interior of the airbag. The resulting configuration is shown in FIG. 9. Other configurations of side panels and main panels can be utilized without changing the essence of the invention. For example, the sides of the neck of the airbag may be formed from material in the main panel as shown in FIGS. 10A and 10B. In this embodiment, the side panels 90a, 92a are generally oval in shape. The lower portion 200 of the main panel 94a is similar in shape to main panel 94 (of FIG. 5), however, the upper portion 202 has outwardly extending flaps 204a, 204b which, when sewn to the respective side panels, form a portion of the neck 24 of the airbag 50a as shown in FIG. 10B. The flap 130' formed in the top portion of the main panel 94a also functions to overlap a portion of the inflator. The flap 130' also provides a side opening 206 in the side of the neck of the airbag 50a that envelops the wall 208 of the inflator, proximate the end of the inflator. The opening 206 also permits easy access to the wire 176 of the inflator. The width of the generally rectangular middle portion of the center panel 94 or 94a can be increased to easily change the volume of the bag or can be of other shapes to change the volume of the airbag. Also the separator panel 60 may be sewn into the airbag along a curved, or compound seam as shown in FIGS. 15 and 15a rather than the straight seam (when the airbag is viewed from the side) as shown in FIGS. 2 and 5. The main and side panels, in any embodiment of the invention, may be formed from a single panel of fabric or a number of co-joined pieces. Additionally, the side panels and main panel of bags 50, 50' may be made from a single piece of fabric assembled to form analogous side panel and main panel regions . The neck region of the airbag may be a single thickness of material or reinforced (not shown) to provide heat shielding from the heated inflation gas. FIG. 10A shows various letters E-G and E'-G' on the main and side panels. The points of the material corresponding to these letters are aligned and the bag is sewn together to achieve the general shape shown in FIG. 10B. FIG. 8 is a partial cross-sectional view showing the connection of one side of the separator panel 60 to the pleat 110 formed in panel 92. The connection of the other side of the separator panel 60 to the other pleat 110 formed in panel 90 is the same. FIG. 9 is an isometric view of the neck portion of the airbag 50 as well as flaps 130 and 132 on the main panel and flaps 142 on each of the side panels 90, 92. Additionally, there is shown a cylindrically shaped airbag inflator, of known construction, which contains a quantity of propellant. The body 170 of the inflator includes a plurality of exit ports through which the inflation gas enters the neck of the airbag. As shown, the inflator includes three studs 172a-c. The studs 172 have no particular importance in the present invention because the neck 24 of the airbag can be attached to the inflator or to an associated reaction can or housing in many different ways. As shown, the airbag 50 is designed to fit about the inflator 26. The inflator 26 is positioned within the opening 174 of the airbag. Subsequently, tabs 142 of the side panels are bent over and secured about studs 172a, 172c respectively. Thereafter, flap 130 and in particular its mounting holes 136 are fitted about the three studs 172a- 172c. Subsequently, the lower flap 132 is bent upwardly and also fitted about the studs . The flaps 130, 132 may be secured to the inflator by a plurality of nuts which are not shown, or alternatively, the inflator, with the airbag secured thereto, is inserted through openings within the housing and the studs secure the inflator and airbag to the housing. Typically, the inflator 26 will include one or more electric wires such as 176 for communicating a firing signal to the inflator. One of the side panels 90, 92 may include a small opening 178 through which the wires may extend. Various other known methods of attaching an inflator to an airbag or housing can be used within the present invention. Reference is again made to FIG. 15. The separator panel 60' is sewn to the side panels along an arcuate sew seam 112' . As mentioned earlier, the preferred ratio of the volume of the primary chamber to the secondary chamber is in the range of about 1.5:1 to about 5.6:1. In some situations it might be desirable to reduce this ratio closer toward 1:1. The airbag 50 (or 50') is sized so that as the primary chamber 52 inflates, one portion of the exterior of the primary chamber will react against the windshield while another portion of the airbag will react with the lower torso of the seated adult vehicle occupant . As the location of the separator panel 60, secured along a straight seam, is moved within the airbag to vary the ratio of the sizes (volume) of the two chambers 52 and 54, it might not be possible to simultaneously achieve the desired sized while also achieving the desired interactions of the primary chamber with the vehicle occupant and windshield. The separator panel 60' of FIG. 15 provides greater latitude in being able to choose and locate the relative size and shape of the two chambers while still permitting a lower forward portion of the airbag to be available to react with the lower torso of the adult vehicle occupant and still provide an upper rear portion of the primary chamber to be available to react against the windshield. The arrangement of FIG. 15a shows a variation of FIG. 15 in that a separator panel 60" can be sewn to the side panels along a compound linear seam which provides the above benefits along with ease of sewing, that is, along two straight seam segments. In operation, at least one crash sensor (not shown) located on the vehicle senses a crash and provides a signal to a crash control module that generates a control signal to the inflator. The inflator generates inflation gas at the rate described below. The inflation gas initially inflates the lower or primary chamber 52 at a lower defined inflation rate deploying it to interact with a vehicle occupant and a portion of the vehicle such as the windscreen or instrument panel thereby providing protective support to the lower torso of the vehicle occupant. As the primary chamber 52 continues to inflate and the crash proceeds, a portion of the inflation gas is sent to the secondary chamber 52 through the separator panel 60 (through openings 163, see FIG. 7) to begin to inflate the secondary chamber, in a delayed manner relative to the inflation of the primary chamber. As the secondary chamber inflates it provides a protective cushion for the adult vehicle occupant's upper chest and head. Additionally, by limiting the rate of inflation to a relatively slow rate, the impact forces of the bag with an out-of-position vehicle occupant, such as the small child, are reduced. The output or performance of an airbag inflator such as inflator 26 is typically characterized by deploying the inflator within a closed test tank and measuring the pressure rise in the tank. These test tanks generally have a volume of either 60 or 100 liters for frontal airbag systems and are well known and well used in the industry. The peak pressure (or alternatively the pressure achieved within a predetermined time period, or the rate of pressure generation) reached in the tank test is a measure of the inflator' s performance. It is generally known that the speed of deployment of an airbag can affect the level of force applied to out-of-position vehicle occupants, that is, the higher the deployment speed, the greater the force applied to the vehicle occupant in close proximity to the location of the non-deployed airbag. Furthermore, the speed of airbag deployment is closely linked to the fill rate of the inflator and the pressure that can be sustained by the inflation gas generated by the inflator. However, one cannot simply slow down the rate of pressure generation of inflator flow to lessen injuries to out-of-position vehicle occupants and still protect large size vehicle occupants in severe crashes. However, such changes in cooperation with the present airbag provide surprising results. In FIG. 11 graph 210 shows a pressure-time curve for a typical single level airbag inflator tested within a tank of about 100 liters. This curve is representative of many prior art inflators. Graph 212 shows a pressure-time curve for a preferred inflator that provides a slower pressure increase. The preferred inflator 26 (see graph 212, FIG. 11) for use in the chambered airbag 50 system provides inflation gas to the airbag at a lower rate compared to the rate of pressure increase or generation of the inflator characterized by graph 210, FIG. 11. For example, the above inflator when tested at room temperature conditions in a closed 100-liter tank achieved a pressure of about 58 kpa at 30 msec into the test and about 125 kpa at 40 msec. As shown below, an inflator with the above performance in combination with a multi -chambered airbag having a primary chamber of about 95 liters and a second chamber of about 25 liters provided excellent system performance. The preferred performance characteristics of the inflator will depend on the size of the airbag and on the size of each chamber. However, it is believed that an inflator that generates a pressure increase measured at 30 msec of between 50 kpa and 100 kpa will provide good crash performance. Having defined a preferred pressure curve, this curve may be generated using a variety of inflators all within the scope of one skilled in the art. For example, the pressure curve can be achieved by controlling the amount and type of propellant used, the physical characteristics of the propellant (powder or pellets) as well as the number and location of exit ports communicated to the airbag used as well as vent ports used to communicate a portion of the inflation gas to the atmosphere rather than to the airbag. Further, the pressure curve can easily be achieved using gas inflators with pressure regulating valves or inflators with electrically controllably servo-valves. As a rule of thumb in the safety restraint industry, it is often said that an airbag fills in about 30 msec. This rule of thumb is an estimation of the time needed to fill an airbag during a severe crash before a vehicle occupant moves into the inflating airbag. In the present invention, the inflation rate is purposely slowed such that the inflator has produced no more than about 50% of its inflation gas capability by 30 msec. Alternatively, the slowed inflator can be characterized in such a way that it has produced 90-95% of its total output (measured at 100 msec) by 80 msec after it is activated. The 90-95% amount is generally used in airbag design to describe an essentially full bag (rather than using a 100% amount because the time at which a typical inflator produces 90-95% of its output tends to be more consistent) . As mentioned above, an inflator 26 with the characteristics of graph 212, FIG. 11 was used to inflate a segmented airbag having a primary chamber of 95 liters and a secondary chamber of 25 liters. The bag was essentially identical to that shown in FIG. 5. The bag differed modestly from that of FIG. 5 as the bag also included some added pieces of material positioned about the neck of the bag near the location of the inflator, such added pieces functioning as a heat shield. To show the surprising benefit of the present invention, various tests were conducted to enable a comparison of the performance of a conventional airbag and inflator (which generated a pressure curve of graph 210, FIG. 11) with the combination of airbag and inflator of the present invention. Selected, comparison test data for two tests are presented below to show the unique capabilities of the invention. The first test condition represents an unbelted average sized male who is normally seated in a vehicle which is involved in a collision with a rigid barrier at about 45 kph. An average sized male dummy (or 50th percentile Anthropomorphic Test Device) is seated in the vehicle with the seat in a mid track position. The vehicle is then crashed into a rigid barrier at about 45 kph or, alternatively, the test, corresponding to the data below, is simulated as a sled test where the vehicle's cabin structure is mounted on a sliding track which is then subjected to the same acceleration pattern as the vehicle would be subjected to in an actual crash test. During the test, various sensor readings from a test dummy are recorded from which various injury criteria are derived. This type of test procedure is well known in the art . This test assesses the airbag' s ability to perform in its intended environment, that is, its capability to provide restraint. The second test condition simulates a crash condition in which an average 6-year-old child 30' is in direct contact with the airbag door 57 at the time of deployment. This test can be viewed as approximating the situation where the vehicle was first decelerated such as by being braked suddenly prior to the collision. This second test is one of two so-called out-of-position tests involving the 6-year-old child/dummy as found in the above mentioned proposed Rules. The placement of the surrogate test device (that is the child dummy) is shown in FIG. 12. The dummy's legs are removed as per direction from the proposed Rules, and the chest of the dummy is placed in direct contact with the airbag door such that the front surface of the dummy's chest, at the chest's center of gravity, is in contact with the airbag door. In cases where the contour of the vehicle instrument panel precludes such contact, then the dummy is placed as close as the contour will allow, however, data on this variation is not presented here. In this second test, the vehicle (or test buck or sled) is not accelerated as was the case with the first test conditions, but the airbag is simply deployed, and various sensor readings are recorded from which various injury criteria are derived. FIGS. 13 and 14 show various injury criteria for the first and second tests respectively. In FIGs. 13 and 14 comparative data for the HIC and Chest Acceleration injury criteria is presented for tests using an inflator having a performance defined by the inflation curve 210 and a single-chamber passenger airbag (this data is shown in the left hand bar of these FIGS.) and the above multi -chambered airbag 50 with an inflator that can be characterized by graph 212 above (this data is shown in the right-hand bar in these FIGS.) . The airbags, in all tests, were similarly shaped generally conforming to the bags shown in FIGS. 1 and 5 and the total volume of the airbag was about 120 liters. The data presented in FIGS. 13 and 14 is as a percent of ICPL. The term ICPL is used by the US Government National Highway Transportation Safety Administration as an acronym for "Injury Criteria Performance Limit" and refers to a proposed limit value for various designated injury criteria. The present invention provides a remarkable improvement in performance in relation to the out-of- position 6 -year-old while proving acceptable performance for the 50th percentile adult. Table 1 lists the ICPL values for certain injury criteria including those shown in FIGS . 13 and 14. Table 2 shows additional comparative test data for the 6-year-old test. Table 1 Table 2

Claims: Claims : 1. An airbag system comprising: a multi - chambered airbag (50) initially stored in a compact configuration in facing orientation to a vehicle occupant to be protected, when inflated a first or main chamber of the airbag extends forward, toward the vehicle occupant from its initially stored location and a second chamber is positioned generally atop and on a bias to the main chamber and to interact with the upper chest and head of the vehicle occupant to be protected. 2. The airbag system defined in Claim 1 wherein the ratio of the volume of the primary chamber to the secondary chamber is in the range of 1.5:1 to about 5.6:1. 3. The airbag system defined in Claim 1 wherein the ratio of the volume of the primary chamber to the secondary chamber is about 4:1. 4. The airbag system defined in any of the preceding claims comprising a main panel, a pair of side panels and a separator panel, the separator panel secured at predetermined locations of the main panel and at predetermined locations of each side panel . 5. The airbag system defined in Claim 4 wherein each side panel includes an inwardly extending pleat, each pleat arranged on a bias in relation to the vehicle occupant to be protected. 6. The airbag system defined in Claim 5 wherein a flow orifice is provided between the separator panel and the points of attachment of the separator panel to the main panel and to each of the side panels. 7. The airbag system defined in any of the preceding claims further comprising an airbag inflator that can fill a 100-liter test tank to a pressure of no more than 100 kpa within 30 msec. 8. The airbag system defined in any of claims 1 to 6 further comprising an airbag inflator that, when tested in a test 100-liter tank, achieves about 95% of its maximum pressure output at about 80 or more msec after firing. 9. The airbag system defined in any of claims 1 to 6 further comprising an airbag inflator that, when tested in a 100-liter test tank, achieves not more than about 60% of its maximum output at 30 msec. 10. The airbag system defined in any of claims 1 to 6 further comprising an airbag inflator that, when tested in a 100-liter test tank, achieves not more than about 60% of its maximum output at 30 msec.

Inventors: ATHON JAMES R, MUSIOL JOHN A, POPOVSKI TONY B, WEBER PAUL R, ATHON, JAMES, R., MUSIOL, JOHN, A., POPOVSKI, TONY, B., WEBER, PAUL, R.
Applicants: BREED AUTOMOTIVE TECH, BREED AUTOMOTIVE TECHNOLOGY, INC.
Application year: 2000
Main classification: B60R21
IPC codes: B01J7, B60R21