One-way multiple chamber and cushioned pad type airbag

Abstract

A one-way multiple cushion and chamber type vehicle airbag assembly includes an airbag body having a primary airbag chamber and a secondary airbag chamber. At least one one-way vent valve provides a gaseous interconnection passage between the primary airbag chamber and the secondary airbag chamber.

Description

Technical Field

[0001] introduction This disclosure relates to vehicle airbags. Background Technology

[0002] Current vehicle designs incorporate airbags in multiple locations to provide additional protection for vehicle occupants during a collision. An airbag is a vehicle occupant restraint system that uses a bladder designed to inflate and deflate rapidly. An airbag typically consists of an airbag cushion, a flexible fabric bladder, an inflation module, and impact sensors. Airbags provide an energy-absorbing surface between vehicle occupants and objects including the steering wheel, dashboard, pillars, roof, and windshield. Modern vehicles can contain up to 10 airbag modules in different configurations, including: driver airbag, passenger airbag, side curtain airbag, seat-mounted airbag, door-mounted airbag, B-pillar and C-pillar side impact airbag, knee cushion airbag, inflatable seatbelt airbag, and pedestrian airbag. During a collision, vehicle sensors provide information to the airbag electronic control unit (ECU). The firing circuit, controlled by the ECU, deploys one or more airbag modules within the vehicle. Airbags act as a supplementary restraint system to the vehicle's seatbelt system, and airbag deployment is typically triggered by a pyrotechnic process.

[0003] While current vehicle airbag assemblies have achieved their intended purpose, a new and improved vehicle airbag assembly is needed. Summary of the Invention

[0004] According to several aspects, a one-way multi-buffered and chamber-type vehicle airbag assembly includes an airbag body having a primary airbag chamber and a secondary airbag chamber. At least one one-way exhaust valve provides a gas interconnection passage between the primary and secondary airbag chambers.

[0005] In another aspect of this disclosure, a connecting wall is positioned between and separates the primary and secondary airbag chambers. When the airbag is inflated during an airbag deployment event, the connecting wall defines a substantially impermeable barrier to gas transfer between the secondary and primary airbag chambers.

[0006] In another aspect of this disclosure, the at least one one-way exhaust valve extends through the connecting wall.

[0007] In another aspect of this disclosure, when fully inflated with gas during an airbag deployment event, the secondary airbag chamber is defined as a supplementary buffer volume confined between the connecting wall and the occupant-facing outer wall.

[0008] In another aspect of this disclosure, the at least one one-way exhaust valve penetrates the connecting wall, thereby allowing a first portion of the gas filling the airbag body during deployment to be directed from the primary airbag chamber to the secondary airbag chamber.

[0009] In another aspect of this disclosure, the at least one one-way exhaust valve penetrates the connecting wall, thereby allowing a first portion of the gas filling the airbag body during deployment to be directed from the secondary airbag chamber to the primary airbag chamber.

[0010] In another aspect of this disclosure, the at least one-way valve includes a first one-way vent valve and a second one-way vent valve, each having a stitched boundary that provides stiffness to retain the open port to allow gas to flow through the first and second one-way vent valves during airbag body deflation.

[0011] In another aspect of this disclosure, the primary airbag chamber includes a first chamber portion and a second chamber portion in open, fluid communication.

[0012] In another aspect of this disclosure, the tether is positioned between the first chamber portion and the second chamber portion, and the first chamber portion and the second chamber portion together define the primary airbag chamber.

[0013] In another aspect of this disclosure, the vent is positioned in the primary airbag chamber to allow the primary airbag chamber to release air into the atmosphere after an airbag deployment event.

[0014] According to several aspects, a one-way multi-cushion and chamber-type vehicle airbag assembly includes an airbag body having a primary airbag chamber and a secondary airbag chamber. The airbag body is connected to a source of gas for inflating the airbag body during an airbag deployment event. A connecting wall is positioned between the primary and secondary airbag chambers. A first one-way vent valve and a second one-way vent valve penetrate the connecting wall and individually provide gas interconnection channels between the primary and secondary airbag chambers, thereby allowing the main flow of gas to enter from one of the primary and secondary airbag chambers into the other during an airbag deployment event.

[0015] In another aspect of this disclosure, the connecting wall defines a substantially impermeable barrier for gas transfer between the secondary airbag chamber and the primary airbag chamber.

[0016] In another aspect of this disclosure, the first one-way vent valve and the second one-way vent valve do not exclude but restrict the backflow of gas into the primary airbag chamber, thereby allowing the secondary airbag chamber to deflate at a slower rate than the primary airbag chamber after an airbag deployment event.

[0017] In another aspect of this disclosure, the connecting wall defines the outside of the primary airbag chamber.

[0018] In another aspect of this disclosure, the connecting wall defines the outside of the secondary airbag chamber.

[0019] In another aspect of this disclosure, the first one-way vent valve and the second one-way vent valve each individually include: a first edge wall having a first wall thickness; a second edge wall positioned relative to the first edge wall, the second edge wall having a second wall thickness greater than the first wall thickness to allow the first edge wall to collapse more easily than the second edge wall; and a first height of the first edge wall being shorter than a second height of the edge of the second edge wall to control the collapse direction of the first one-way vent valve and the second one-way vent valve.

[0020] In another aspect of this disclosure, the first one-way vent valve and the second one-way vent valve each include: opposing wall edges having equal thickness; and an opening port having a stitched boundary that provides rigidity to keep the opening port open during the collapse of the first and second one-way vent valves when the airbag body deflates.

[0021] According to several aspects, a method for inflating multiple cushions and chambers of a vehicle airbag assembly includes: positioning a connecting wall between a primary airbag chamber and a secondary airbag chamber of the airbag body; directing one of the primary airbag chamber and the secondary airbag chamber toward the vehicle occupant while the airbag body is inflated with gas during an airbag deployment event; and extending a first one-way vent valve and a second one-way vent valve through the connecting wall to individually provide a gas interconnection channel between the primary airbag chamber and the secondary airbag chamber, thereby allowing the main flow of gas to enter from one of the primary airbag chambers and the secondary airbag chamber into the other during an airbag deployment event.

[0022] In another aspect of this disclosure, the method further includes: configuring the airbag body such that the secondary airbag chamber is directed toward the occupant of the vehicle during the inflation of the airbag body to use the secondary airbag chamber as a buffer for the occupant's head; and selectively arranging the main flow of gas to enter the secondary airbag chamber from the primary airbag chamber to allow the secondary chamber to deflate more slowly than the primary airbag chamber, thereby keeping at least a portion of the buffer between the occupant's head and the structure of the vehicle.

[0023] In another aspect of this disclosure, the method further includes: configuring the airbag body such that the primary airbag chamber is directed toward the vehicle occupant during airbag body inflation, allowing the occupant's head to first contact the primary airbag chamber; and selectively arranging the main flow of gas to enter the primary airbag chamber from the secondary airbag chamber, such that the secondary airbag chamber deflates more slowly than the primary airbag chamber to maintain at least a portion of the secondary airbag chamber remaining between the occupant's head and the vehicle structure.

[0024] The present invention also discloses the following technical solutions: 1. A unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly, comprising: The airbag body has a primary airbag chamber and a secondary airbag chamber; and At least one one-way exhaust valve provides a gas interconnection passage between the primary airbag chamber and the secondary airbag chamber.

[0025] 2. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 1, comprising a connecting wall positioned between and separating the primary airbag chamber and the secondary airbag chamber, wherein when the airbag is inflated during an airbag deployment event, the connecting wall defines a substantially impermeable barrier to gas transfer between the secondary airbag chamber and the primary airbag chamber.

[0026] 3. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 2, wherein the at least one one-way exhaust valve extends through the connecting wall.

[0027] 4. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 2, wherein when fully inflated with gas during the airbag deployment event, the secondary airbag chamber is defined by a supplementary buffer volume confined between the connecting wall and the occupant-facing outer wall.

[0028] 5. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 2, wherein the at least one-way exhaust valve penetrates the connecting wall, thereby allowing a first portion of the gas filling the airbag body during the airbag deployment event to be guided from the primary airbag chamber to the secondary airbag chamber.

[0029] 6. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 2, wherein the at least one-way exhaust valve penetrates the connecting wall, thereby allowing a first portion of the gas filling the airbag body during the airbag deployment event to be guided from the secondary airbag chamber to the primary airbag chamber.

[0030] 7. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 1, wherein at least one one-way valve includes a first one-way exhaust valve and a second one-way exhaust valve, each having a stitched boundary, the stitched boundary providing stiffness to retain the opening port to allow gas to flow through the first one-way exhaust valve and the second one-way exhaust valve during airbag body deflation.

[0031] 8. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 1, wherein the primary airbag chamber includes a first chamber portion and a second chamber portion that are in open fluid communication.

[0032] 9. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 8, comprising a tether positioned between a first chamber portion and a second chamber portion, wherein the first chamber portion and the second chamber portion together define the primary airbag chamber.

[0033] 10. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 1, further comprising an exhaust port located in the primary airbag chamber to allow the primary airbag chamber to release air into the atmosphere after the airbag deployment event.

[0034] 11. A unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly, comprising: An airbag body having a primary airbag chamber and a secondary airbag chamber, the airbag body being connected to a source of gas for inflating the airbag body during an airbag deployment event; A connecting wall, positioned between the primary airbag chamber and the secondary airbag chamber; and A first one-way vent valve and a second one-way vent valve penetrate the connecting wall and separately provide a gas interconnection channel between the primary airbag chamber and the secondary airbag chamber, thereby allowing the main flow of gas to enter from one of the primary airbag chambers and the secondary airbag chamber into the other during the airbag deployment event.

[0035] 12. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 11, wherein the connecting wall defines a substantially impermeable barrier for gas transfer between the secondary airbag chamber and the primary airbag chamber.

[0036] 13. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 11, wherein the first one-way exhaust valve and the second one-way exhaust valve do not exclude but restrict the reverse flow of the gas back into the primary airbag chamber, thereby allowing the secondary airbag chamber to deflate at a slower rate than the primary airbag chamber after the airbag deployment event.

[0037] 14. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 11, wherein the connecting wall defines the outside of the primary airbag chamber.

[0038] 15. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 11, wherein the connecting wall defines the outside of the secondary airbag chamber.

[0039] 16. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 11, wherein the first one-way exhaust valve and the second one-way exhaust valve each comprise: A first edge wall having a first wall thickness; A second edge wall, positioned relative to the first edge wall, has a second wall thickness greater than the first wall thickness to allow the first edge wall to collapse more easily than the second edge wall; and The first height of the first edge wall is shorter than the second height of the second edge wall to control the collapse direction of the first one-way exhaust valve and the second one-way exhaust valve.

[0040] 17. The one-way multi-buffered cushion and chamber-type vehicle airbag assembly according to technical solution 11, wherein the first one-way exhaust valve and the second one-way exhaust valve each comprise: Opposite wall edges with equal thickness; and An opening port has a sutured boundary that provides stiffness to keep the opening port open during the collapse of the first and second one-way vent valves when the airbag body deflates.

[0041] 18. A method for inflating multiple cushioning pads and chambers of a vehicle airbag assembly, the method comprising: The connecting wall is positioned between the primary airbag chamber and the secondary airbag chamber of the airbag body; The first and second one-way vent valves extend through the connecting wall to individually provide a gas interconnection channel between the primary airbag chamber and the secondary airbag chamber; The airbag body is configured to receive gas into the airbag body comprising the primary airbag chamber and the secondary airbag chamber, wherein the main flow of gas during an airbag deployment event is directed from one of the primary airbag chamber and the secondary airbag chamber through the first one-way vent valve and the second one-way vent valve into the other of the primary airbag chamber and the secondary airbag chamber.

[0042] 19. The method for inflating the multiple cushioning pads and chambers of the vehicle airbag assembly according to technical solution 18, further comprising: The airbag body is configured such that the secondary airbag chamber is directed toward the vehicle occupant during inflation of the airbag body, so that the secondary airbag chamber serves as a cushion for the head of the vehicle occupant; and The main flow of the gas is selectively arranged to enter the secondary airbag chamber from the primary airbag chamber, allowing the secondary airbag chamber to deflate more slowly than the primary airbag chamber, so as to keep at least a portion of the cushioning pad between the occupant's head and the structure of the vehicle.

[0043] 20. The method for inflating the multiple cushioning pads and chambers of the vehicle airbag assembly according to technical solution 18, further comprising: The airbag body is configured such that the primary airbag chamber is directed toward the vehicle occupant during inflation of the airbag body, allowing the occupant's head to make initial contact with the primary airbag chamber; and The main flow of the gas is selectively arranged to enter the primary airbag chamber from the secondary airbag chamber, such that the secondary airbag chamber deflates more slowly than the primary airbag chamber, so that at least a portion of the secondary airbag chamber remains between the occupant's head and the structure of the vehicle.

[0044] Further areas of applicability will become apparent from the description provided herein. It should be understood that the descriptions and specific examples are intended for illustrative purposes only and not to limit the scope of this disclosure. Attached Figure Description

[0045] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way.

[0046] Figure 1 This is a side-view elevation view of a known airbag assembly; Figure 2 During an airbag deployment event Figure 1 airbag components in Figure 1 A partial cross-sectional side view obtained at section 2; Figure 3A This is a side elevation view of an airbag assembly according to an exemplary aspect; Figure 3B Is Figure 3A The side view of the cross section obtained at section 3B; Figure 4 From Figure 3B Modify the obtained cross-sectional side elevation view to further include the occupant during an airbag deployment event; Figure 5 Is using Figure 3A The occupant head acceleration of the airbag assembly compared to using Figure 1 A graph showing the occupant head acceleration of known airbag components; Figure 6 yes Figure 3B A cross-sectional elevation view of the first one-way exhaust valve during airbag inflation; Figure 7 yes Figure 3B A cross-sectional elevation view of the first one-way exhaust valve during airbag decommissioning; Figure 8 This is a cross-sectional elevation view of another aspect of the one-way exhaust valve during airbag inflation; Figure 9 yes Figure 8 A cross-sectional elevation view of the one-way exhaust valve during airbag decommissioning; Figure 10 From Figure 3BThe resulting cross-sectional side elevation view was modified to further enclose the 5th percentile occupant 50 msec into the airbag deployment event; Figure 11 From Figure 10 The resulting cross-sectional side elevation view was modified to cover the 5th percentile occupant at 80 msec of the airbag deployment event. Figure 12 From Figure 3B The resulting cross-sectional side elevation view was modified to further enclose the 50th percentile occupant 50 msec into the airbag deployment event; Figure 13 From Figure 12 The resulting cross-sectional side elevation view was modified to include the 50th percentile occupant within 80 milliseconds of the airbag deployment event; and Figure 14 From Figure 3B The resulting cross-sectional side elevation view was modified to include another aspect of the airbag assembly. Detailed Implementation

[0047] The following description is exemplary in nature and is not intended to limit this disclosure, application, or use.

[0048] refer to Figure 1 A known airbag assembly 10 includes an airbag body 12 having a first portion 14 and a second portion 16, which together define a single airbag chamber 17 having a tether 18 centrally disposed through the airbag chamber 17. The first portion 14 and the second portion 16 are in open fluid communication such that the tether 18 does not act as a fluid boundary between the first portion 14 and the second portion 16, but rather serves to internally reinforce the airbag body 12 when it is fully inflated as shown. A gas filling inlet 20 opens into the airbag body 12 to supply a flow of gas 22 at pressure for filling the airbag body 12, as is known. The gas 22 is supplied from a gas generator, such as a pyrotechnic device 24 positioned adjacent to and outside the airbag body 12.

[0049] Airbag deployment is typically controlled by an electronic airbag control unit (ECU), which combines the impact type, impact angle, and impact severity to determine when and whether to deploy the airbag components. The airbag ECU's collision algorithm determines whether the collision event meets deployment criteria and triggers various initiation circuits to deploy one or more airbag components. Airbag deployment is typically triggered by a pyrotechnic device 24, which releases gas 22 into the airbag body 12. After the impact event, the airbag body 12 deflates by allowing gas 22 to flow outward from the airbag chamber 17 of the airbag body 12 through an exhaust port 26. The exhaust port 26 is sized to allow the airbag body 12 to deflate.

[0050] refer to Figure 2 And refer again Figure 1 A known airbag assembly 10 is shown positioned within a vehicle 28 (such as an automobile vehicle) and sufficient to trigger airbag deployment after a collision event. The occupant's torso 30 is restrained to the vehicle seat 32 by seatbelts, allowing the occupant's torso 30 and head 34 to rotate about an arc of rotation 36 during the collision event. The forward-facing surface 38 of the occupant's head 34 contacts the outer surface 40 of the airbag body 12, thereby locally compressing the airbag chamber 17 at the chamber region 42 of the airbag body 12. Under certain conditions of occupant acceleration, the airbag chamber 17 expands outward, allowing the chamber region 42 to be fully or nearly fully compressed, thereby permitting the occupant's head 34 to contact, for example, a vehicle object 44 (such as the glove box, steering wheel, or other vehicle structure shown), with the material of the outer surface 40 positioned between the occupant's head 34 and the object 44.

[0051] refer to Figure 3A And refer again Figure 1 and Figure 2 According to this disclosure, the unidirectional multi-cushion and chamber-type airbag assembly 45 may include a gas generator, such as a pyrotechnic device 24' fixed to and in communication with the connecting chamber 46. The connecting chamber 46 may be fixed to a mounting connector 47 that connects the connecting chamber 46 to a gas filling inlet 48.

[0052] refer to Figure 3B And refer again Figure 1 , Figure 2 and Figure 3A It provides a unidirectional multi-buffered cushion and a chamber-type airbag assembly 45 to mitigate the reference Figure 1 and Figure 2The described airbag assembly 10 may experience single-chamber airbag collapse. It should be noted that components of the unidirectional multi-cushion and chamber-type airbag assembly 45, having the same or similar components as airbag assembly 10, are indicated by apostrophes. The unidirectional multi-cushion and chamber-type airbag assembly 45 includes an airbag body 49 having a first chamber portion 50 and a second chamber portion 52. The first chamber portion 50 and the second chamber portion 52 together define a first or primary airbag chamber 54. A tether 56 is positioned substantially centrally within the airbag body 49 and can be secured to the gas filling inlet at a connection end 58. The first chamber portion 50 and the second chamber portion 52 are in fluid communication because the tether 56 serves to internally reinforce the airbag body 12 when it is fully inflated as shown, and substantially does not provide gas separation between the first chamber portion 50 and the second chamber portion 52 when the airbag body 49 is fully inflated as shown.

[0053] Gas filling inlet 48 leads into airbag body 49, thereby supplying a flow of pressurized gas 60 for filling airbag body 49, as is known. Gas 60 is supplied from a gas generator, such as a pyrotechnic device 24' positioned adjacent to and outside airbag body 49. Airbag assembly deployment is typically triggered by pyrotechnic device 24', which releases gas 60 into airbag body 49. After an impact event, airbag body 49 deflates by allowing gas 60 to flow outward from primary airbag chamber 54 through vent 62. Vent 62 is sized to allow airbag body 49 to release gas to atmosphere after the airbag deployment event and after full deployment of airbag body 49.

[0054] In addition to the primary airbag chamber 54, the airbag body 49 further includes a secondary airbag chamber 64. A connecting wall 66 of the secondary airbag chamber 64 creates an outer surface 68 of the primary airbag chamber 54, wherein the connecting wall 66 defines a substantially impermeable barrier for gas transfer between the secondary airbag chamber 64 and the primary airbag chamber 54, except for the one-way exhaust valve mentioned below. When fully inflated, the secondary airbag chamber 64 is defined by a supplementary cushion volume 70 confined between the connecting wall 66 and the occupant-facing outer wall 72.

[0055] The secondary airbag chamber 64 inflates in conjunction with the primary airbag chamber 54 and inflates substantially simultaneously during the filling of the primary airbag chamber 54. As gas 60 enters the primary airbag chamber 54, it flows toward the outside 68 of the airbag body 49 and into a first one-way vent valve 74, which penetrates the connecting wall 66, thereby allowing a first portion of the gas 60 as a gas flow 76 into the secondary airbag chamber 64. According to several aspects, a second one-way vent valve 78 also penetrates the outside 68, thereby allowing a second portion of the gas 60 as a gas flow 80 into the secondary airbag chamber 64. The first and second one-way vent valves 74 and 78 separately provide gas interconnection channels between the primary airbag chamber 54 and the secondary airbag chamber 64. According to several embodiments, additional one-way valves may also be used, as determined by the volume and filling time requirements of the airbag body 49. The first one-way vent valve 74 and the second one-way vent valve 78 do not exclude but restrict the reverse flow of gas 60 back into the primary airbag chamber 54, thereby allowing the secondary airbag chamber 64 to slowly deflate after the one-way multi-cushion and chamber-type airbag assembly 45 have deployed, as described below. Figure 7 and Figure 9 The subject of discussion.

[0056] refer to Figure 4 And refer again Figure 2 and Figure 3B During an airbag deployment event, the occupant's torso 30' is restrained to the vehicle seat 32' by the seatbelt, allowing the occupant's torso 30' and head 34' to rotate about an arc of rotation 36' during the impact event. The forward-facing surface 38' of the occupant's head 34' initially contacts the occupant-facing outer wall 72 of the secondary airbag chamber 64, thereby partially compressing the secondary airbag chamber 64. Under certain conditions of occupant acceleration, the primary airbag chamber 54 expands outward to allow reference... Figure 2 The shown chamber region 42 is fully or nearly fully compressed. Because the gas 60 is temporarily trapped in the secondary airbag chamber 64 by the first one-way exhaust valve 74 and the second one-way exhaust valve 78, the secondary airbag chamber 64 does not collapse and continues to support the occupant's head 34' within the chamber region 82 of the secondary airbag chamber 64, thereby preventing the occupant's head 34' from contacting the vehicle object 44'. The chamber region 82 is filled with gas and provides a gap 84 between the forward-facing surface 38' of the occupant's head 34' and the object 44'.

[0057] refer to Figure 5 And refer again Figure 3B and Figure 4Figure 86 illustrates the occupant acceleration 88(g) versus time 90 (msec) during an exemplary airbag deployment event. The basic curve 92 represents the occupant displacement over time for the airbag assembly 45, with a maximum acceleration 94 occurring approximately 90 msec after the start of the event. Acceleration region 96 shows subsequent acceleration of the occupant head 34' between approximately 110 and 125 msec, less than the maximum acceleration 94, as the occupant head 34' compresses the single airbag chamber 17. The region of interest (ROI) curve 98 shows the acceleration of the exemplary occupant head 34' over time, resisted by the unidirectional multi-cushion and chamber-type airbag assembly 45 of this disclosure. ROI curve 98 identifies a peak acceleration 100 of the occupant head 34', less than the maximum acceleration 94. The portion of ROI curve 98 near acceleration region 96 also shows a significantly reduced acceleration level of the occupant head 34' when the airbag assembly 10 is used to counteract occupant acceleration, with a secondary peak acceleration 102 of approximately 33 g (compared to a secondary maximum acceleration 104 of approximately 54 g).

[0058] refer to Figure 6 And refer again Figure 3B The first one-way vent valve 74 is shown in more detail in its fully extended position during inflation of the one-way multi-cushion and chamber-type airbag assembly 45. The first one-way vent valve 74 penetrates the connecting wall 66, thereby allowing a first portion of the gas 60 as a gas flow 76 from the primary airbag chamber 54 into the secondary airbag chamber 64. Reference Figure 3B The second one-way vent valve 78 shown is similar to the first one-way vent valve 74, and therefore will not be shown or discussed further herein. A stitched boundary 106 provides rigidity to retain the opening port 108, which defines a gas interconnection channel allowing gas to flow through the first one-way vent valve 74. A first edge wall 110 of the first one-way vent valve 74 has a first wall thickness 112. A second edge wall 114 of the first one-way vent valve 74, positioned relative to the first edge wall 110, has a second wall thickness 116 greater than the first wall thickness 112, to allow the first edge wall 110 to collapse more easily than the second edge wall 114. A first height 118 of the first edge wall 110 is shorter than the second height 120 of the second edge wall 114 to control the collapse direction of the first one-way vent valve 74.

[0059] The gas interconnection channel between the primary airbag chamber 54 and the secondary airbag chamber 64 allows the gas flow 76 and the main flow 80 of gas 60 to enter the secondary airbag chamber 64 from the primary airbag chamber 54 during an airbag deployment event. The first one-way vent valve 74 and the second one-way vent valve 78 do not exclude but restrict the reverse flow of gas 60 back into the primary airbag chamber 54, thereby allowing the secondary airbag chamber 64 to deflate more slowly than the primary airbag chamber 54 after the airbag deployment event, thus maintaining a buffer for the secondary airbag chamber 64 for a longer period during the deployment event.

[0060] refer to Figure 7 And refer again Figure 6 The first one-way vent valve 74 is shown during the return of gas from the secondary airbag chamber 64 to the primary airbag chamber 54 after the airbag has deployed. Because the second wall thickness 116 is greater than the first wall thickness 112, the first one-way vent valve 74 initially collapses in a direction 122 opposite to the second edge wall 114, and subsequently collapses in a direction 124 toward the connecting wall 66. As noted above, the stitched boundary 106 provides rigidity to keep the opening port 108 open during the collapse of the vent valve. This allows a restricted flow of gas from the secondary airbag chamber 64 through the first one-way vent valve 74 in the gas flow direction 126 back into the primary airbag chamber 54.

[0061] refer to Figure 8 And refer again Figure 6 and Figure 7 According to a further aspect, a third one-way vent valve 128 may be used in place of either or both of the first one-way vent valve 74 and the second one-way vent valve 78. The third one-way vent valve 128 is shown during the return of the secondary airbag chamber 64 to the primary airbag chamber 54 after the airbag has deployed. The third edge wall 130 and the opposing fourth edge wall 132 have equal or common third wall thickness 134.

[0062] refer to Figure 9 And refer again Figure 8 Due to the shared third wall thickness 134 of the third edge wall 130 and the fourth edge wall 132, the third one-way vent valve 128 collapses substantially in the direction 124' toward the connecting wall 66. As noted above, the stitched boundary 106' provides rigidity to keep the opening port 108' open during the collapse of the vent valve. This allows restricted gas flow from the secondary airbag chamber 64 through the third one-way vent valve 128 in the gas flow direction 136 back into the primary airbag chamber 54, which can achieve a greater effect than the reference... Figure 7 The flow direction discussed is a less circuitous route, 126.

[0063] refer to Figure 10 And refer again Figure 3B and Figure 4 The image shows occupant 142, representing the 5th percentile occupant by weight, approximately 50 msec after the airbag deployment event. Occupant 142's head 144 initially contacts the occupant-facing outer wall 72 of the secondary airbag chamber 64. At this point, the primary airbag chamber 54... Figure 3B The fully inflated position shown has remained essentially unchanged since then.

[0064] refer to Figure 11 And refer again Figure 3B , Figure 4 and Figure 10 The image shows the occupant 142 approximately 80 msec into the airbag deployment event. The occupant's head 144 has partially collapsed the secondary airbag chamber 64, approximately preserving the chamber area 82 of the secondary airbag chamber 64. The primary airbag chamber 54 has partially collapsed, but the occupant's head 144 is not in contact with the object 44' at all.

[0065] refer to Figure 12 And refer again Figure 3B , Figure 4 ,as well as Figures 10 to 11 The image shows an occupant 146, representing the 50th percentile by weight, approximately 50 msec after the airbag deployment event. The head 148 of occupant 146 initially contacts the occupant-facing outer wall 72 of the secondary airbag chamber 64. The occupant's head 148 has caused the secondary airbag chamber 64 to partially collapse, approximately preserving the chamber area 82 of the secondary airbag chamber 64. The primary airbag chamber 54 has partially collapsed, but the occupant's head 148 is not in complete contact with object 44'.

[0066] refer to Figure 13 And refer again Figure 3B , Figure 4 ,as well as Figures 10 to 12 The image shows the occupant 146 approximately 80 msec into the airbag deployment event. The occupant's head 148 has partially collapsed the secondary airbag chamber 64, preserving the chamber region 82 of the secondary airbag chamber 64. The primary airbag chamber 54 has partially collapsed, but the occupant's head 148 is separated from the object 44' by the width of the chamber region 82 of the secondary airbag chamber 64.

[0067] refer to Figure 14 And refer again Figure 3BBased on several aspects, an airbag assembly 150 is derived from a modification of a unidirectional multi-cushion and chamber-type airbag assembly 45, wherein components similar to those in the unidirectional multi-cushion and chamber-type airbag assembly 45 are indicated by apostrophes. The airbag assembly 150 includes an airbag body 152 having a first chamber portion 154 and a second chamber portion 156. The first chamber portion 154 and the second chamber portion 156 together define a first or primary airbag chamber 158. A tether 160 is positioned substantially centrally within the airbag body 152 and extends from 162 to a gas filling inlet 164. The first chamber portion 154 and the second chamber portion 156 are in fluid communication because the tether 160 serves to internally reinforce the airbag body 152 when it is fully inflated as shown, and substantially does not provide gas separation between the first chamber portion 154 and the second chamber portion 156.

[0068] Following an impact event, the airbag body 152 deflates by allowing gas 60' to flow outward from the first chamber portion 154 and the second chamber portion 156 through the vent 166. The vent 166 is sized to allow the airbag body 152 to deflate. In addition to the primary airbag chamber 158, the airbag body 152 further includes a secondary airbag chamber 168. The connecting wall 170 of the primary airbag chamber 158 creates the inner surface 172 of the secondary airbag chamber 168. When fully inflated, the secondary airbag chamber 168 defines a supplementary cushion volume 174 retained during the initial collapse of the primary airbag chamber 158. Therefore, the secondary airbag chamber 168 is positioned relative to the secondary airbag chamber 64 of the unidirectional multi-cushion and chamber-type airbag assembly 45.

[0069] Gas filling inlet 164 leads to secondary airbag chamber 168, thereby supplying a flow of gas 60' at pressure for first filling the secondary airbag chamber 168 of the airbag body 152 and then filling the primary airbag chamber 158. Gas 60' is supplied from a gas generator, such as a pyrotechnic device 24' positioned adjacent to and outside the airbag body 152. As gas 60' enters the secondary airbag chamber 168, it flows toward the inner surface 172 of the secondary airbag chamber 168 and enters a first one-way exhaust valve 74', which penetrates the connecting wall 170, thereby allowing a first portion of gas 60' to enter the primary airbag chamber 158 as gas flow 76'. According to several aspects, a second one-way exhaust valve 78' also penetrates the connecting wall 170, thereby allowing a second portion of gas 60' to enter the primary airbag chamber 158 as gas flow 80'. According to several aspects, such as the first one-way vent valve 74' and the second one-way vent valve 78' constructed in the airbag assembly 150, gas interconnection channels are separately provided between the secondary airbag chamber 64 and the primary airbag chamber 54.

[0070] During the deflation of the airbag body 152, gas 60' in the primary airbag chamber 158 flows outward from the first chamber portion 154 and the second chamber portion 156 through the vent 166. Then, gas 60' exits the secondary airbag chamber 168 in the same flow direction from the secondary airbag chamber 168 toward the primary airbag chamber 158 (as indicated by gas flows 76' and 80'). Similar to the one-way multi-buffer and chamber-type airbag assembly 45, the first one-way vent valve 74' and the second one-way vent valve 78' restrict the gas flow from the secondary airbag chamber 168 during impact and airbag deployment events to maintain the supplementary buffer volume 174.

[0071] According to several embodiments, the secondary airbag chambers 64 and 168 are leak-proof chambers that inflate together with the primary airbag chambers 54 and 158, and exhibit little or no leakage during the airbag deployment event until the end of occupant movement during the collision event. The secondary airbag chambers 64 and 168 provide additional protection for more severe impacts or heavier occupants, mitigate airbag bottoming, and provide a retained cushioning pad to absorb impact energy.

[0072] The airbag assembly cushion of this disclosure can be applied to all current airbag designs, including driver airbags, passenger airbags, side impact airbags, and front center airbags. The secondary air cushion of this disclosure can maintain airbag inflation pressure within the airbag body for a longer period and has little or no air pressure leakage during primary chamber deflation. With a smaller and stiffer secondary cushion, occupant protection is further enhanced when the primary airbag loses pressure and nears bottoming out. Using the secondary airbag chamber of this disclosure, the airbag body can maintain its contact surface with the occupant's head during airbag deflation, thereby reducing the upward force acting on the occupant's chin that could otherwise induce a large neck bending moment.

[0073] With an additional pouch-like cushioning pad inside the airbag, the airbag and occupant maintain a better contact surface along the airbag surface, thereby reducing neck load when the airbag has excessive contact surface under the chin of the anthropomorphic test device (ATD). The secondary airbag chamber inflates together with the primary airbag chamber, and the secondary airbag chamber exhibits little or no leakage. Therefore, the secondary airbag chamber provides additional protection for more severe impact events or heavier occupants, preventing the airbag from bottoming out while providing a cushioning pad to absorb impact energy.

[0074] The unidirectional multi-layer cushioning and chamber-type airbag assembly disclosed herein offers several advantages. These include a secondary, leak-free chamber that inflates along with the primary chamber, and which leaks little or no. The secondary chamber provides additional protection for more severe impacts or heavier occupants and prevents the airbag from bottoming out, while also providing a soft cushioning pad to absorb impact energy.

[0075] The description in this disclosure is exemplary in nature only, and variations thereof without departing from the spirit and scope of this disclosure are intended to remain within its scope. Such variations shall not be considered as departing from the spirit and scope of this disclosure.

Claims

1. A unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly, comprising: The airbag body has a primary airbag chamber and a secondary airbag chamber; as well as At least one one-way exhaust valve provides a gas interconnection channel between the primary airbag chamber and the secondary airbag chamber. At least one one-way valve includes a first one-way vent valve and a second one-way vent valve, each having a sutured boundary that provides stiffness to maintain an open port during vent valve collapse to allow gas flow through the first and second one-way vent valves during airbag body deflation, allowing restricted gas flow from the secondary airbag chamber through the first and second one-way vent valves in the gas flow direction back to the primary airbag chamber.

2. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly of claim 1, comprising a connecting wall positioned between and separating the primary airbag chamber and the secondary airbag chamber, wherein the connecting wall defines an impermeable barrier to gas transfer between the secondary airbag chamber and the primary airbag chamber when the airbag is inflated during an airbag deployment event.

3. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 2, wherein, The at least one one-way exhaust valve extends through the connecting wall.

4. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 2, wherein, When fully inflated with gas during the airbag deployment event, the secondary airbag chamber is defined by a supplemental cushion volume confined between the connecting wall and the occupant-facing outer wall.

5. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 2, wherein, The at least one one-way exhaust valve penetrates the connecting wall, thereby allowing a first portion of the gas filling the airbag body during the airbag deployment event to be guided from the primary airbag chamber to the secondary airbag chamber.

6. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 2, wherein, The at least one one-way exhaust valve penetrates the connecting wall, thereby allowing a first portion of the gas filling the airbag body during the airbag deployment event to be guided from the secondary airbag chamber to the primary airbag chamber.

7. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 1, wherein, The primary airbag chamber includes a first chamber portion and a second chamber portion that are in open, fluid communication.

8. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 7, comprising a tether positioned between the first chamber portion and the second chamber portion, wherein, The first chamber portion and the second chamber portion together define the primary airbag chamber.

9. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly of claim 1, further comprising an exhaust port located in the primary airbag chamber to allow the primary airbag chamber to release air into the atmosphere after the airbag deployment event.

10. A unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly, comprising: An airbag body having a primary airbag chamber and a secondary airbag chamber, the airbag body being connected to a source of gas for inflating the airbag body during an airbag deployment event; A connecting wall, positioned between the primary airbag chamber and the secondary airbag chamber; and A first one-way vent valve and a second one-way vent valve, which penetrate the connecting wall and separately provide a gas interconnection channel between the primary airbag chamber and the secondary airbag chamber, thereby allowing the main flow of gas from one of the primary airbag chambers into the other of the primary airbag chambers during the airbag deployment event. The first one-way vent valve and the second one-way vent valve do not exclude but restrict the reverse flow of gas back into one of the primary airbag chambers and the secondary airbag chambers, thereby allowing the other of the primary airbag chambers to deflate at a slower rate than one of the primary airbag chambers after the airbag deployment event.

11. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 10, wherein, The connecting wall defines an impermeable barrier for gas transfer between the secondary airbag chamber and the primary airbag chamber.

12. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 10, wherein, The connecting wall defines the outside of the primary airbag chamber.

13. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 10, wherein, The connecting wall defines the outside of the secondary airbag chamber.

14. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 10, wherein, The first one-way exhaust valve and the second one-way exhaust valve each include: A first edge wall having a first wall thickness; A second edge wall, positioned relative to the first edge wall, has a second wall thickness greater than the first wall thickness to allow the first edge wall to collapse more easily than the second edge wall; and The first height of the first edge wall is shorter than the second height of the second edge wall to control the collapse direction of the first one-way exhaust valve and the second one-way exhaust valve.

15. The unidirectional multi-buffered cushion and chamber-type vehicle airbag assembly according to claim 10, wherein, The first one-way exhaust valve and the second one-way exhaust valve each include: Opposite wall edges with equal thickness; and An opening port has a sutured boundary that provides stiffness to keep the opening port open during the collapse of the first and second one-way vent valves when the airbag body deflates.

16. A method for inflating multiple cushioning pads and chambers of a vehicle airbag assembly, the method comprising: The connecting wall is positioned between the primary airbag chamber and the secondary airbag chamber of the airbag body; The first and second one-way vent valves extend through the connecting wall to individually provide gas interconnection channels between the primary airbag chamber and the secondary airbag chamber; and The airbag body is configured to receive gas into the airbag body comprising the primary airbag chamber and the secondary airbag chamber, wherein the main flow of gas during an airbag deployment event is directed from one of the primary airbag chamber and the secondary airbag chamber through a first one-way vent valve and a second one-way vent valve into the other of the primary airbag chamber and the secondary airbag chamber. The first and second one-way vent valves each have a stitched boundary that provides stiffness to maintain an open port during valve collapse, allowing gas to flow through the first and second one-way vent valves during airbag body deflation. This allows restricted gas flow from one of the primary and secondary airbag chambers along the gas flow direction through the first and second one-way vent valves back into one of the primary and secondary airbag chambers.

17. The method for inflating the multiple cushioning pads and chambers of a vehicle airbag assembly according to claim 16, further comprising: The airbag body is configured such that the secondary airbag chamber is directed toward the occupants of the vehicle during the inflation of the airbag body, so that the secondary airbag chamber is used as a cushion for the head of the occupants of the vehicle. as well as The main flow of the gas is selectively arranged to enter the secondary airbag chamber from the primary airbag chamber, allowing the secondary airbag chamber to deflate more slowly than the primary airbag chamber, so as to keep at least a portion of the cushioning pad between the occupant's head and the structure of the vehicle.

18. The method for inflating the multiple cushioning pads and chambers of a vehicle airbag assembly according to claim 16, further comprising: The airbag body is configured such that the primary airbag chamber is directed toward the vehicle occupant during the inflation of the airbag body, allowing the occupant's head to make initial contact with the primary airbag chamber. as well as The main flow of the gas is selectively arranged to enter the primary airbag chamber from the secondary airbag chamber, such that the secondary airbag chamber deflates more slowly than the primary airbag chamber, so that at least a portion of the secondary airbag chamber remains between the occupant's head and the structure of the vehicle.

Images