MXPA00007357A - Airbag cushion exhibiting a low fabric weight factor and simultanously high available inflation airspace volume - Google Patents

Abstract

An airbag cushion (50,160) is provided which simultaneously exhibits a very low amount of fabric, which corresponds to an overall low weight of total fabric, utilized to produce the target airbag cushion in correlation to an overall high amount of available inflation airspace within the cushion itself. These correlative elements are now combined for the first time in what are defined as an effective fabric usage index (being the quotient of the amount of fabric utilized in the construction of the airbag cushion and the available inflation airspace volume) and a fabric weight index (being the quotient of the total weight of fabric utilized in the construction of the airbag cushion and the available inflation airspace volume). The inventive airbag cushion (50) must possess an effective fabric usage factor of at most 0.0330 or an effective fabric weight factor of at most 8.0. A cushion exhibiting either such a low fabric usage or low fabric weight factor, or both, and also comprising an integrated looped pocket for the disposition of an inflator (58,168) can is also provided as well as an overall vehicle restraintsystem comprising the inventive airbag cushion.

Description

AIR BAG CUSHION EXHIBITING UNDER FABRIC WEIGHT FACTOR AND HIGH INFLATION VOLUME SIMULTANEOUSLY AVAILABLE Technical Field The present invention relates to an air bag or inflatable cushion that simultaneously exhibits a very low amount of fabric, corresponding to a low total weight of the fabric, used to produce the objective air bag cushion in correlation with a high total amount of inflation air space available, inside the cushion itself. These correlated elements are now combined for the first time in what is defined as an effective fabric use index (which is the quotient of the amount of fabric used in the construction of the air bag cushion and the air space volume of inflation available) and a fabric weight index (which is the quotient of the total weight of the fabric used in the construction of the airbag cushion and the volume of air space available for inflation). The air bag cushion of the invention must have at least one effective fabric use factor of at most 0.0330 or an effective fabric use factor of at most 8.0. A cushion exhibiting either this low seam use factor or low fabric weight factor or both and also comprises an integrated loop cavity for the placement of an inflation can, may also be provided as well as a restriction system for Total vehicle comprising the airbag cushion of the invention. BACKGROUND OF THE PRIOR ART Inflatable protective cushions used in passenger vehicles are a component of relatively complex passive receiving systems. The main elements of these systems are: an impact detection system, an ignition system, a propellant material, a connection device, a system enclosure and an inflatable protective cushion. Upon detecting an impact, the propellant is ignited causing an explosive release of gases that fill the cushion in an unfolded state, which can absorb the impact of forward movement of a body and dissipate its energy by rapid venting of the gas. The entire sequence of events occurs in approximately 30 milliseconds. In the undeployed state, the cushion is stored on or near the steering column, the dashboard, a door or the back of a front seat, placing the cushion in immediate proximity to the person or object that will protect . Inflatable cushion systems commonly referred to as airbag systems have been used in the past to protect both the vehicle operator and passengers. Systems for vehicle operator protection have typically been mounted on the steering column of the vehicle and have used cushion constructions directly deployable to the driver. These co-drivers on the driver's side are typically of a relatively simple configuration as they operate over a well-defined substantially small area between the driver and the steering column. Such a configuration is described in U.S. Pat. No. 5,533,755 issued to Nelsen et al. On July 9, 1996, the teachings of which are incorporated herein by reference. Inflatable cushions for use in the protection of passengers against frontal or lateral impacts in general must have a more complex configuration since the position of a passenger of a vehicle may not be well defined and there may be greater distance between the passenger and the surface of the vehicle against which the passenger can be thrown in the event of a collision. Prior cushions for use in these environments are described in U.S. Pat. No. 5,520,416 issued to Bishop on May 28, 1996; the U.S. Patent No. 5,454,594 granted to Krickl on October 3, 1995; Patent of the U.S.A. No. 5,423,273 issued to Hawthon et al. On June 13, 1995; Patent of the U.S.A. No. 5,316,337 issued to Yamaj i and collaborators on May 31, 1994; Patent of the U.S.A. No. 5,310,216 issued to Wehner et al., May 10, 1994; Patent of the U.S.A. No. 5,090,729 granted to Atanabe on February 25, 1992; Patent of the U.S.A. No. 5,087,071 issued to Allner et al. On February 11, 1992; Patent of the U.S.A. No. 4,944,529 granted to Backhaus on July 31, 1990; and the U.S. Patent. No. 3,792,873 issued to Buchner et al. On February 19, 1974, all of which are incorporated herein by reference. Most commercially used restraint cushions are formed from woven fabric materials using and multifilament synthetics such as polyester, nylon 6 or nylon 6, 6 polymers. Representative fabrics for this use are described in US Pat. No. 4,921,735 issued to Bloch on May 1, 1990; Patent of the U.S.A. No. 5,093,163 issued to Krummheuer et al. On March 3, 1992; Patent of the U.S.A. No. 5,110,666 issued to Menzel et al. On May 5, 1992; Patent of the U.S.A. No. 5,236,775 issued to S oboda et al. On August 17, 1993; Patent of the U.S.A. No. 5,277,230 issued to Sollars, Jr. on January 11, 1994; Patent of the U.S.A. No. 5,356,680 issued to Krummheuer et al. On October 18, 1994; Patent of the U.S.A. No. 5,477,890 granted to Krummheuer et al. On December 26, 1995; Patent of the U.S.A. No. 5,508,073 granted to Krummheuer et al. On April 16, 1996; Patent of the U.S.A. No. 5,503,197 issued to Bower et al. On April 2, 1996 and US Pat. No. 5,704,402 issued to Bowen et al. On January 6, 1998, all of which are hereby incorporated by reference. As will be appreciated, the permeability of the cushion structure is an important factor in determining the rate of inflation and subsequent rapid deflation following the impact event. In order to control the total permeability of the cushion, it may be convenient to use different materials in different regions of the cushion. In this way, the use of various fabric panels in the construction of the cushion can prove to be a useful design feature. The use of multiple cloth panels in the cushion structure also allows the development of relatively complex three-dimensional geometries that may be of benefit in the formation of cushions for passenger-side applications where a cushion for the entire body is desired. While the use of multiple fabric panels provides several advantages in terms of permeability handling and geometric design, the use of multiple fabric panels for use on passenger-side restraint cushions has historically required the assembly of panels having multiple dimensions. different geometries that involve multiple curved seams. As will be appreciated, an important consideration when cutting panel structures from a base material is the ability to maximize the number of panels that can be cut from a fixed area through the closed packaged housing of the panels. It has been found that minimizing the number of different geometries that make up the panels in the cushion and using geometries with substantially straight linear perimeter configurations, generally allow an improved number of panels to be cut from the base material. The use of panels having generally straight line profiles has the added benefit of allowing the panels to connect to each other using substantially straight seams or to form substantially during the interweave process using a jacquard or machine loom. This straight seam configuration provides a more cost effective method of producing these airbags. The term "sewing" denotes any form or method of connecting separate fabric panels or separate portions of a single fabric panel. In this way, sewing (with thread), for example (welding) with ultrasonic stitching, for example (or interweave panels or portions together) with a jacquard or machine loom, for example) and the like, can be used for this purpose. However, even with the use of substantially straight seams to produce air bag cushions, there still remains a problem in the need for labor-intensive cutting and sewing operations for large scale manufacturing. In addition, since the costs of producing fabrics for air bags are relatively high and there is a general need to reduce these costs, there is a consequent need to make more efficient use of the cloth by reducing the amount that needs to be cut (cutting operations also they translate into higher labor costs) by reducing the amount of fabric used to provide substantially lower packing volumes (for the purpose of reducing the size of airbag modules in automobiles, since the space available in boards, doors and the like is paramount within automobiles) and reduce the shipping weight of those products, (which translates into lower boarding costs) as well as other highly convenient reasons. However, it has been problematic to reduce these amounts of fabric used in the past without consequently also reducing the volume of inflation air space available within the cushion product. Then there is a need to reduce the amount of time by producing air bag cushions, while simultaneously providing the lowest amount of fabric and simultaneously allowing a sufficient volume of air (gas) to inflate the target air bag cushion during a inflation event (here described as "available air space"). This method and desired product have not been available, particularly for passenger-side airbags, which as noted previously, require large amounts of fabric for large volumes of air (gas) to provide the largest amount of protection area to a passenger. With larger quantities of fabric required, this has generally resulted in the need for longer seams to connect and add fabric panels, which in turn translates into greater amounts of time required for sewing and the like. Furthermore, there has been no discussion within the prior art of the possibility of simultaneously reducing the required amount of cloth employed, while sufficient volumes of inflation air space are provided within the target air bag cushion. Additionally, since there is a constant need and momentum within the automotive market to provide vehicles exhibiting the lowest possible total weight, there is a correlated need to reduce the weight of the total air bag cushion, without compromising the volume of space available. Inflation air available. Thus, there is a need to produce cushions with air bag volume of high inflated air space available with minimum fabric utilization and / or fabric weight requirements to manufacture the total cushion product. As noted above, the prior art has not granted any advance or even discussions for this purpose. Brief Description In view of the foregoing, a general objective of the present invention is to provide a cost-effective, easy-to-manufacture air bag cushion for use within a vehicle restraint system. The term vehicle restraint system is intended to mean both the inflatable cushion for occupant restraint and the mechanical and chemical components (such as inflation means, ignition means, propellant and the like). A more particular objective of the present invention is to provide a vehicle restraint system, wherein the target air bag cushion preferably comprises very low amounts and / or fabric weights and / or comprises that all substantially straight seams connect its plurality of fabric components as a whole (although as noted above, other configured seams may also be used provided the total required effective sewing use factor is met). A further objective of this invention is to provide an easy-to-assemble airbag cushion that is of minimum labor intensity to manufacture, requires much lower factory costs due to a substantial reduction in the total requirement of fabric quantities. employed, and which also comprises an integrated loop cavity for placing an inflation can inside the air bag cushion. A further objective of this invention is to provide a vehicle restraint system comprising an air bag cushion, which provides the maximum amount of inflation air space volume available simultaneously with the lowest length of seam (or seams) and / or the lowest amount of fabric used and / or the lowest total fabric weight needed to manufacture the cushion. Another object of the invention is to provide a method for producing an inexpensive airbag cushion (due to the low levels of labor required to sew the component parts together and reduced amount of cloth to manufacture and cut), of simple and structurally efficient design. In order to achieve these and other objects and in accordance with the purpose of the invention, as widely incorporated and described herein, the present invention provides an air bag cushion having at least fabric component, wherein the air bag cushion it has an effective fabric weight factor less than about 8.0. The effective fabric use factor is derived from an effective fabric weight index which refers (and defines as) the quotient of the total weight of fabric used to manufacture the air bag cushion (measured in grams) versus the total volume of the inflation air space available inside the airbag cushion (measured in liters). In order to exhibit a sufficiently low effective fabric weight factor, the fabric weight must be very low with a correspondingly high available volume of inflation air space. This airbag cushion may comprise at least two separate fabric panels or a single panel with portions requiring connection (preferably, but not necessarily, through the use of at least one substantially straight seam). The bag of the invention is capable of providing available high volumes of inflation air space, due to the particular configuration of the panels or portions of fabric used. The configurations allow a more efficient use of the fabric wefts when cutting panels of the wefts and produce less waste of non-used fabric.

The preferred embodiment is discussed in more detail below. The effective fabric weight factor for the air bag cushion of the invention then preferably at most is 8.0, preferable at most 7.70; additionally preferably at most 7.5, especially at most 7.0 and in particular less than about 6.5. In this way, the volume of inflation air space available within the airbag cushion should be as large as possible with the weight of the fabric used to reduce its absolute minimum while still providing sufficient protection to an air bag. passenger in a car during a collision event. An air bag on the driver's side will generally comprise a low amount of cloth used but also does not provide a high correlative volume of available air space; and the passenger-side airbags of the prior art require a large amount of fabric. Although the volume of inflation air space available in these passenger side airbags is rather large, the total amount of fabric used is too large to meet the aforementioned preferred effective fabric weight factor within that index. . The cushion of the invention is therefore relatively easy to manufacture, requires very low stitching, or similar type connection operations of its cloth panel components, requires very low amounts of fabric, but is also configured to provide a large amount Optimal inflation air space available for maximum protection to a passenger during a collision event. The present invention also provides an air bag cushion having the required effective fabric usage factor which also comprises a loop cavity for introducing an inflation structure. In the most preferred embodiment, it includes two panel sections of mirror image body, two substantially straight seams on corresponding lateral border edges. Any frontier segment of the body panels that are not joined together are joined around the perimeter of, preferably a rectilinear panel by a series of substantially straight short seams. This configuration thus forms a loop cavity in the air bag as well as a total inflatable cushion structure. The airbag itself does not need to be created from two body-to-body panel sections in the mirror, since any fabric panel configuration will work properly in this invention as long as a three-dimensional inflatable cushion is formed during an inflation event and a loop cavity is created in the air bag, where the inflation can is placed at least one inflation structure. Further objects and advantages of the invention will be set forth in part in the description that follows and in part will be apparent from the description or may be learned by practice of the invention. It will be understood that both the foregoing general description and the following detailed description of preferred embodiments are exemplary and explanatory only, and will not in any way be seen in any way as to the scope of the invention as set forth in the claims. BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate several potentially preferred embodiments of the invention and in conjunction with the description serve to explain the principles of the invention, wherein: Figure 1 is an aerial view of a portion of a fabric web with lines indicating specific preferred locations for cutting to form two sets of fabric panels for making two separate cushions of the invention, each to be included within a system of vehicle restriction, configured inside a module that is stored substantially vertical.

Figure 2 is an aerial view of a preferred cut fabric panel, with smaller second and third preferred cutting panels, connected. Figure 3 is an aerial view of the connected preferred cut fabric panels, illustrating the first step of bending to produce the mouth portion of the objective cushion. Figure 4 is an aerial view of the preferred cut fabric panels connected, showing the second bending step to produce the mouth portion of the objective cushion. Figure 5 is an aerial view of the connected preferred cut fabric panels, showing the third bending step, to produce the mouth portion of the objective cushion, as well as all the connected fabric panel composite folded and connected to itself . Figure 6 is an aerial view of the preferred cut fabric front panel of the objective cushion. Figure 7 is a front view of the finished objective cushion showing the preferred front panel and substantially straight seams connecting the front panel to the remaining preferred cut fabric panels. Figure 8 is a side view of the finished objective cushion, unfolded and not inflated.

Figure 9 is an exploded side view of a vehicle for transporting an occupant illustrating the deployment of an inflatable restriction cushion, within a vehicle restraint system in accordance with the present invention. Figure 10 is an aerial view of a portion of a fabric web with lines indicating specific preferred locations for cutting to form two sets of fabric panels to make two separate cushions of the invention, each to be included within a vehicle restriction system configured within a module that is stored substantially horizontally. Figure 11 is an aerial view of a preferred cut fabric panel with second and third preferred smaller, connected cutting panels. Figure 12 is an aerial view of the connected preferred cut fabric panels showing the first bending step to produce the mouth portion of the objective cushion. Figure 13 is an aerial view of the connected preferred cut fabric panels showing the second bending step to produce the mouth portion of the objective cushion. Fig. 14 is an aerial view of the connected preferred cut fabric panels showing the third bending step to produce the mouth portion of the objective cushion as well as all the cloth panel composite connected, folded and connected to itself. Figure 15 is an aerial view of the preferred cut fabric front panel of the objective cushion. Figure 16 is a front view of the finished objective cushion, showing the preferred front panel and the substantially straight seams connecting the front panel with the remaining preferred cut fabric panels. Figure 17 is a side view of the finished objective cushion, unfolded and not inflated. Figure 18 is an exploded side view of a vehicle for transporting an occupant illustrating the deployment of an inflatable restriction cushion within a vehicle restraint system in accordance with the present invention. Figure 19 is an aerial view of a portion of a fabric web with lines indicating specific preferred locations for cutting, to form two sets of fabric panels to make two separate cushions of the invention, each providing means for a integrated mouth in order to form a cavity for the location of an inflation can there.

Figure 20 is an aerial view of a preferred cut fabric panel with second and third preferred smaller cutting panels connected. Figure 21 is an aerial view of the preferred cut fabric panels connected showing the entire composite of cloth panels connected, folded and connected to itself. Figure 22 is an aerial view of the preferred cut fabric front panel of the objective cushion. Figure 23 is a front view of the finished objective cushion showing the preferred front panel and the substantially straight seams connecting the front panel with the remaining preferred cut fabric panels. Figure 24 is a top view of the finished objective cushion, unfolded and not inflated. Figure 25 is a side view of the finished, unfolded and uninflated objective cushion, including the integrated mouth structure for placing an inflation can there. Figure 26 is an exploded side view of a vehicle for transporting an occupant, illustrating the deployment of an inflatable restriction cushion within a vehicle restraint system in accordance with the present invention.

DESCRIPTION OF THE PREFERRED MODALITIES Reference is now made in detail to potentially preferred embodiments of the invention, examples of which are illustrated in the accompanying drawings. It will be understood that in no way is it intended to limit the invention to said illustrated and described modes. On the contrary, it is intended to cover all the alternative modifications and equivalents as may be included within the spirit and actual scope of the invention as defined by the appended claims and their equivalents. Turning now to the drawings, where like elements are denoted by like reference numbers throughout the various views, in Figure 1 there is illustrated a fabric web 10, wherein eight fabric panels to be cut 12, 14, 16, 18, 20, 22 , 24, and 26, have been delineated. Also, specific pieces of fabric to be removed and grooves 28, 30, 32 within the two larger cloth panels 12, 14 are delineated equally. The fabric web 10 in this specific example comprises nylon 6,6, 630 denier yarns, woven fabrics on a jacquard loom 10 comprising 41 weft yarns per 41 ends per 2.54 cm (inch). In Figure 2, two smaller preferred fabric panels 16, 18 have been connected to a large preferred fabric panel 12 by substantially straight seams 34, 36, 38, 40. The composite fabric structure now has two small fabric portions. 39, 41 discovered by the two smaller cloth panels 16, 18. The clearance 30 remains and an imaginary straight line 42 denotes the future fold line within the fabric composite of the fabric panels 12, 16, 18. In Figure 3, tensioners 42, 44 have been placed on the small cloth portions 39, 41 parallel to the seams 38, 40, and the fabric portions 39, 41 have been folded back in a shape to form a right angle to the point of contact between the two portions 39, 41. In Figure 4, the small portions of fabric 39, 41 have been folded once again and the seams 35, 37 have been produced to connect the fabric portions 39, 41 to themselves and the smaller fabric panels 16, 18. The folded fabric portions 39, 41 provide reinforcement in order to withstand the inflation pressures in the mouth opening. of the cushion. In Figure 5, the fabric panel 12 has been folded over the imaginary line 42 (in the middle), leaving only a small cloth panel 16 in view (the other is not illustrated as it is now located in the portion of bottom of cloth panel 12, directly below the smaller cloth panel 18). A seam 46 connects the cloth panel 12 to itself and also connects the smaller cloth panels 16, 18 to both the larger panel 12 and itself. Upon unfolding the connected composite, the unconnected ends of the panel 12 will form the same structure as the front panel 24 of Figure 6. Figure 7 then shows the seam 48 required to sew the non-connected ends of the large panel 12 (of the Figure 5), and Figure 8 provides a side view of the finished cushion 50 after the entire connection through the seams 38, 42, 34, 46 has been made. Figure 9 shows a fully deployed inflatable restriction cushion 50 in opposed relation to an occupant 52 located in the front seat 54 of a vehicle 56 such as a car, airplane and the like. As illustrated, the cushion 50 can be deployed outwardly from the dotted panel 57 through an inflation means 58 from a position directly opposite the occupant 52. It will be understood, however, that the cushion 50 can likewise be deployed from any other desired location. in the vehicle 56, including the steering wheel (not shown), the side panels of the vehicle (not shown), the floor (not shown) or the backrest of the front seat 54 to place in opposite relation to a rear passenger (not shown) ). In Figure 10, a fabric web 110 is illustrated, wherein eight fabric panels to be cut 112, 114, 116, 118, 120, 122, 124, and 126 have been delineated. Also, specific grooves 128, 129, 130, 32 within the two largest cloth panels 112, 114 are profiled equally. The fabric web 110 in this specific example comprises nylon 6,6, 630 denier yarns, woven fabrics on a jacquard loom 10 comprising 41 weft yarns by 41 ends per 2.54 cm (inch). In Figure 11, two smaller preferred fabric panels 116, 118 have been connected to a large preferred fabric panel 112 by substantially straight seams 144, 146, 148. The composite fabric structure now has two small fabric portions 131, 150, 152 uncovered by the two smaller fabric panels 116, 118. An imaginary straight line 142 denotes the future fold line within the fabric composite of the fabric panels 112, 116, 118, which is markedly off-center for the purpose end of allowing the bag to be deployed at an angle from a horizontally placed board (not shown). In Figure 12, tensioners 153 have been placed, 155 on the small fabric portions 150, 152 and have been folded back over the tensioners 153, 155 as illustrated, folded again as in Figure 13, and connected to themselves by the seams 152, 156. The portions of folded fabric 150, 152 provides reinforcement in order to withstand inflation pressures at the mouth opening of the cushion. In Figure 14, the fabric panel 112 has been folded over the imaginary line 142 leaving only a small fabric panel 116 in view (the other is not illustrated as it is now located in the bottom portion of the fabric panel 112). directly below the smaller cloth panel 118). A seam 158 connects the fabric panel 112 to itself and also connects the smaller fabric panels 116, 118 to both the larger panel 112 and itself. Upon unfolding the connected composite, the unconnected ends of the panel 112 will form the same structure as the front panel 124 of Figure 15. Figure 16 then shows the seam 159 required to sew the non-connected ends of the large panel 112 (of the Figure 1). 14), and Figure 17 provides a side view of the finished cushion 160. Figure 18 shows a fully deployed inflatable restriction cushion 160 in opposed relation to an occupant 162 located in the front seat 164 of a vehicle 166 such as an automobile, airplane and similar. As illustrated, the cushion 160 can deploy outwardly from the board 167 through an inflation means 168 from a position directly opposite the occupant 162. It will be understood, however, that the cushion 160 can likewise be deployed from any other desired location in the the vehicle 166 including the steering wheel (not shown), the side panels of the vehicle (not shown), the floor (not shown) or the backrest of the front seat 164 to place in opposite relation to a rear passenger (not shown). In Figure 19, a fabric weft 210 is illustrated, where eight fabric panels to be cut have been delineated 212, 214, 216, 218, 220, 222, 224, and 226. Also, pieces of specific fabrics to be removed and slots 228, 230, 232, within the two largest cloth panels 212, 214 are delineated equally. The fabric web 210 in this specific example comprises nylon 6,6, 630 denier yarns, woven fabrics in a jacquard loom in a fabric 210 comprising 41 weft yarns by 41 ends per 2.54 cm (inch). In Figure 20, two smaller preferred fabric panels 216, 218 have been connected to a preferred large fabric panel 212 by substantially straight seams 234, 236, 238, 240. An imaginary straight line 242 denotes the future fold line within of the fabric composite of the fabric panels 212, 216, 218. In Figure 21, the fabric panel 212 has been folded over the imaginary line 242 (in the middle) leaving a smaller cloth panel 216 in view ( the other is not illustrated since it is now located in the bottom portion of the cloth panel 212 directly below the smaller cloth panel 218). A seam 244 connects the fabric panel 212 to itself and also connects the smaller fabric panels 216, 218 to both the larger panel 212 and itself. Upon unfolding the connected composite, the unconnected ends of the panel 212 will form the same structure as the front panel 224 of Figure 22. Figure 23 then shows the seam 252 required to sew the non-connected ends of the large panel 212 (of the Figure 21), and Figure 24 provides a top view of a finished cushion 246 and Figure 25 provides a side view of a finished cushion 250, after all connections have been made through the seams 234, 244, 248. Figure 26 shows a fully deployed inflatable restriction cushion 260, in opposite relation to an occupant 262 located in the front seat 264 of a vehicle 266 such as a car, airplane and the like. As illustrated, the cushion 260 can be deployed outwardly from the board 267 through an inflation means 268 from a position directly opposite the occupant 262. It will be understood, however, that the cushion 260 can likewise be deployed from any other desired location in the the vehicle 266, including the steering wheel (not shown), the side panels of the vehicle (not shown), the floor (not shown) or the backrest of the front seat 264 to place in opposite relation to a rear passenger (not shown) . These specific configurations and shapes provide for the use of lower total stitching compared to the volume of available inflation air space. Specific measures for each cushion of the invention manufactured in this configuration (but with different amounts of fabric used) are further described in Table 2, below. Each of the panels used in these preferred embodiments can be formed into a number of materials including, by way of example only and limitation, woven fabrics, interwoven fabrics, non-woven fabrics, movies and their combinations. Woven fabrics may be preferred, with woven fabrics formed of a tightly woven construction such as taffeta or panama weave constructions which are particularly preferred. These woven fabrics may be formed from polyester yarns, polyamides such as nylon 6 and nylon 6, 6 other convenient material as may be known to those skilled in the art. Multifilament yarns having a relatively low denier rating per filament no greater than about 1-4 denier per filament, may be suitable for bags that require particularly good foldability or good folding. In application, woven fabrics formed from synthetic yarns having linear densities of about 40 deniers to about 1,200 deniers are considered useful in the formation of the air bag according to the present invention. Fabrics formed of yarns having linear densities of about 315 to about 840 are considered particularly useful, and fabrics formed of yarns having linear densities in the range of about 400 to about 650 are considered the most useful. While each of the panels can be formed of the same material, the panels can also be formed of different materials and constructions such as, without imitation, coated or uncoated fabrics. These fabrics can provide high permeability fabrics having air permeability of about 2,360 cm / sec (5 CFM) per 929 cm 2 (square foot) (or higher, preferably less than about 1,416 cm / sec (3 CFM) per 929 cm 2) (square foot) or less when measured at a differential pressure of 1.27 cm (0.5") of water through the fabric, fabrics having permeabilities of approximately 472 to 1,416 cm / sec (1 to 3 CFM) per 929 cm2 ( square fabrics)) may be equally suitable Fabrics having permeability below 944 cm / sec (2 CFM) and preferably less than 472 cm / sec (1 CFM) in the uncoated state may be preferred. having permeability below 944 cm / sec (2 CFM) whose permeability does not substantially increase by more than a factor of about 2 when the fabric is subjected to biaxial stresses in the range of approximately 45.4 pounds (100 pounds force), may be preferred in particular, fabrics that exhibit these characteristics that are formed by means of fluid jet interfacing may be the most preferred, although as previously noted, woven in jacquard and / or machine loom also allows an unnecessary production of seams by greater welding or intense sewing operations. in additional labor. In the case where the coating is used in one or more panels of material, neoprene, silicone or urethanes or dispersed polyamides may be preferred. Coatings such as dispersed polyamides having dry addition weights of about 20.34 g / m2 (0.6 ounces per square yard) or less and more preferably about 13.56 g / m2 (0.4 ounces per square yard) or less and particularly preferably about 10.17 g / m2 (0.3 ounces per square yard) or less, can be particularly preferred in order to minimize the weight of the fabric and improve the folding. Of course, it will be understood that apart from the use of reversals, different characteristics may also be achieved in various panels through the use of fabrics that incorporate different interwoven densities and / or finishing treatments such as calendering, as may be known by those with skill in the specialty. While the air bag cushions according to the present invention have been illustrated and described herein, it will be understood that these cushions may also include additional components such as shapes defining belts, air vents and the like, as may be known. by those with skill in the specialty. With respect to comparable airbag cushions, the following table presents comparative sewing use factors for other well-known and commercially available air bag cushions. The labels used are those used in Standard &; Poor's DRl, a well-known publication that denote many different types of products offered for sale to the automotive industry.

Table 1 Comparative commercially available air bag cushion fabric use index factors. No. DRl Total weight Volume of S & P factor Fabric weight space of Employee (gm) ("C") air of available cloth available (C / B) nible (L) ('"B) GM-C4 1082.66 95.00 11,396 202 1050.90 129.00 8,147 GM4200 941.49 90.00 10,461 414T 1053.27 128.00 8.229 CY 1050.90 128.00 8.2109 CF 1095.67 128.00 8.560 The 414T and CF bags listed above are inclined cushions for use in conjunction with relatively horizontal boards. The others are used in conjunction with boards configured in substantially vertical form. In general, an airbag module manufacturer or automotive manufacturer will specify what dimensions and performance characteristics are required for a specific model and automobile model. Thus, volume of air space for inflating the airbag, front panel protection area (particularly for airbag cushion on the passenger side) and sufficient total protection for a passenger, are these required specifications. In comparison with those commercially available air bag cushions listed above, the air bag cushions of the invention that meet the same specifications (and in fact exceed the total passenger protection characteristics against the cushions of the prior art) but they require less fabric, less fabric weight, less sewing length for sewing operation, and thus cost significantly less than competitive cushions. The dimensions and weight factors of fabric for the bags of the invention (which are compared with those in Table 1, above, directly and as noted) will be presented below in tabular form: Table 2 Fabric usage index factors for airbag cushions of the invention in correlation with air bag cushions with S &P DRl numbers that require similar dimensions and performance characteristics. Bags Total weight Volume of Correlation factor- Cloth fabric weight space Employed air by No. (gm) ("C") fied available (C / B) DRl SSePnible (L) (" B ") GM-C4 582.08 95.00 6,127 202 600.51 129.00 4,655 GM4200 574.18 90.00 6,380 414T 632.12 128.00 4,938 CY 547.84 128.00 4,280 CF 632.12 128.00 4,938 Clearly, the bags of the invention possessing the same volume of available air space of inflation or area of front fabric panel as the commercially available pads of prior comparative technique (bags) require much less in the way of total fabric use, which in this way correlates in total much fewer effective sewing wear factors. Furthermore, as noted above, in standard impact tests, these bags of the invention (cushions) either perform like or outperform their more expensive commercially available counterparts. While specific embodiments of the invention have been used and described, it will be understood that the invention is not limited thereto, since modifications and other embodiments of the principles of this invention can certainly be made, no doubt will occur to those with skill in the specialty. Therefore, it is contemplated by the appended claims to cover all these modifications and other embodiments that incorporate the characteristics of this invention which is the spirit and actual scope of the appended claims.

Claims (16)

1. CLAIMS 1.- An air bag cushion, having at least one fabric component, wherein the air bag cushion has an effective fabric weight factor of at most 8.0.
2. 2. The air bag cushion of claim 1, characterized in that it has an effective fabric weight factor less than about 7.70.
3. 3. The air bag cushion of claim 2, characterized in that it has an effective fabric weight factor less than about 7.5.
4. 4. The air bag cushion of claim 3, characterized in that it has an effective fabric weight factor less than about 7.0.
5. 5. The airbag cushion of claim 4, characterized in that it has an effective fabric weight factor less than about 6.50.
6. 6. The air bag cushion of claim 5, characterized in that the air bag cushion comprises a loop cavity in which an inflation can can be placed.
7. 7. The air bag cushion of claim 6, characterized in that the air bag cushion further comprises tensioners.
8. 8. The air bag cushion according to claim 1, characterized in that it comprises at least two fabric components connected by at least one seam.
9. 9. A system for vehicle restriction comprising the air bag cushion according to claim 1.
10. 10. A system for vehicle restriction comprising the air bag cushion according to claim 2.
11. 11. - A system for restricting the vehicle comprising the air bag cushion according to claim 3.
12. 12. - A system for restricting the vehicle comprising the air bag cushion according to claim 4.
13. 13.- A vehicle restriction system comprising the air bag cushion according to claim 5.
14. 14. A system for restricting vehicle comprising the air bag cushion according to claim 6.
15. 15. A system for vehicle restriction comprising the air bag cushion according to claim 7.
16. 16. - A system for vehicle restriction comprising the air bag cushion according to claim 8.