Patent Application
20210086713
The present invention relates to a system that is mounted on a mounting structure or chassis intended to protect the vehicles and their occupants. The system uses a main computer, high-precision radars, external airbag impellers, airbags that protect the vehicle and to some extent help its buoyancy, fluid sensors to detect the water limit that the vehicle can reach, and if these sensors are activated send a signal to the main computer that is responsible for activating air bag impellers, an inclinometer to detect the limit of inclination established in the vehicle and if the inclinometer detects an inclination that exceeds the limit established, this sends a signal to the main computer that is responsible for activating all the air bag impeller devices; and a monitor with signal transmitters to visualize in the state in which the system is located.
Systems and devices for outdoor airbags in vehicles have gone through a series of changes since its invention, achieving with these changes, more reliability and safety, focusing in general on the protection of the occupants of the vehicle or the protection of the pedestrians and not in the protection of the body, although there are systems and devices for outdoor air bags that can protect it from small impacts. As is known, the body in conjunction with the chassis, works as the most important means of protection, since these are the ones that will receive most of the blows; For this reason, the design of the body and the chassis have been perfected to make them more efficient, dissipating the impact energy. This has led to the creation of more flexible bodies, and having the capacity to absorb more energy, this is more destroyed, but much less damage is produced inside the vehicle. However, despite the advances, the body or chassis is still the most important means of protection and do not fully meet the objective of protecting the occupants, especially at high speeds, also when the vehicle is overturned or trapped by water, in these cases the security systems do not manage to do their work with greater efficiency or literally do not work and the vehicle or the people inside it are totally exposed to all kinds of damages.
One of the limitations observed when two vehicles collide, is that the body suffers damage that could be irreparable, but also these damages can become a threat to the occupants. Here are several examples to get a better understanding of the problem.
1—A person who cannot be removed from a vehicle that catches fire because the doors are blocked by the impact and the chassis is putting pressure on the body.
2—A vehicle that moves at a considerable speed, could be as an example, 62 mph and this impacts another vehicle.
3—A vehicle that loses control and it flips over.
4—A vehicle that loses control and falls into a ravine.
5—A vehicle that is trapped in the rising of a river or falls on a considerable surface of water. In these cases, the vehicle and its occupants are seriously exposed to any type of damage.
The system that is recommended is associated with a number of air bag drivers, airbags, radars, a main computer of the CPS system, an inclinometer, fluid level sensors, a monitor with signal transmitters, that it will indicate us in the state in which the system is located, and an energy supply, all mounted on a mounting structure or chassis, operating together and independently of any other system the vehicle possesses. The purpose of the system is to protect the occupants of the vehicle and the vehicle.
The function of the air bag impellers is to push an airbag to the outside, which is inflated by means of detonating charges, and due to the explosion, it releases a large volume of gas that will fill the air pockets. Also the devices, when expelling the airbags of the vehicle by means of pistons or folding arms, create a space between the body and the air bags, this avoids that when inflating the airbag does not produce a friction with the body.
More specifically, the airbag impellers are connected in parallel according to the model to which they belong and at the same time they are connected to the CPS, in this way when the CPS sends the electrical activation signal to an airbag driving device, it is simultaneously activate all devices that are connected in parallel to the device that has been sent the activation order.
The airbag drives that we call “folding arms” are inside a protective base that is located in the middle of the two side doors of the vehicle, protected by a protective cover that is broken on the inside; The protective cap is attached with plugs from the edge of the outside of said protective base, completely covering the “folding arm” air bag impeller. When the “folding arm” air bag impeller is push outwards, exert a pressure on the broken protective cover, destroying it and getting out without problems to the outside. The device of “Folding Arms” is activated in a process of several stages that works as follows: The radars send an order or electrical signal to the CPS which in turn processes the information to then issue an order or electrical signal to the switch that will send an electrical activation signal to the safety devices that have a safety hook and when receiving the electrical signal, these hooks produce a turn of approximately 45 degrees, releasing the air bag propellers “Folding arms” At the bottom of the device “Folding arm” has mechanisms of action that are connected to the detonating chargers of the device “folding arm” and when these mechanisms of action collide with other mechanisms of action that have active current, which are located on the front platform, sends an electrical signal to the detonating chargers, causing the gas inside to be released into the air pockets, filling it. In this way, the area of the side doors is protected, preventing any vehicle or object from directly hitting the bodywork.
The airbag impellers we call “Piston Type” are inside a protective base and the outside is covered with a protective cap that is broken on the inside, fastened with plugs all over the edge. The outside of said protective base, completely covering the airbag impellers' “Piston type”. When the “Piston Type” air bag impellers are pushed outwards, it exerts a pressure on the broken protective cover, fragmenting it and getting out without problems to the outside. The “Piston Type” airbag impellers are activated in a multi-stage process that works as follows: The radars send an electrical signal to the CPS that in turn processes the information to then issue an order or electrical signal to the detonating chargers that are located in the back of the main base in the form of a cylinder, releasing the gas that impelled the piston forward which has a mechanism of action connected with the front detonating chargers, and in the front of the main base has a limiting base or collar with action mechanism that has active current; When the mechanism of action of the pistons collides with the mechanism of action of the base or limiting collar, it sends an electrical signal to the front detonating chargers, causing the gas inside to be released into the air pockets, filling it. In this way the parts of the vehicle are protected according to the area covered by the airbag driving devices, preventing any vehicle or object from directly hitting the bodywork.
In case the vehicle in which we are losing balance, the system has an inclinometer that detects the tilt limit and if the vehicle exceeds this limit, the inclinometer sends an order or electrical signal to the CPS to activate all the devices of air bag in this way all parts of the vehicle are protected. If the vehicle is trapped in a flood of a river or falls on a large surface of water, the system has several fluid sensors; if the sensors detect a water pressure that goes beyond the limit established by said sensors, they send an electrical signal to the CPS to activate the air pockets of the lower part of the vehicle or in certain cases activate all the air pockets. The function of the airbags is to cushion and absorb part of the energy that is produced in the impact or in certain cases it helps to delay or prevent the collapse of the vehicle.
More specifically, the system that is advocated responds in the following way:
(a) If the radars detect an approaching object at high speed, in case it is a possible impact, the radars send an electrical signal to the CPS, which is responsible for processing the information to issue an activation order to the device Airbag driver that is closest to the approaching object.
(b) If our vehicle is heading towards an object, which could be a vehicle, a tree, a light pole, a wall and the radars detect it as a possible impact, the radars send an electrical signal to the CPS, which will be responsible for activating the drive device that is closest to the object.
(c) If our vehicle is caught in a river rising or falls on a considerable surface of water, and the water exceeds the limit of the level that has been established in the fluid sensors; The fluid sensors send an electrical signal to the CPS that will activate the airbag impellers that are located in the lower part of the vehicle or in certain cases activate all the air pockets.
(d) If the vehicle loses its balance and the inclinometer detects that it has exceeded the tilt limit, it sends a signal to the CPS to activate all the air bag drive devices.
The system for the development of its functions basically comprises the following:
Identification of the parts that make up the system:
The invention whose protection is requested responds with greater efficiency in front of the existing outdoor airbag systems, managing to reduce the damage that can be received by the vehicle and its occupants, since air bag ejector devices in conjunction with air bags they would absorb as much energy as possible from the impact and not the bodywork or the chassis, they would also help to avoid or diminish the blows if the vehicle turns, or to delay the collapse of the vehicle if it falls on the water or is trapped in she. The truth is that I do not know an invention that allows to protect the occupants and the vehicle like the one presented below.
The advantages and benefits of this system are obvious, you could avoid damages such as victims with serious injuries or fatal victims, also reduce the financial cost that could represent for people who are involved in an accident or family members and governmental bodies that each year they invest a significant amount of resources due to traffic accidents.
Next, for clarity and understanding of the invention, a series of non-limiting figures is briefly described, all done in simple titles of examples, with their parts identified with letters and numbers in this way:
(N3) assembled and the air bag (N8) placed and bent, inside the protective base (E11).
The main mounting structure (MS1) is constructed of a strong material, preferably aluminum, which helps protect and reinforce the vehicle.
The main mounting structure (MS1) of the present invention comprises; a base for the mounting structure (J1) having recesses configured to place a plurality of screws in the lower part of the removable protective bases (E1), (E6), (E7), (E8), (E12). The base for the mounting structure (J1) is responsible for protecting the lower part of the mounting structure (MS1), a base for the mounting structure (J4a) that allows to reinforce the center part of the mounting structure (MS1) it has three recesses with some ridges that form an “L” that protrude towards the inside, said ridges form a rectangle that is aligned with the holes of the base for the mounting structure (J1). when the edges of the ridges of the mounting structure (J4a) meet the edges of the holes of the mounting structure (J1), it is welded all along the edge of the bottom of the holes of said base, until it is completely sealed. In (
When the protective bases (E6), (E7), (E8) are placed they serve as reinforcement for the mounting structure (MS1).
The reinforcements (J2a) and (J3a) will be soldiers, one at each end of the side of the central part of the mounting structure (MS1), and the reinforcements for the base of the mounting structure (J10a) are placed horizontally, welded to the reinforcements for the mounting structure (J2a) and (J3a) forming a central frame, as seen in (
The reinforcement for the mounting structure (J2a) is placed with welding on one of the sides of the mounting structure (J4a), this reinforcement has a hole that extends from front to back, forming a slight curve at its ends to grant greater strength to the reinforcement. Observe in (
The reinforcement for the mounting structure (J3a) is placed with welding on one of the sides of the mounting structure (J4a), this reinforcement has a hole that extends from front to back, forming a slight curve at its ends to give greater strength to the reinforcement. Observe in (
After placing the reinforcements (J2a) and (J3a), the protective bases (E16) are welded into each recess of said reinforcements, so that said protective bases protect the entire area of the recesses, preventing water or other particles from entering. inside the base for the mounting structure (J4a).
The protective bases (E16) comprises of holes configured to place with high strength glue of said holes, a rubber with a piece having a hole in the middle and in the internal part of said hole has an antifriction element, said piece is configured so that the rods (D1.13) of the air bag impeller devices (D1) can exit or enter. The stems (D1.13) when placed inside the antifriction part, serve as a blocking element so that water or any unwanted particles cannot penetrate to the inner part of the center part of the mounting structure (MS1).
The details of the protective base (E16) is not shown in the illustrations, only the external part of the protective base (E16) already placed is identified in (
The wheel guards (J5a) and (J8a) will be soldier to the reinforcement for the mounting structure (J3a) and in turn will be soldier to the base for the mounting structure (J4a), and the opposite side of said protectors are subject with welding of the base for the mounting structure (J1); and the tire protectors (J6a) and (J7a) will be soldier to the reinforcement for the mounting structure (J2a) and to the base for the mounting structure (J4a) and the opposite side of said protectors is fastened with welding the base for the mounting structure (11). To have a better understanding of the position of said protectors for the tires observe the (
The wheel guards (J5a), (J6a), (J7a), (J8a) when placed in their corresponding form function as reinforcement for the mounting structure (MS1).
The rims that are inside the protective base (J5a), (J6a), (J7a) and (J8a) that are observed in the illustrations do not have any element to place them, it only serves as an illustrative reference to better understand the invention. The space that is formed between the said protectors for the tires, it is obvious that in that space will be placed all the components or pieces that will be used to place the tires.
The reinforcements for the base of the mounting structure (J9a) are welded to the central area of the base for the mounting structure (J4a), and the ends of said reinforcements are welded with reinforcement for the structure of the structure. Assembly (J2a) and (J3a) to reinforce it. Observe the (
The base for the mounting structure (J1a) is configured to be placed contractively in the center of the mounting structure (MS1) where it is welded to the tire protectors (J5a), (J6a), (J7a), (J8a), of the reinforcements (J9a) and of the base for the mounting structure (E9), (E10). Said base is responsible for reinforcing and protecting the entire central part of the mounting structure (MS1), and functions as a vehicle coupling platform.
The removable protective base (E1) comprises ridges that protrude with a plurality of holes where a rubber gasket (EG) is placed on the upper part of said flanges and in the lower part a plurality of screws are introduced through the holes. They will be fastened to the lower part of the mounting structure (J1), and in the inside part of the flanges comprises edges with a plurality of holes configured to place the gripping caps (ER), and said edges are configured to place the protective cap (E1a). For greater understanding observe (
The removable protective base (E12) comprises ridges that protrude with a plurality of holes where a rubber gasket (EG) is placed on the upper part of said flanges and in the lower part a plurality of screws are introduced through the holes. they will be fastened from the lower part of the mounting structure (J1), and in the inside part of the flanges comprises edges with a plurality of holes configured to place the gripping caps (ER), and said edges are configured to place the protective cap (E12a). For greater understanding observe (
The protective base (E2) is characterized in that it comprises a lower base forming a curve configured to be welded onto the tire protector (J5a). On the inside of the protective base (E2) is configured to fasten the airbag driver (D1) with screws (D1.4). Said protective base has a compartment where the air bag (N8) attached to the air bag driver (D1) is placed, said protective base has edges on the outside with a plurality of holes, on said edges the rubber gasket (EG). The protective cap (E2a) has at the edges of the internal part a plurality of holes configured to place the grip plugs (ER). When placing said gripping plugs they are aligned with the holes of the edges of said protective base, then said protective cap is placed so that the gripping plugs (ER) are held inside the holes.
The protective base (E3) is characterized in that it comprises a lower base forming a curve configured to be welded onto the tire protector (J6a). On the inside of the protective base (E3) is configured to fasten the air bag driver (D1) with screws (D1.4). Said protective base has a compartment where the air bag (N8) is attached to the air bag driver (D1), said protective base has edges on the outside with a plurality of holes, on said edges the rubber gasket (EG). The protective cap (E3a) has on the edges of the internal part a plurality of holes configured to place the grip plugs (ER). When placing said gripping plugs they are aligned with the holes of the edges of said protective base, then said protective cap is placed so that the gripping plugs (ER) are held inside the holes.
Then place the air bag devices (D1) as follows: On the right side of the upper part of the base for the mounting structure (J4a) are arranged of holes configured to place said driving devices with screws (D1.4), so that the front part of driving devices (D1) are fixed from the inner part of the protective base (E16), and the holes of said drivers are aligned with the holes of the protective base (E16), then introduced on the outside the stems (D1.13) through the hole of the antifriction piece that is aligned with the hollow of said driving devices so that the back of the protective cover (D1.3) is perfectly placed on the outside of the protective base (E16).
When the air bag devices (D1) are fitted, the protective cap (E17a) will be fitted accordingly.
Then place the air bag devices (D1) as follows: On the left side of the upper part of the base for the mounting structure (J4a) are arranged of holes configured to place said driving devices with screws (D1.4), so that the front part of the driving devices (D1) are fixed from the internal part of the protective base (E16), and the holes in the front of said driving devices are aligned with the holes of the protective base (E16), then the external shanks (D1.13) are introduced through the hole of the antifriction part that is aligned with the hollow of said driving devices so that the back of the protective cover (D1.3) is perfectly placed on the outside of the protective base (E16).
in its corresponding place. Observe (
The base for the mounting structure (E9) will be placed with welding on the reinforcement (J3a), said base is practically in the middle of the mounting structure (MS1) with the purpose that the front and rear doors of the right side of the vehicle are separated from each other to achieve that the airbag driver (A1) can go out freely without any inconvenience and in turn manages to protect the right side area in a better way, then placed with screws (A1.6) the airbag drive devices (A1) inside the forming compartment, and then the air bag (N8) is positioned so that it is held in place by the air bag driver (A1). In (
The base for the mounting structure (E10) will be placed with welding on the reinforcement (J4a), said base is practically in the middle of the mounting structure (MS1) with the purpose that the front and rear doors of the left side of the vehicle are separated from each other to achieve that the air bag driver (A1) can go out freely without any inconvenience and in turn manages to protect the area of the right side of a better way, then placed with screws (A1.6) the air bag drive devices (A1) within the forming compartment, and then the air bag (N8) is placed so that it is held in place by the air bag driver (A1). In (
The protective bases (E1l) will be placed on the chassis of the vehicle in two ways: the first is in the manufacturing process of the vehicle chassis, so that several resistant reinforcements are added to the roof, preferably made of steel, forming a rectangle, where is placed the protective base (E1l) that fits perfectly inside the hole that forms the rectangle, then grab it with solder until it is completely fixed and sealed to the chassis, and the second: it is an adaptation to the chassis where a part of the roof of the body, leaving a hollow in the shape of a rectangle, and inside the hole welded with a strong reinforcement preferably of steel, on each side of the hole, until it is reinforced. Then the protective base (E1l) is placed, which fits perfectly into the hole that forms the rectangle, then it is welded to the top and bottom edge of the hole until it is completely sealed and fixed to the chassis. After the protective base (E1l) has been put in place, the air bag impellers (B1) are placed the screws with their nuts (B1.18) in the holes. the inner part of said protective base and in the formed compartment is placed the air bag (N8) held by the air bag driving devices (B1) and in the external part has edges with holes where the protective cover (E11a) is placed by means of some gripping plugs (ER).
The protective bases (E4) and (E5) are placed on the hood of the vehicle so that two areas of the top of the hood are subtracted, leaving two recesses in the shape of a rectangle, where a reinforcement will be placed with welding, preferably in aluminum for each edge of the bonnet holes forming a rectangle and inside one of the holes the protective base (E4) is placed, which is configured to fit perfectly, then it is welded all along the top and bottom edge of the hole that corresponds to the bonnet until it is completely fixed and sealed. The lower base of the protective base (E4) has gaps that are configured to place the airbag impelling devices (B1) so that said devices are placed with screws (B1.18) of the edges of the holes of the protective base (E4), then the air bag (N8) is placed inside the compartment, and are attached to the airbag drive devices (B1). Observe the (
In the other hole, the protective base (E5) is placed, which fits perfectly and is welded all along the top and bottom edge of the other hood until it is completely fixed and sealed. Then the air bag impellers (B1) of the lower protective base are placed with screws (B1.18) in some holes. Then the airbags (N8) are placed inside the compartment, and they are attached to the airbag impellers. The protective base (E5) in the upper part has edges with a plurality of holes configured to place the rubber gasket (EG), then the removable cover for the protective base (E5a) by means of a gripper (ER) plugs. In the (
The removable protective base (E6), is characterized in that it comprises a base with holes configured to place the devices (C1). The protective base (E6) has ridges with holes; said protruding ridges are placed in the upper part a rubber gasket (EG), and on the inside of said ridges, it has an edge with holes where the protective cap (E6a) is placed. When the protective base (E6) is placed in the hole in a constructive manner, it is fastened with screws from the lower part of the base for the mounting structure (J1), being perfectly joined and sealed from the base for the mounting structure (J1). For better understanding observe the
The removable protective base (E7) is characterized in that it comprises a base with holes configured to place the devices (C1). The protective base (E7) has ridges with holes; said protruding ridges are placed at the top a rubber gasket (EG), and on the inside of said ridges, has an edge with holes where the protective cap (E7a) is placed. When the protective base (E7) is placed in the gap in a contractive manner, it is fastened with screws from the bottom of the base for the mounting structure (J1), it is perfectly joined and sealed from the base for the mounting structure (11). For better understanding observe the
The removable protective base (E8), is characterized in that it comprises a base with holes configured to place the devices (C1). The protective base (E8) has ridges with holes, said ridges protrude, and a rubber gasket (EG) is placed on top, and on the inside of said ridges, it has an edge with holes where the protective cover will be placed (E8a) When the protective base (E8) is placed in the hollow in a constructive way it is fastened with screws of the lower part of the base for the mounting structure (J1), it is perfectly joined and sealed from the base for the mounting structure (J1). For better understanding observe the
The protective base (E13) is placed in the trunk of the vehicle so that an area is subtracted from the top of the trunk, leaving a rectangle-shaped hole where 4 reinforcements are preferably welded in aluminum, one for each edge from the hollow, forming a rectangle and inside the hole the protective base (E13) is placed perfectly inside the hollow and welded with the upper and lower part of the hollow edge of the trunk until it is completely fixed and sealed. Then, the air bag impellers (B1) are attached with screws (B1.18) of the protective base (E13). Said protective base has edges at the top with holes, said edges are configured to place the rubber gasket (EG), after the rubber gasket is put in place, the protective cap is pressed (E13a) which is configured to be placed on top of said protective base.
The protective base (E14) is placed in the front bumper of the vehicle in two ways: the first is in the manufacturing process of the front bumper, where a hole or compartment is created with holes in the base inside where the devices will be placed thrusters of air bags (D1) so that there is space inside the hole or compartment to place the air bags (N8) accordingly. The second: it is an adaptation of the front bumper where a part is subtracted to create a hollow or compartment configured to place the airbag devices (D1) and the airbags (N8) accordingly. Said protective base has edges on the outside with holes, said edges are configured to place the rubber gasket (EG), after the rubber gasket is put in place, the protective cap is pressed (E14a) which is configured to be placed on top of said protective base.
Observe the (
The protective base (E15) will be placed on the rear bumper of the vehicle in two ways: the first is in the manufacturing process of the rear bumper, where a hole or compartment is created with holes in the base inside where the devices will be placed air bag impellers (D1) so that there is space inside the hole or compartment to place the air bags (N8) accordingly. Said protective base has edges at the top with holes, said edges are configured to place the rubber gasket (EG), after said rubber gasket is put in place, the protective cover is pressed (E15a) wherein said protective cap has in the internal part a plurality of holes configured to place the grip plugs (ER), which will be held within the holes of the outer edges of the protective base (E15).
Observe the (
All the air bag impellers (A1), (B1), (C1), (D1) before placing it in the mounting structure (MS1), the joining piece (N3) that is visualized will be welded in (
Observe the (
For a better understanding of the (ER) plug, observe the (
The cover (ER2) is made of rubber and has a hole in the back, said cover is larger than the hole in the front cap (ER1), where it is above said cap, and in the hole in the back is placed the piece of union (ER5), which is glued with high strength glue, then the front cap (ER1) is placed on the back of the lid (ER2) which will be a flexible rubber, which can enter under pressure by the holes (EG1), and upon entering, return to its respective shape, sealing the inside of the hole (EG1) and preventing it from coming out again. The other end of the connecting piece (ER5) will enter through the hole in the main base (ER3), but before gluing it, the rubber gasket (ER4) is placed in the main base (ER3). When the plug (ER) is assembled, high-strength glue is placed on the back of the main base (ER3) before placing said plugs in the holes of the internal part of the protective bases.
Before placing the protective caps, glue will be placed over the edge area (EG2), to place the rubber gasket (EG). When the protective caps are placed, the rubber gasket (EG2) will be completely adhered to the rubber gasket (ER4), thus preventing any unwanted element from entering through the holes (EG1) or the edges of the protective bases. (E10). This method will be applied in all the protective bases (E1), (E2), (E3), (E4), (E5), (E6), (E7), (E8), (E9), (E10), (E11), (E12), (E13), (E14), (E15), and the protective caps (E1a), (E2a), (E3a), (E4a), (E5a), (E6a), (E7a), (E8a), (E9a), (E10a), (E11a), (E12a), (E13a), (E14a), (E15a), (E16a), (E17a).
For greater understanding, observe (
The protective cap (E1a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said gripping caps placed, it is placed under pressure on the edges of the cap. the outer part of the protective base (E1), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (C1) are driven outwardly said cover is fragmented so that the device can exit without inconvenience to the outside and fulfill its function.
The protective cap (E2a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said grip plugs placed, it is placed under pressure on the edges of the lid. the outer part of the protective base (E2), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving device (D1) is pushed outwardly said cover is fragmented so that the device can exit without inconvenience to the outside and fulfill its function.
The protective cover (E3a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when these grippers are placed, they are placed under pressure on the edges of the cover. the outer part of the protective base (E3), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving device (D1) is propelled to the outside, said cover is fragmented so that the device can exit without problems to the outside and fulfill its function.
The protective cover (E4a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said gripping plugs placed, it is placed under pressure on the edges of the cover. the outer part of the protective base (E4), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (B1) are driven outside, said cover is fragmented so that the devices can exit without problems to the outside and fulfill their function.
The protective cap (E5a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said gripping plugs placed, it is placed under pressure on the edges of the lid. the outer part of the protective base (E5), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (B1) are driven outside, said cover is fragmented so that the devices can exit without problems to the outside and fulfill their function.
The protective cap (E6a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when these grippers are placed, it is placed under pressure on the edges of the cap. the outer part of the protective base (E6), said inner part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (C1) are driven outside, said cover is fragmented so that the devices can exit without problems to the outside and fulfill their function.
The protective cap (E7a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when they have said gripping caps placed, they are placed under pressure on the edges of the cap. the outer part of the protective base (E7), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (C1) are driven outside, said cover is fragmented so that the devices can exit without inconvenience to the outside and fulfill their function.
The protective cap (E8a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when these grippers are placed, they are placed under pressure on the edges of the cover. the outer part of the protective base (E8), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them When the driving devices (C1) are pushed out, said cover is fragmented so that the devices can exit without problems to the outside and fulfill their function.
The protective cap (E9a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when these grippers are placed, they are placed under pressure on the edges of the cap. the outer part of the protective base (E9), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving device (A1) is pushed outwardly said cover is fragmented so that the devices can exit without inconvenience to the outside and fulfill their function.
The protective cap (E10a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when these grippers are placed, they are placed under pressure on the edges of the cover. the outer part of the protective base (E10), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them When the driving device (A1) is pushed outwardly said cover is fragmented so that the devices can exit without inconvenience to the outside and fulfill their function.
The protective cap (E11a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said grip plugs placed, it is placed under pressure on the edges of the lid. the outer part of the protective base (E1l), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them When the driving devices (B1) are driven outside, said cover is fragmented so that said devices can exit without problems to the outside and fulfill their function.
The protective cap (E12a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said gripping caps placed, it is placed under pressure on the edges of the lid. the outer part of the protective base (E12), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them When the driving devices (C1) are released to the outside, said cover is fragmented so that said devices can exit without problems to the outside and fulfill their function.
The protective cap (E13a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are constructively placed with glue, when it has said gripping plugs placed, it is placed under pressure on the edges of the cap. the outer part of the protective base (E13), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them When the driving devices (B1) are driven outside, said cover is fragmented so that said devices can exit without problems to the outside and fulfill their function.
The protective cap (E14a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when these grippers are placed, they are placed under pressure on the edges of the cap. the outer part of the protective base (E14), said internal part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them When the driving devices (D1) are propelled outwardly said cover is fragmented so that said devices can exit without inconvenience to the outside and fulfill their function.
The protective cap (E15a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said gripping caps placed, it is placed under pressure on the edges of the cap. the outer part of the protective base (E15), said inner part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the outer part the breaks cannot be observed because it has a sheet that covers them When the driving devices (D1) are released to the outside, said cover is fragmented so that said devices can exit without problems to the outside and fulfill their function.
The protective cap (E16a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are placed with glue in a constructive manner, when it has said grip plugs placed, it is placed under pressure on the outer edges of the reinforcements (J3a), said inner part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (D1) are driven outwardly said cover is fragmented so that said devices can exit without inconvenience to the outside and fulfill their function.
The protective cap (E17a) has a plurality of holes in the edges of the internal part where the grip plugs (ER) are constructively placed with glue, when placed with said grip plugs, it is placed under pressure on the outer edges of the reinforcements (J2a), said inner part of the protective cover is broken so that the center part is more weakened than the surrounding areas, and in the external part the breaks cannot be observed because it has a sheet that covers them. When the driving devices (D1) are driven outwardly said cover is fragmented so that said devices can exit without inconvenience to the outside and fulfill their function.
For greater understanding of the CPS (I1) observe the (
The main computer of the system (I1) has a plurality of modules (A1.41), (B1.26), (C1.22), and (D1.32). Each module is identified with the corresponding air bag driver device. The main elements that constitute the modules are: a CPU, a central memory, a switch and the points of contact, which are plates of high electrical conductivity. The CPU is responsible for receiving and processing the information obtained from the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the inclinometer (H1) and the fluid sensors (WS) for the purpose of emitting an activation signal for the air bag drive devices (A1), (B1), (C1), (D1). The CPU is identified according to the part corresponding to it (A1.39), (B1.24), (C1.20), and (D1.33). The central memory is in charge of storing all the processes that the CPU executes, in this way the CPU if it is with identical processes, will no longer have to make additional calculations, in this way it is achieved greater speed in detecting a possible impact. The central memory is identified according to the part corresponding to it (A1.43), (B1.28), (C1.24), and (D1.36). The switch is the one that receives the signal from the CPU to activate the corresponding airbag device. The switches are identified according to the part corresponding to them (A1.40), (B1.25), (C1.21), and (D1.34). The contact points (A1.42) which are high conductivity plates configured to place the cables that connect the airbag drive devices (A1), (B1), (C1), (D1) the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the inclinometer (H1), the fluid sensors (WS) and the energy supply (G1).
We use Radars with the features presented in the patent document (U.S. Pat. No. 7,532,152B1).
The above invention is an automotive radar system having a high frequency radio transmitter that generates a radar signal in a known direction. A high frequency radio receiver receives echoes of the radar signal in which each echo represents a reflection of the radar signal of an object.
Next, a processor identifies the animated objects, if any, of the received echoes within a range of interest and generates a warning signal for each identified animated object. Next, a processor identifies the animated objects, if any, of the received echoes within a range of interest and generates a warning signal for each identified animated object.
In the present invention we adapt the radar system of the previous invention. 2 radars have been placed on each side of the vehicle, 8 in total, so that the waves generated by each radar do not interfere with each other, achieving better reading accuracy and greater amplitude of the area. The radars are in charge of receiving and processing the information to then send the data obtained to the CPS (I1), which will be responsible for processing and issuing the final order that consists of activating or keeping the airbag devices on alert (A1), (B1), (C1), and (D1). The radars when they detect the presence of animated objects and these are within the area of possible impact the system cannot be activated because it compromises the safety of said animated objects. The radars have three connections, which are: A positive, a ground and the line that communicates with the module.
We use fluid level detectors with characteristics like the one presented in (patent document U.S. Pat. No. 4,276,454A).
“The above invention is a two-level fluid level sensor intended to be used in ship bilges with complementary equipment that activates emergency equipment such as warning devices and/or pumps when the upper level is reached, and disables said equipment when the lower level is reached. The sensor is uniquely constructed with three specially coated water repellent probe elements which are housed in a receptacle which is in turn embedded in a molded body of plastic or the like to absolutely seal the detector unit against corrosion and mitigate the bridge accidental of the probes oil slicks and bilge drool”.
In the present invention, we adapt the fluid sensors of the previous invention to the system.
The fluid level sensors work in the following way:
The fluid level sensors will be placed in the middle of the car, two on each side, as shown in (
We use Devices to detect the angle of inclination with characteristics such as the one presented (patent document (U.S. Pat. No. 4,349,809A).
“The above invention relates to an accessory equipment for vehicles, and more particularly, to an apparatus for detecting the angle of inclination of a vehicle and for providing an alarm signal when the inclination of the vehicle exceeds a predetermined safety limit”.
In the present invention the inclinometer is located inside a sealed box having a tubular member with several high conductivity contact points, and at the opposite ends of the tubular member has several high conductivity contact points. When the angle of inclination of the vehicle exceeds the limit of inclination established by the inclinometer, that is to say that the vehicle is about to turn, the contact points of the tubular member will hit one of the contact points of the ends. This causes an electric current from the Energy supply (G1) to send a signal to the CPS (I1) that will activate all the airbag devices (A1), (B1), (C1), (D1).
In the present invention we use detonating chargers (DC) comprising, a protective cover (DC2) that serves to protect the container of compressed gas (DC6). On the front of the protective cover (DC2) a pressure seal (DC1) will be placed, said seal in its center is rubber, with a hole in the middle. The pressure seal (DC1) comprises grooves that form a circle, and that extends over the entire edge of the pressure seal (DC1), in the slot is placed under pressure and preferably with high strength glue, the tabs that you protrude into the front of the compressed gas container (DC6).
Then it is soldered through the edge of the slot until it is completely fixed and sealed. Then enter the front of the pressure seal (DC1), the back of the protective cover (DC2), so that the hole (DC12) is aligned with the whole (DC11). When the back of the protective cover (DC2) reaches the other end, the tab that is on the front of the protective cover (DC2), is above the edge of the pressure seal (DC1) to which it was applied in advance, preferably high strength glue for When the tabs of the protective cover (DC2) are properly fitted, fit and glued, then weld with solder all along the edge of the front of the tabs of the protective cover (DC2).
In this way the edges of the front part of the gas container (DC6) and the protective cover (DC2) are completely sealed. On the back of the compressed gas container (DC6) is configured to place a seal preferably in aluminum that is welded all over the outside edge, and in the center of said seal has a rubber pressure (DC7) with a hole in the middle. A plunger (DC8), which has a rubber stopper (DC9) at the front end, and a small stick attached to the material behind the rubber stopper, will enter through the hole; that protrudes on each side, forming a cross and at the rear end of the plunger (DC8) has a larger rubber stopper (DC13).
The plunger (DC8) is placed inside the compressed gas container (DC6) as follows: The rubber plug (DC9) enters through the hole in the back of the compressed gas container (DC6) until it reaches the other end, where it is placed under pressure in the hole of the front pressure seal (DC1) and simultaneously the rubber stopper (DC13) is placed in the hole in the back of the compressed air container (DC6), so that the rubber stopper (DC13) is completely adjusted from the pressure rubber (DC7). When placing the plunger in the corresponding manner; the compressed gas container is completely sealed.
The back cover (DC3) on the back of the protective cover (DC2) is then pressed so that the tabs protruding from the front of the back cover (DC3) are above the back of the protective cover (DC2), then it is soldered by the entire edge of the flange of the back cover (DC3) until it is completely fixed and sealed.
In the back of the back cover (DC3) the tablets of sodium acid are introduced, then the top cap (DC4) is placed under pressure and preferably with high strength glue inside the tabs that protrude towards the inside from the back of the back cover (DC3). When the bottom cap is properly positioned, it is welded all the way around the edge until it is completely fixed and sealed. The bottom plug (DC4) on the back has two cylinder-shaped bases that protrude, one below the other. In the center of the bases it has a groove in the shape of a rectangle, where the detonators (DC5) are preferably placed with high resistance glue and under pressure. In this way it is completely fixed and sealed. When the detonators (DC5) are correctly positioned; the front of the detonator (DC5) is in direct contact with the sodium acid tablets (DC10); and on the back of the detonators (DC5) the positive and negative cables protrude outwards.
The chemical compounds that are mixed with the tablets of sodium acid are: potassium nitrate and silicon oxide. As is known, potassium nitrate reacts with sodium to end up forming a mixture of alkaline oxides. Finally, these are combined with silicon dioxide to form a mixture of sodium and potassium alkali silicates, a stable and inert product.
The chemical components mentioned do not limit the possibility of using other components to improve the results.
The proposed detonating chargers (DC) do not limit the possibility of using other detonating chargers.
The air pockets (N8) may comprise at least one air inlet, but because several air bag impellers have been placed in parallel; the air bags (N8) of the present invention comprise several air inlets because said airbags (N8) are larger and require a large amount of gas to be filled.
The air bags (N8) of the present invention preferably use high strength nylon as the main material. The nylon parts that make up the airbags are described below as: 2 Main nylon part (N8.1), 4 side nylon parts (N8.2), 4 nylon corners (N8.3), 3 or 4 nylon base (N1) and plurality of exhaust valves. For better understanding, observe (
All nylon parts that make up the airbags (N8) are gripped on the edges preferably with high strength glue and with a nylon seam to complete the desired shape, except the nylon base (N1) that is placed with glue high strength and with several seams throughout the area of the air intakes that are at the bottom.
The assembly process of the air bags (N8) is not described in detail since the way in which it is assembled can vary. It should be noted that the design of the air bags can vary, but maintaining its essence, that is to say that it can have more air intake or less, it can be placed more gas exhaust valve or less, the position of the gas exhaust valve can change, the size of the airbags can be larger or smaller, the shape of the airbag can change.
When the air bags receive an impact, just at that moment, the pressure that is exerted inside the airbag, activates the gas exhaust valves, releasing the gas progressively by the sides, in this way the energy of the impact it dissipates towards the sides and thus we diminish the magnitude of the damage that the impact can cause.
For greater understanding, observe the (
The connecting piece (N3) is characterized in that it comprises a piece with flanges protruding from the lower part forming the grip area (N4). Said connecting piece is preferably placed with high strength glue on the protective cap (N7) and then welded by the entire outside edge of said joint and the gripping areas (N4). Then the border (N2) is placed on the joining piece (N3) under pressure and with high strength glue. The border (N2) comprises of a nylon base (N1) that protrudes from the top where it is sewn over the area of the gas inlet of the air bag (N7). When the edging (N2) is correctly placed on the connecting piece (N3), the edging (N2) is clamped (N5) so that the clamp (N5) is placed just below the protruding edges located on the upper part of the connecting piece (N3). The clamp (N5) is fastened with screws (N6) until it is completely fixed. In this way the air pockets of the airbag ejector devices (A1), (B1), (C1), and (D1) are held.
It is responsible for viewing in the state in which the system is located, it has a minimum of three connections; one connection is connected to the negative cable of the energy supply (G1) the second connection is connected to the positive cable of the energy supply (G1) and the third connection is connected to the CPS (I1). The cable that connects to the CPU (I1) is the one that supplies the monitor with the system data.
In the (
Preferred Way to Describe the Parts that Correspond to the “Folding Arm Type” Air Bag Drive Devices (A1):
The air bag drive device we call “folding arm type”, we identify it with the letter (A1) that is to say that all the parts identified with said letter, belong to said driving device.
Operation in Accordance with a Preferred Embodiment of the System and the Air Bag Driver “Folding Arm Type” (A1) is as Follows:
The radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8) receive the information, which in turn is passed to the CPU (A1.39) of the modules, who is responsible for processing it and then issue an order. In case these radars detect a possible impact, the CPU (A1.39) processes the information and then sends the activation signal to the switch (A1.40) who sends a signal to the security devices (A1.33) to deactivate the safety mechanism and thus the air bag driver (A1) is propelled forward. At the bottom of the airbag impeller devices (A1) is located the mechanism of action (A1.17) when said mechanism of action makes contact with the mechanism of action (A1.19) that has active current, sends the electrical signal to the detonating chargers (DC) that are connected in parallel so that they all activate simultaneously, releasing the gas that will fill the air bag (N8) in a way that protects the area that corresponds to it. All the processes detected by the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the inclinometer (H1) and the water sensors (WS), they are registered in the main memory (A1.43). These processes can be visualized in the monitor with signal emitters (K1), in this way we will know in the state that is the system.
The Preferred Embodiment of the Electrical Diagram (
All modules (A1.41) have the same characteristics, but operate independently. In this case we describe the module that is placed in the block (A1) where we can see the contact points (A1.42) identified by numbers. The contact point (6) is connected to the negative of the energy supply (G1), the contact point (5) connects the positive of the energy supply (G1). The contact point (1) is connected to the contact point (6) and the negative point of the safety devices (A1.33), the contact point (2) is connected to the positive point of the safety devices (A1.33), the contact point (16) is connected to the CPU (A1.39), which is responsible for sending the electrical signal through the contact point (16) to connect the contact point (5) to the point of contact (2) in such a way that when the switch (A1.40) receives the electrical signal, it passes the current to the contact point (2) to activate the safety devices (A1.33). The contact point (3) is connected to the positive of the activating device (A1.19) and the contact point (4) is connected to the negative of the activating device (A1.19). When the safety devices (A1.33) release the safety hooks, the detonating chargers (DC) are propelled forward and at the bottom, the activating devices (A1.17) when making contact with the positive and the negative of the activating device (A1.19) sends the signal to activate in this case, the 16 detonating chargers (DC), which are connected in parallel, and thus activate all the loads simultaneously, filling the airbags as much as possible to protect the area that corresponds. The contact point (7) is connected to the contact point (6) and in turn connected to the negative of the inclinometer (H1). The contact point (8) is connected to the point of contact (5) and in turn is connected to the positive of the inclinometer (H1). The contact point (15) communicates the inclinometer (H1) with the CPU (A1.39), in this way all the movements of the vehicle are processed by the CPU (A1.39) and at the same time the data is stored in the main memory (A1.43), in case the inclinometer (H1) detects the tilt limit of the vehicle before turning, The CPU (A1.39) sends an electrical signal to all the driving devices (A1), (B1), (C1) and (D1) simultaneously to activate it. The point of contact (9) is connected to the contact point (6) and in turn to the negative of the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), and (F8). The point of contact (10) is connected to the point of contact (5) and in turn to the positive of the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8). The contact point (14) is connected to the CPU (A1.39) which will process all the information transmitted by the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8). The contact point (11) is connected to the contact point (5) and is in turn connected to the positive of the signal transmitter (K1), the contact point (12) is connected to the contact point (6) and its Once with the negative of the monitor with signal transmitter (K1), the contact point (13) communicates the CPU (A1.39) with the monitor with signal transmitter (K1) and in this way all the CPU processes (A1.39) can be displayed. The contact point (18) is connected to the contact point (5) and in turn is connected to the positive of the fluid sensors (WS), the contact point (19) is connected to the contact point (6) and to the Once it is connected to the negative of the fluid sensors (WS), the contact point (17) communicates the CPU with the fluid sensors (WS). In this way, the data obtained from the fluid sensors (WS) is processed by the CPU (A1.39), to then send a signal to the fluid sensors (WS) in such a way that if 4 fluid sensors are activated, the CPU (A1.39) sends an electrical signal to the airbag devices “Folding Arm Type” (A1), in case all the fluid sensors (WS), the CPU (A1.39) are activated will send an electrical activation signal to all airbag devices (A1), (B1), (C1), (D1).
For greater understanding, observe (
On the basis of the figures referred to can be seen as the object of the invention comprises a front main base (A1.3) which has holes configured to place the protective caps (A1.2), a protective cover (A1.2) ordered to protect the detonating chargers, characterized in that it has several holes in the front part where the gas exits of the detonating chargers (DC) will come out. The protective covers (A1.2) are placed under pressure inside the holes of the front main base (A1.3) and seized with welding around the edge of the hole of the inside, some detonating chargers (DC), which in this case are 20 detonating chargers for the airbag (DC) placed in groups of 4, fastened with 2 rings (A1.38) under pressure, one in front and one behind, which serve to join and at the same time fix the detonating chargers (DC). Each group is placed in its respective hole of the main base (A1.3) until they fit perfectly in the hole, leaving the gas outlet of the detonating chargers (DC) aligned with the holes of the protective cover (A1.2). The back ring (A1.38) is attached to the edge of the back of the hole of the main base (A1.3) by means of welds, welding is also applied to the edges of the holes of the ring (A1.38) in conjunction with the detonating chargers (DC), in this way they are fixed and sealed to the main base (A1.3).
After they are placed, the wiring is connected (A1.26), then the wiring (A1.24) is connected to the wiring (A1.26) and it leaves through the output (A1.25). The main back base (A1.16) before placing it on the back of the front main base (A1.3), you will put some bolts, one on each side, seized with welding from inside the main base (A1.16), which will be used to place the foldable arms later (A1.10). In the (
The rear main base (A1.16) has two ears protruding, one for each corner, which has a hole in the middle for each ear configured to place and hold within each hole the rings with their bearing (A1.13). The main support (A1.8) has a tube in horizontal position at the upper end, said tube has a hole in the central part, and at the ends it has a hole, where said hole is placed in the middle of the two ears of the rear main base (A1.25), so that the hole of the tube is aligned with the holes of the ears, and the hollow of the central part of the tube is pointing towards the exit (A1.25), then the bolt (A1.12) is placed, which has a hole in the middle, which when placed in place is positioned so that it is aligned with the hollow of the main support (A1.8) and the exit (A1.25), in this way the wiring (A1.24) passes through the middle of the recesses, entering inside the main support (A1.8) and exiting at the bottom of said support. The base for the grips of the folding arms (A1.11) enters the bottom part of the main support (A1.8), when it is in its correct position, it is made a hole to the main support (A1.8) just where the bolt of the base will pass (A1.11), when placing the bolt, it is held so that it will not move to any side, then the folding arms are placed (A1.10) so that the protruding ear it has a hole configured to place the pin of the grip base (A1.11), when said ears of the folding arms are in place, there will remain a flange that protrudes from the bolt, where a pressure ring will be placed, both in the inside and outside, preventing the ear from moving from its place, and the other end of the folding arms (A1.10) will be held in the bolts that were previously placed to the rear main base (A1.16), caught on the outside with a snap ring to keep it from getting out of its corresponding place.
The connection piece with activating device (A1.17) has two connectors, which have 2 high-conductivity round plates, one positive and one negative, located at the tip protruding from said joining piece. Before placing the connecting piece (A1.17), the wiring (A1.24) is connected, which are two lines, one is connected to the positive contact plate and the other line is connected to the negative contact plate. The union piece (A1.17) in the upper part has a hole configured to place with high strength glue the lower part of the main support (A1.8) inside said hole, and in the lower part it has two holes configured to place with hooks of high resistance the hooks of the center part of the springs (A1.27).
The central protector (A1.29) is placed in the spring so that through the holes (A1.30) enter the hooks that are in the center pointing upwards. The central protector (A1.29) completely covers the central area of the spring (A1.27) in charge of supporting and propelling the support forward (A1.8). The springs (A1.27) are then placed on the rear platform (A1.20) so that the lateral hook of one of the spring enters the hole that has the hole in the inside. In the other spring (A1.27) the hook protruding at the end into the hole of the other hole is entered; the sides of the spring are mounted on the tabs that are on the inside of the holes of the rear platform (A1.20), in a position where the hooks of the middle that protrude upwards are pointing towards the front, then place the bolt (A1.22) that will pass through the entry hole (A1.31), through the holes in the springs (A1.27) until you reach the other end of the rear platform (A1.20). When the bolt (A1.22) is placed in its place, a flange protrudes out of the rear platform (A1.20) where a pressure washer will be placed that will hold the bolt (A1.22) with welding, being completely fixed and sealed, in this way you will not be able to leave your place. The protectors for the spring (A1.28) are placed on the side of the spring (A1.27), one on each side, so that it enters through the hole in the inside of the rear platform (A1.20) and which at the same time wraps the spring (A1.27), thus protects it from any unwanted element.
In the hooks that are in the middle of the springs (A1.27), which project upwards, the joining piece (A1.17), which has the high conductivity plates previously assembled in its respective place, is placed in the following way: The bottom part of the connecting piece (A1.17) has holes through which the spring hooks (A1.27) will enter, preferably with high strength and pressure glue, so that it is completely fixed. At the top of the connecting piece (A1.17) there is a hole where the main support (A1.8) will be placed. When the main support (A1.8) is pressed back, the spring remains with an accumulated energy, which when released releases the main support (A1.8) forward.
The springs (A1.27) will be of high strength and quality, since these springs will be exposed to an accumulated amount of energy that can decrease their elastic properties for indefinite times and to compensate this problem in this case 2 springs were placed (A1.27) so that the stored energy is less for each spring since the total transferable energy is distributed in the two springs. This contributes to the energy stored in the springs to be less, lose less elasticity with time or fatigue less. The advisable thing is that every so often a maintenance must be done to assure that all the mechanisms of the system work to perfection and of not being thus, the affected parts are replaced.
The front platform (A1.18) has in the middle of the upper part a subtracted area that forms a frame, in this area is the activating device (A1.19) which has two protruding and separating connectors one of the other so that there is no possibility of contact between the two. At each end of the upper part of the connectors, it has a round plate preferably made of copper and at the bottom of each contact the positive and negative cable are grasped, each one making contact with said plate separately.
When the main support (A1.8) is pushed forward, the round positive and negative plates of the connecting piece (A1.17) fall on top of the contacts with the copper plate, so that the positive of the piece of union (A1.17) makes contact with the positive of the activating device (A1.19) and the negative of the connecting piece (A1.17) makes contact with the negative of the activating device (A1.19).
At the bottom of the front platform (A1.18) there is a hole for the wiring of the activating device (A1.23) to exit, this wiring exits through the hole provided in the lower part of the rear platform (A1.20) by the exit (A1.21) connecting with some plates of the module (A1.41).
The front platform (A1.18) has a flange that forms an L, which protrudes at the top, this flange has two holes, one on each side and when placing the front platform on the rear platform (A1.20), the holes coincide with the holes in the upper edge of the rear platform (A1.20) where the screws will be placed (A1.6).
The upper part of the front main base (A1.3) has 2 holes (A1.36) and the upper part of the main rear base (A1.16) has 2 holes (A1.36). When placing said main bases in their corresponding way, it forms a square in the upper part where these holes are located in each corner (A1.36). When the front part of the upper base (A1.32) is placed on the top of said main bases, the holes of the upper base coincide with the holes of the front bases (A1.3) and rear base (A1.16), then introduce some screws (A1.35) through the holes (A1.36) holding the upper front base of the main bases (A1.3), (A1.16). Then the rear part of the upper base (A1.32) is placed, which has some holes (A1.34) configured to place the safety devices (A1.33) and on the rear part of the upper rear base has some holes configured to place screws (A1.6) that will be held in the protective base (E9) or (E10). Then the safety devices (A1.33) are placed in the recess (A1.34) fastened with screws from the lower part of said protective base, fixing said devices. Before placing the safety devices (A1.33) in their respective place, one end of the wiring (A1.9) is placed, which is composed of two lines, which will be the positive and the negative, these will enter through a hole that is located on the back of the rear upper base (A1.32) and said hole communicates with the gap (A1.34) so that the wiring (A1.9) enters the hole (A1.34) and connects to security devices (A1.33); and the other end of the wiring (A1.9) enters through a hole that is in the upper part of the rear platform (A1.20) and exits through the exit (A1.21).
The mechanism of the safety devices (A1.33) consists of two safety devices connected in parallel to operate simultaneously, each safety device (A1.33) has a rotating shaft that has a hook at its end. The internal components of the safety device (A1.33) are not presented in detail in the illustrations. The front part of the upper base (A1.32) has a flange (A1.37) that protrudes from the tip and makes a slight forward inclination, creating a sharp edge; The hook has the same shape of the tilt on the inside and when the safety devices (A1.32) are inactive, these hooks are placed superimposed on the tilt area, creating more grip area and preventing it from being pushed towards in front of the support (A1.8) with the previously mentioned parts placed on said support.
When the safety devices (A1.33) receive power, the rotary axis rotates approximately 45 degrees, lifting the hooks that hold the upper base (A1.32), in this way the front main base (A1.3) is released.
Then the drive device (A1.14) is placed just below the upper base (A1.32) rear. The drive device (A1.14) has two ends, one is gripped from the base (A1.15) so that it is welded, preventing it from leaving its position, this base has four holes where the screws will be placed (A1.6) to fix the base of the spring (A1.15) of the protective base (E9) or (E10), the other end is gripped by a round lid, so that it is welded to the impeller, preventing it from coming off your position When the impeller is placed in the protective base (E9) or (E10), the rear main base (A1.16) when in its inactive position, presses the impelling device, compressing it, until it reaches its maximum pressure point, in this way the energy that drives the spring forward is stored. The drive device (A1.14) makes the hammer paper for initial push sequence.
The main base (A1.3) when pressed into the protective base (A9), said base is secured by the hooks of the safety devices (A1.33), then the top protective cap is placed front (A1.4) so that the 4 holes that it has, coincide with the holes in the side parts of the front upper base (A1.32), and by said holes are placed some screws (A1.7) to fix said top.
The upper rear protective cover (A1.5) has holes in the lower part, and when placing said cover on the rear main base (A1.32); the holes of the rear protective cover (A1.5) coincide with the holes in the sides of the upper rear base (A1.32), and through these holes screws (A1.7) are placed to fix said cover.
When assembling all the parts belonging to the air bag driver “Folding arm type” (A1); the front platform (A1.18) has a flange that protrudes in the bottom with a hole in each corner and in the rear platform in the bottom has 4 holes, in these holes the screws (A1.6) are placed to fix the driving devices (A1) in the proper place of the mounting structure (MS1).
The proposed airbag devices (A1) do not limit the possibility of using other air bag impellers.
Preferred Way to Describe the Parts that Correspond to the “Piston Type” Air Bag Impeller Devices (B1):
The air bag drive device we call “Piston Type”, is characterized by 3 different models, and each one is identified by a letter. In this case we identify the “Piston Type” drive device (B1), that is, all the parts identified with said letter belong to said drive device.
Operation in Accordance with a Preferred Embodiment of the System and the Air Bag Driver “Piston Type” (B1) is as Follows:
The radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), and (F8) receive the information, these radars send it to the CPU (B1.24) of the modules who is responsible for processing and then issue an order. In the event that these radars detect a possible impact, the CPU (B1.24) processes the information and then sends the activation signal to the switch (B1.25) that sends a signal to the thrust loaders (DC), which they are connected in parallel, in this way said thrust loaders are activated simultaneously, releasing the gas that drives up the air bag impellers (DC). In the limiting base (B1.7) are placed the action mechanism (B1.5), when said mechanism of action makes contact with the mechanism of action (B1.14) that has active current, sends an activation signal to the devices for the air bag (DC), in this way releases the gas that will fill the air pockets that will protect the area that corresponds. All the processes detected by the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8) and the inclinometer (H1) are recorded in the main memory (A1.43). These processes can be visualized in the monitor with signal transmitter (K1), in this way we will know in the state that is the system.
The Preferred Embodiment of the Electrical Diagram (
All the modules (B1.26) have the same characteristics, but they operate independently. In this case, we describe the module that is placed in the block (B1) where the contact points (B1.27) are observed, which are highly conductive, identified by numbers. The contact point (6) is connected to the negative of the energy supply (G1), the contact point (5) connects the positive of the energy supply (G1). The contact point (1) is connected to the contact point (5) and in turn is connected to the positive of the action mechanism (B1.14), the contact point (2) is connected to the contact point (6) and in turn it is connected to the negative of the thrust loaders (DC), the contact point (3) is connected to the contact point (6) and in turn is connected to the negative of the action mechanism (B1.14), the contact point (4) is connected to the positive of the thrust loaders (DC), the switch (B1.25) is connected to the CPU (B1.24) through the contact point (16). The CPU (B1.24) is responsible for sending the electrical signal to connect the contact point (5) to the contact point (4) through the contact point (16), so that when the switch (B1.25) receives the electrical signal, this passes the current to the contact point (4) to activate the thrust loaders (DC), thus triggering the detonating chargers for the airbag (DC), in this process the positive and negative action mechanisms (B1.5) when connected with the detonating chargers for the airbag (DC) in parallel, as shown in (
For greater understanding observe the (
On the basis of the figures referred to can be seen as the object of the invention comprises a main protective cover (B1.1) which has holes configured to hold the front of the detonating chargers (DC), said cover is responsible for protect said detonating chargers, detonating chargers (DC), a limiting base for the main protective cap (B1.7) having in the center of the lower part a protruding base configured to place the rubber against impact (B1.6), and in the upper part has a hole at each end configured to place an action mechanism (B1.5) for each hole. The mechanisms of action (B1.5) comprise a round base, preferably made of plastic, which has a thread attached to the material at the bottom, but will be hollow at its center, said threads entering through the holes in the upper part of the base, limiting (B1.7) and fastened with flat nuts; and on the side of the limiting base (B1.7) has two ridges that protrude; and in the middle of said rims has a rail configured to place the antifriction ring (B1.4). At the top of the mechanism of action (B1.5) has a plate preferably copper that has a hook at the bottom, and on that hook is placed the wire that entered through the hole of the threads and was grabbed pressure so that it is completely fixed. The pressure plate is then placed with high strength glue on the top of the mechanism (B1.5), then the cables (B1.8) are placed in the center part of the limiting base (B1.7). It consists of two lines, one positive and one negative, where the negative line will be attached to the cable of an action mechanism (B1.5) and the positive line will join the other action mechanism (B1.5).
The cables (B1.8) have high conductivity contacts perfectly placed so that when they place the 4 detonating chargers (DC) in the correct position, these contacts enter the contacts of the detonating chargers (DC) under pressure following the sequence in parallel carried by the cables (B1.8) where the positive makes contact with the positive and the negative with the negative. Before connecting said loaders of the limiting base (B1.7) they are fastened from the protective cover (B1.1) in the following way: the gas outlets of the 4 detonating chargers (DC) enter through the holes of said cover so that the front pressure seal (DC1) is on top of the protective cover (B1.1), welding is applied on all edges of the holes so that the detonating chargers (DC) are completely fixed and sealed, thus preventing any undesired element from penetrating the upper part of the protective cover (B1.1). When the detonating chargers (DC) are attached to said lid, the contacts of said chargers are connected under pressure with the contact of the limiting base (B1.7) as mentioned above, then the whole edge of the fastener is welded inside the upper part of the limiting base (B1.7), being completely sealed and fixed from the protective cover (B1.1). Then the antifriction ring (B1.4) is placed under pressure in the middle of the two flanges of the limiting base (B1.7) just in the rail that is formed.
The parts that were assembled previously, form “The piston” that will enter through the hollow of the main base (B1.13) with the antifriction ring (B1.4) being the only part that will be in direct contact with the surface of the interior of the main base (B1.13). “The piston” goes all the way down to the main base (B1.13) where the rubber against impact (B1.6) is on top of the lower protective cover (B1.20), which is configured to be placed on the bottom of the base; main base (B1.13) with welding, until completely sealed. In the inner part of the main base (B1.13) around the rubber against impact (B1.6) a chamber is formed (B1.23). The main base (B1.13) has some holes (B1.22) configured to place the ducts (B1.21), through these ducts the gas enters the chamber (B1.23) that drives the detonating chargers (DC) out.
The conduits (B1.21) are L-shaped; at each end of each conduit high-strength glue will be placed and they will enter simultaneously into the holes (B1.22) and (B1.19). In this way the bedroom (B1.23) is communicated with the detonating chargers (DC).
The limiting collar for the main base (B1.2) has two holes, one at each end, configured to place the mechanisms of action (B1.14). Each mechanism of action (B1.14) comprises a round base preferably of plastic that will have in the middle part a protruding base with a hole in its center and in the upper end a threads adhered to the material, said round base is hollow inside. The protruding base with the hole and the threads enter through the lower hole of the limiting collar (B1.2), leaving the base protruding with the hole in the middle of the rims where a rail forms on the limiting base (B1.2), and the threads surpass the upper hole where flat nuts were placed with a rubber stopper with high strength glue, in this way the action mechanisms are fixed and sealed (B1.14) and at the lower end of the mechanism (B1.14) has a part stolen from the center that has a round hole in the middle, and in the stolen part is placed a round plate preferably made of copper perfectly adjusted to the stolen part, said plate has a hook to which a cable will be placed subject to pressure of said hook, and said cable will enter through the hole in the lower part and exit through the middle hole of the projecting base, communicating with the rail that forms the limiting base (B1.2), then crazy with high strength glue and press the plate in the part stolen from the bottom of the base of the mechanism of action (B1.2).
The wiring (B1.12) that will be inside the pipe that will protect the cables from any unwanted element, will enter through a hole located in the upper part of the main base (B1.13) and will communicate with the cables of the mechanisms of action (B1.14) remaining in the middle of the edges of the limiting base (B1.2).
In the illustrations, the internal components of the mechanisms of action are not presented in detail (B1.14).
When the action mechanisms (B1.14) are correctly connected, the limiting collar (B1.2) is placed inside the upper recess of the main base (B1.13) so that the upper edge of the limiting collar (B1.2) is next to the top edge of the main base (B1.13), then weld the entire edge until it is completely sealed and fixed.
Then the wiring (B1.11) is placed on the outside of the main base (B1.13), characterized in that it has two lines, one negative and one positive, that pass through a pipe that will protect the cables from any unwanted element. The pipe is placed on the edge of the upper part of the main base (B1.13) so that it forms a curve, where one of the sides will have a point of contact of high conductivity that will be aligned with a hole (B1.19) and the other side will have another contact point of high conductivity aligned with the other gap (B1.19).
The thrust detonating chargers (DC) will be placed in the hollow (B1.19) that has the ears of the main base (B1.13) preferably with high strength glue on the side of the front pressure seal (DC1), leaving the pressure seal (DC1) inside the hole (B1.19) and in turn said seal enters through the gas conduit (B1.21). Then the chargers are connected with cables in parallel (B1.10). Then put the protective caps (B1.16) and (B1.17) so that it reaches the edge of the main base (B1.13), then welded with the entire edge of said protective caps, covering the loaders detonating (DC) completely. Then the protective plug (B1.9) that will protect the contacts of said detonators is placed on top of the thrust detonating chargers (DC), with high strength glue to seal and protect the connections any unwanted element.
When assembling all the parts belonging to the air bag driver “Piston Type” (B1); The ears of the main base (B1.13) have 2 holes at each end, these holes are configured to place the screws (B1.18) that hold the driving devices (B1), of the structure of Main assembly (MS1) in the place that corresponds to it.
The proposed air bag devices (B1) does not limit the possibility of using other air bag impellers.
Preferred Way to Describe the Parts that Correspond to the “Piston Type” Air Bag Impeller Devices (C1):
The air bag drive device we call “Piston Type”, is characterized by 3 different models, and each one is identified by a letter. In this case we identify the “Piston Type” drive device (C1) that is to say that all the parts identified with said letter belong to said drive device.
Operation in Accordance with a Preferred Embodiment of the System and the Air Bag Driver “Piston Type” (C1) is as Follows:
The radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8) receive the information, it is in turn passed to the CPU (C1.20) of the modules, who is responsible for processing it to then issue an order and activate the airbag devices “Piston Type” (C1) or keep the system on alert. In case the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8) detect a possible impact, the CPU (C1.20) processes the information and then sends the activation signal to the switch (C1.21) who will send the signal to the thrust detonating chargers (DC) that are connected in parallel, thus activated simultaneously. When the detonating chargers (DC) are activated by means of the switch (C1.21) they release a gas that pushes down the piston (C1.11) which has two mechanism of action (C1.17), when making contact with the mechanisms of action (C1.9) that has active current, sends an activation signal to the detonating chargers of the airbag (DC) simultaneously, because they are connected in parallel, filling the airbags as much as possible to protect the area that corresponds.
The Preferred Embodiment of the Electrical Diagram (
The modules (C1) have the same characteristics, but operate independently. In this case we describe the module (C1) where the contact points (C1.23) are observed which are highly conductive, identified by numbers. The contact point (6) is connected to the negative of the energy supply (G1), the contact point (5) connects the positive of the energy supply (G1). The contact point (1) is connected to the positive of the thrust detonating chargers (DC), the switch (C1.21) is connected to the CPU (C1.20) through the contact point (16), who is in charge of sending the electrical signal to connect the contact point (5) to the contact point (1) in such a way that when the switch (C1.21) receives the electrical signal, it passes the current to the contact point (1) to activate the thrust loaders (DC), the contact point (2) connects to the contact point (6) and in turn connects to the negative of the thrust detonating chargers (DC)), the contact point (3) is connected to the contact point (5) and in turn is connected to the positive of the action mechanism (C1.9), the contact point (4) is connected to the point of contact (4). contact (6) and in turn connects to the negative of the action mechanism (C1.9), the contact point (7) connects to the contact point (6) and in turn connects to the negative of the Inclinometer (H1), the contact point (8) connects to the contact point (5) and in turn connects to the positive of the gyroscope (H1), the contact point (15) connects the CPU (C1.20) with the inclinometer (H1), in this way all vehicle movements are recorded and processed in the CPU (C1.20). In the event that the CPU (C1.20) detects an inclination that exceeds the vehicle's tilt limit before turning, the CPU (C1.20) sends a signal to all the driving devices (A1), (B1), (C1), (D1) simultaneously to activate it. The contact point (9) is connected to the contact point (6) and in turn connects to the radar's negative (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the contact point (10) connects to the contact point (5) and in turn with the positive of the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the contact point (14) connects the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8) to the CPU (B1.24) that will be responsible for processing all the information transmitted by the radars. The contact point (11) is connected to the contact point (6) and in turn is connected to the negative side of the monitor with signal transmitter (K1), the contact point (12) is connected to the contact point (3) and in turn connects to the positive of the monitor with signal transmitter (K1), the contact point (13) is connected to the CPU (C1.20) and thus all the CPU processes (C1.20) are registered and we can visualize the state in which the system is located. The contact point (18) is connected to the contact point (5) and in turn is connected to the positive of the fluid sensors (WS), the contact point (19) is connected to the contact point (6) and to the Once it is connected to the negative of the fluid sensors (WS), the contact point (17) communicates the CPU (C1.20) with the fluid sensors (WS). In this way, the data obtained from the fluid sensors (WS) is processed by the CPU (C1.20), to then emit an electrical signal to the fluid sensors (WS) in such a way that if 4 fluid sensors are activated, the CPU (C1.20) sends an electrical signal to the air bag devices “Piston type” (C1), in case all the fluid sensors (WS), the CPU (C1.20) are activated will send an electrical activation signal to all airbag devices (A1), (B1), (C1), (D1).
For greater understanding, observe (
On the basis of the figures referred to can be seen as the object of the invention comprises a main protective cover (C1.10) that has two holes in the upper part and in the lower part has two smaller holes, aligned with the upper holes. The upper holes have a diameter similar to that of the thrust detonating chargers (DC) at their widest part. When they enter the thrust detonating chargers (DC) they are adjusted in the upper part, and in the lower part the front pressure seal (DC1) come out through the lower holes where said seal is on the base of the lower part of the protective cover (C1.10), then said detonating chargers are welded by all the edges of the outer part of the holes of the protective cover (C1.10), in this way the thrust detonating chargers (DC) they will be completely fixed and sealed. Then two cables are placed (C1.18) one is red and the other black, these cables have a female connector at each end. The red wire is snapped into the positive connectors of the detonator (DC5) so that they are in parallel, and the black wire is connected to the negative connectors of the detonator (DC5) so that they remain in parallel.
The piston (C1.11x) has a small round base that protrudes in the center of the upper part that is configured to place the rubber against impact (C1.13), in the middle of said piston has a slot where the ring will be placed antifriction (C1.12) and in the lower part has in the center a hole with threads configured to place one of the ends of the rod (C1.14) turning it until it is perfectly screwed.
The piston (C1.11y) has in its upper part a hole with threads, where the other end of the rod (C1.14) is placed, in the middle it has a slot where the antifriction ring is placed under pressure (C1.12) and in the lower part it has a recess that has some flanges, said recess is configured to place the protective cover (C1.16) so that the flanges of the piston (C1.11y) cover the entire outside edge of the protective cover (C1.16), but before placing said protective cover in place; the protective cover (C1.16) has several holes in the middle where the detonators (DC5) of the detonating chargers (DC) will be introduced, but before introducing said detonators in the holes of said cover, the detonating chargers for the air bags (DC) is fitted with a connecting piece (C1.7) that has 4 holes, these loaders will be in a position where the joint part (C1.7) is fastened with welding by all edges of the front pressure seal (DC1) so that these loaders are completely fixed and sealed from the connecting piece (C1.7). When the air bag impellers (C1) are deactivated, the connecting piece (C1.7) works as a base to protect the area of the output of the detonating chargers (DC). When the connecting piece is placed, the detonators (DC5) enter through the lower hole of the protective cover (C1.16) and in the upper part of said protective cover projecting some ridges, creating a gap, in said gap the connections (C1.19) will be placed that will be connected in the detonators (DC5) of the detonating chargers (DC) in parallel.
The protective cover (C1.16) protrudes a flange in the lower part that has two holes, one for each end. In each hole it is configured to place the mechanisms of action (C1.17), each said mechanism comprises a round base preferably of plastic, said plastic base has a hole that goes from the lower part to the upper part; in the lower part of the base it has a subtracted part communicating with the hole where a round copper plate is preferably placed. Before placing said plate; the plate has a hook in the back that remains in position of the hole in the bottom of said plastic bases; through the upper hole of the plastic base, the cable that is fastened from the snap hook is inserted until it is fixed, then the copper plate is placed preferably with high strength glue in the lower part, just where the subtracted part is. When placing the copper plate is at the same level of the edge of the bottom of the plastic base. The plastic bases on the upper part of the external side have threads that go into the holes of the flanges that protrude in the lower part of the protective cover (C1.16), turning it until the plastic base is fixed. The cables protruding at the top of each mechanism of action (C1.17), one of the cables is connected to the positive of the parallel connection (C1.19), and the other cable of the other mechanism of action (C1.17) connects to the negative. For greater compression of the connections observe the (
In the illustrations, the internal components of the mechanisms of action are not presented in detail (C1.17).
Then the plugs (C1.15) that will protect the positive and negative contacts of the detonators (DC5) are placed to avoid that the cables make contact with the lower base of the piston (C1.11y). Then the protective cap (C1.16) is placed on the bottom of the piston (C1.11y) so that the flanges of the lower part of the piston make contact with the flange of the lower part of the protective cover (C1.16), then it is soldered by the entire lower edge of the piston (C1.11y), until the cover is completely fixed and sealed.
The cylinder or main base (C1.1) is hollow on the inside and has a protruding base on the bottom outside that has holes configured to place the screws (C1.4), and on this base has a part subtracted by where the cables will come out (C1.3) and (C1.5). The cables (C1.3) are responsible for sending current to the detonating chargers (DC) to activate them; and the cables (C1.5) are responsible for sending currents to the mechanisms of action (C1.9). Inside the hollow of the main base (C1.1) in the lower part has a flange on the inside, later the limiting collar (C1.8) is placed.
The limiting collar (C1.18) in the upper part has holes at each end configured to place two mechanisms of action (C1.9) one for each hole, on the inside there is a rail where the cables will be placed (C1.5) and in said rail it has a hole that communicates to the side of the external part, through said hole the wiring (C1.5) is introduced, which communicates with the mechanism of action (C1.5).
The mechanisms of action (C1.9) comprise a round base preferably of plastic that has a hole in its center and another hole in the side, and in the upper part it has a subtracted part that forms a hole; at the bottom of the recess a round plate is placed, preferably made of copper, which has at the back a hook that communicates with the hole in the center of the plastic base. Before placing the copper plates, the plastic base is preferably placed with high-strength glue inside the holes of the limiting collar (C1.8) so that the hole on the side of the plastic base communicates with the plastic base. The inner rail of the limiting collar (C1.8). Then the wiring (C1.5) is placed through the hole in the side of the bottom of the main base (C1.1) and the limiting collar (C1.8), where the negative line is inside the collar limiting (C1.8), forming a curve and the tip of the cable enters through the hole in the side of one of the mechanism of action (C1.9), holding on with pressure with the hook of the copper plate, then fixes the bronze plate with high strength glue at the bottom of the action mechanism shaft (C1.9), being completely fixed and sealed. The positive line forms a curve that remains on the opposite side of the negative cable, inside the limiting collar (C1.8) and the tip of the cable enters through the hole in the side of the other mechanism of action (C1.9), holding on to pressure with the hook of the copper plate, then the copper plate is fixed, preferably with high strength glue in the bottom of the action mechanism shaft (C1.9), being completely fixed and sealed.
The gap of the mechanism of action (C1.9) is wider and deeper than the mechanism of action (C1.17) so that the mechanism of action (C1.17) enters completely inside the hole of the mechanism of action (C1.9) to make contact.
After the components of the limiting collar (C1.8) were perfectly placed, the limiting collar (C1.8) is placed inside the hollow of the lower part of the main base (C1.1) with high-strength glue, where the bottom hole of the main base (C1.1) is aligned with the hole on the side of the limiting collar (C1.8) and the subtracted part of the base.
The limiting collar (C1.8) is perfectly adjusted to the inside rims of the inside of the main base (C1.1) so that the edge of the lower part of the limiting collar (C1.8) remains in the same level of the bottom edge of the base. Then weld is applied to the entire outside edge of the lower part of the limiting collar (C1.8) so that it is completely fixed and sealed from the main base (C1.1).
After being all the parts mentioned above, properly assembled, they are placed inside the cylinder or main base (C1.1) as follows: First enter through the hollow of the upper part, the piston (C1.11x) and (C1.11y) with the detonating chargers (DC) and the connecting piece (C1.16) placed, so that the antifriction rings (C1.12) of said pistons will be the only part that will make direct contact with the cylinder or main base (C1.1) inside, in this way the pistons (C1.11x) and (C1.11y) can move forward without any problem.
In the lower part of the main base (C1.1) the detonating chargers (C16) are pushed inwards until the rubber against impact (C1.13) makes contact with the main protective cover (C1.10) and the Union (C1.7) is pressed and fixed from the flanges inside the lower part of the main base (C1.1) so that it cannot be moved unless the drive device is activated. Then high-strength glue is placed on the outside area of the protective cover (C1.10) that has the detonating chargers (DC) and then entering the protective cover (C1.10) under pressure inside the upper hole of the main base (C1.1), so that it enters completely inside the hollow of the main base (C1.1) leaving the upper edge of the main protective cover (C1.10) on the same level of the upper edge of the main base (C1.1). Then weld is placed around the upper edge of the main protective cover (C1.10) so that it is completely fixed and sealed from the main base (C1.1). Then the wiring (C1.3) of the cables (C1.18) of detonating chargers (DC) is connected.
When assembling all the parts belonging to the air bag driver “Piston Type” (C1); in the main base (C1.1) has a base that protrudes in the lower part that has holes where the screws (C1.4) hold the driving devices (C1) in the corresponding place of the assembly structure (MS1). See
The proposed air bag devices (C1) do not limit the possibility of using other air bag impellers.
The air bag drive device that we call “Piston Type”, which has been identified because they are 3 different models, and each one is identified with a letter. In this case we identify the “Piston Type” drive device (D1), that is to say that all the parts identified with said letter belong to said drive device.
Operation in Accordance with a Preferred Embodiment of the System and the Air Bag Ejecting Device (D1) is as Follows:
The radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8) receive the information, which in turn is passed to the CPU (D1.33) of the modules, who is responsible for processing it to then issue an activation order or keep the airbag devices (A1), (B1), (C1), (D1) on alert. In the event that said radars detect a possible impact, the CPU (D1.33) processes the information and then sends the activation signal to the switch (D1.34), which sends the signal to the thrust detonating chargers (DC). They are connected in parallel thus they are activated simultaneously. When the detonating chargers (DC) are activated by means of the switch (D1.34) they release a gas that pushes forward the piston (D1.17) which has two mechanism of action (D1.14), when making contact with the mechanisms of action (D1.25) that has active current, sends an activation signal to the detonating chargers of the airbag (DC) simultaneously, because they are connected in parallel, thus filling faster the air bags to protect the area that corresponds to it.
The Preferred Embodiment of the Electrical Diagram (
The modules (D1.32) have the same characteristics, but operate independently. In this case we describe the module (D1) where the contact points (D1.35) identified by numbers are observed. The contact point (6) is connected to the negative of the energy supply (G1), the contact point (5) connects the positive of the energy supply (G1). The contact point (1) is connected to the contact point (5) and in turn is connected to the positive of the action mechanism (D1.25), the contact point (2) is connected to the contact point (6) and Once it is connected to the negative of the action mechanism (D1.25), the contact point (3) is connected to the positive of the thrust detonating chargers (DC), the switch (D1.34) is connected to the CPU (D1.33) through the contact point (16), which is responsible for sending the electrical signal to connect the contact point (5) to the contact point (3) in such a way that when the switch (D1.34) receives the signal, this passes the current to the contact point (3) to activate the thrust knock chargers (DC), the contact point (4) connects to the contact point (6) and in turn connects to the negative of the thrust detonating chargers (DC), the contact point (7) connects to the contact point (6) and in turn connects to the negative of the inclinometer (H1), the point of contact (8) is connected to the point of contact (5) and in turn to the positive of the inclinometer (H1), the contact point (15) connects the CPU (D1.33) to the inclinometer (H1), in this way all vehicle movements are recorded and processed in the CPU (D1.33). In the event that the CPU (D1.33) detects an inclination that exceeds the vehicle's tilt limit before turning, the CPU (D1.33) sends a signal to all the driving devices (A1), (B1), (C1), (D1) simultaneously to activate it. The contact point (9) is connected to the contact point (6) and in turn connects to the radar's negative (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the contact point (10) connects to the contact point (5)) and in turn with the positive of the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), the point of contact (14) connects the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8), to the CPU (D1.33) that will process all the information that transmit the radars (F1), (F2), (F3), (F4), (F5), (F6), (F7), (F8). The contact point (11) is connected to the contact point (7) and in turn is connected to the negative side of the monitor with signal transmitter (K1), the contact point (12) is connected to the contact point (3) and in turn connects to the monitor with signal transmitter (K1), the contact point (13) connects to the CPU (D1.33) and in this way all the CPU processes (D1.33) remain registered and displayed, so we can see the state in which the system is. The contact point (18) is connected to the contact point (5) and in turn is connected to the positive of the fluid sensors (WS), the contact point (19) is connected to the contact point (6) and to the Once it is connected to the negative of the fluid sensors (WS), the contact point (17) communicates the CPU (D1.33) with the fluid sensors (WS). In this way, the data obtained from the fluid sensors (WS) is processed by the CPU (C1.20), in such a way that if 4 water sensors are activated, the CPU (D1.33) sends an electrical signal to the airbag devices “Piston type” (C), in case all the fluid sensors (WS) are activated, the CPU (D1.33) will send an electric activation signal to all the bag devices air (A1), (B1), (C1), (D1).
For greater understanding, observe (
On the basis of the figures referred to can be seen as the object of the invention comprises a protective cover (D1.3) that has 4 holes in the front and in the back has a hole where enter the detonating chargers (DC) characterized in that it comprises detonators and detonating charges, said chargers are responsible for inflating the airbags (N8), but before placing it in the protective cover (D1.3), the support base (D1.10) is assembled. In charge of fixing and at the same time connecting the detonating chargers (DC) to the action mechanisms (D1.14) that activate it.
The support base (D1.10) is preferably made of aluminum and has a front cover (D1.10T) which has holes (D1.11), two on each side. The front cover (D1.10T) is removed under pressure and inside it is fixed to the support base (D1.10), 8 bases preferably in cylinder-shaped aluminum placed on a round base almost at the bottom before reaching the top lower (D1.11T), so that the cylinders and the support base (D1.10) form a single piece. In the lower part of the support base (D1.10) has a lower cover (D1.11T) with a base (D1.11M) that protrudes with a hole in its center. Later the lower cover (D1.11T) is fixed with welding around the edge of the back of said support base. Each cylinder of the holding base (D1.10) is hollow; said hollow in the front part is aligned with the holes (D1.11) of the front cover (D1.10T) and in said front part of the cylinder a rubber stopper is pressed; the rubber stopper is hollow and has a hole in the front, the edge of the rubber stopper covers the front part of the cylinder, and the side of the rubber stopper covers all around the outside of the cylinder, and almost at the bottom of the cylinder, it has an aluminum rim that forms a ring that covers the entire diameter of the cylinder from the inside, and at the bottom of each cylinder is sealed with a hole in the center that communicates with the hole in the base (D1.11M). On the aluminum rims that form a ring of each cylinder, a round plate, preferably made of copper, will be fixed with high-strength glue that fits perfectly to the inside diameter of the cylinder.
The copper plates have two models, one of the models has a plate with a latch on the back, pointing towards the bottom of the support base (D1.10) and the other model has a plate with two hooks on the side Afterwards, one of the hooks points towards the lower part of the support base (D1.10) and the other towards the side.
The copper plates are identified as: 6 copper plates that have a hook in the back pointing to the side, and 2 copper plates that have two hooks, one points to the side and the other points to the bottom of the support base (D1.10).
The copper plates are connected in the following way: Each cylinder of the support base (D1.10) has two copper plates, one will be negative and the other positive. The negative plates are 4 in total that will be connected with a fixed cable from the hooks pointing to the side, creating a parallel connection (D1.30), where the plate that has the hook pointing down, will connect a piece of cable fixed to pressure and the other end of the cable is connected in a black female connector indicating that it is the negative connector that will be fixed just in the middle of the bottom of the base with a hole in its center (D1.11M). In the negative connector below, the wiring of the rod will be connected (D1.29).
The positive plates are connected with a wire attached to the 4 missing hooks that are pointing to the side, creating a parallel connection (D1.30) where the copper plate that has the hook pointing down, will connect a piece of wire fixed to pressure and the other end of the cable is connected to a red female connector indicating that it is the positive connector that will be fixed just next to the other negative female connector. The wiring of the rod will be connected to the positive connector (D1.29) later.
When the cables are fixed to the hooks of the copper plates as appropriate, the front cover (D1.10T) of the support base (D1.10) will be placed under pressure, so that the edges of the holes (D1.11) of the front cover (D1.10T) are perfectly adjusted to the rubber stoppers that are placed in front of the cylinder. The rubber stopper prevents any unwanted element from penetrating the edge of the holes (D1.11) of the front covers (D1.10T). The lower cover (D1.11T) is then pressed into the lower part of the clamping base (D1.10), then welded over the entire edge.
Detailed illustrations of the internal part of the holding base (D1.10) are not presented.
The bases (DC4x) of the detonating chargers (DC) is smaller than the holes (D1.11), when entering through the holes (D1.11) they are perfectly adjusted to the edge of the base that is inside the holes (D1.11); When the bases (DC4x) with the positive and negative contacts of the detonators (DC5) reach the copper plates, the detonating chargers (DC) are fixed to the holding base (D1.10).
1 After placing the detonating chargers (DC) in the holding base (D1.10), the detonating chargers (DC) enter through the hole in the back of the protective cover (D1.3) so that The front pressure seals (DC1) of the detonating chargers (DC) come out through the holes in the front of the protective cover (D1.3) covering the entire edge of the hole. Then these seals of the detonating chargers (DC) are seized with welding around the edge of the holes of the protective cover (D1.3). It is also welded between the edge of the front of the holding base (D1.10) and the edge of the back of the protective cover (D1.3). In this way the detonating chargers are fixed and sealed from the protective cover (D1.3).
The piston (D1.21) comprises a front base that has a hole in the center with threads and in the middle of said piston has a groove (D1.20) where the antifriction ring is pressed (D1.18) and on the back of the piston (D1.21) has a protruding base configured to place the rubber against impact (D1.22) responsible for absorbing part of the impact energy when the piston hits (D1.21) with the rear protective base (D1.9). Then screw (end B) of the stem (D1.13) into the hole with threads on the front of the piston (D1.21) until it is completely fixed.
The stem (D1.13) is hollow inside and has in the middle a (hole 1) where the wiring of the stem will come out (D1.29). The damper (D1.19), which absorbs part of the energy of the piston stroke (D1.17), is then introduced through the (end A) of the piston rod (D1.13). Then insert the piston (D1.17) with the antifriction ring (D1.18) placed by the (end A) of the shank (D1.13), until the lower part of the piston (D1.17) makes contact with the piston (D1.17). shock absorber (D1.19) so that the (hole 3) of the piston (D1.17) is almost next to the (hole 1) of the piston rod (D1.13).
The piston (D1.17) has a hole in the front located in the center that communicates with the back of said piston, said hole is configured to place the rod (D1.13) so that the (end A) of said rod crosses from the rear hole of said piston to the front hole of said piston. The piston (D1.17) has a part subtracted on the side that forms a rail where the anti-friction ring (D1.18) is placed under pressure, and in the front part of the piston (D1.17) has a part stolen with some edges around the edge, in the subtracted part forms a hole that has a (hole 2) that communicates with the (hole 3) and in that hole is placed the wiring (D1.29y) that will make contact with the mechanisms of action (D1.14). In the (hole 3) is where you enter the cables (D1.29x) that connect the wiring (D1.29) with the wiring (D1.29y).
The protective cover (D1.15) has a hole in the middle where the rod is inserted (D1.13) and on the sides of the protective cover it has some holes (D1.16) configured to place the mechanism of action (D1.14), this cover will be placed on the rims of the hollow of the front part of the piston (D1.17) to protect the wiring (D1.29y), but before placing the protective cover (D1.15) it will be place the mechanisms of action (D1.14) in the holes (D1.16).
The mechanisms of action (D1.14) are two in this case and each one comprises a round base that has at the lower end a threads that will be screwed in one of the holes (D1.16) of the protective cover (D1.15), and above said threads has a hole in the center that communicates with the front of said round base. In said hole a red colored wire is introduced which will communicate with the front part of said round base. In the front part of said round base has in its center a subtracted part that forms a hole where a copper plate, which has a hook in the rear pointing toward the upper hole of the round base, will be placed in said hole. The red wire that protrudes from the front is held by the hook of the pressure plate and said plate is placed with high strength glue in the hole that is formed from the stolen part until it is completely fixed. In the other hole of the protective cover (D1.15) the other mechanism of action (D1.14) is placed in the same way as the previous one, but the cable that is fastened to the plate will be black. The red and black cables form the wiring (D1.29y).
When the protective cover (D1.15) has the round bases placed with the copper plates fixed in the place that corresponds to it; through the hole in the middle of the protective cover (D1.15) enter through the (end A) of the rod (D1.17) until it makes contact with the front part of the piston (D1.17). Then the two cables (D1.29y) will be introduced through (hole 2) until they exit through hole (hole 3) and at the same time the protective plate (D1.15) is fitted over the edge of the front part of the piston (D1.17), then said lid is welded by the entire flange of said piston. In this way the piston (D1.17) is completely sealed. The cables (D1.29y) that protrude through the (hole 3) will be fitted with a female connector to each one, then 2 pieces of cables (D1.29x) will be placed, one red and the other black, they will have fixed at its ends a male connector. One end of the red (D1.29x) cable is connected to the red colored female connector to the wiring (D1.29y) and one end of the black (D1.29x) cable is connected to the black female connector to the wiring (D1.29y). The other ends of the cables (D1.29x) are connected to the wiring (D1.29).
The wiring (D1.29), characterized in that it comprises two cables, one red and the other black; one of the ends of said cables are introduced by the (end A) of the stem (D1.13), and exits through the (hole 1), where it will be placed female connectors, which will be attached to the male connectors of the pieces of cables (D1.29x), and the other end of the wiring (D1.29) is outside the (end A), where male connectors are placed, and these connectors will connect later to the female connectors of the base support (D1.10) so that the red wire of the wiring (D1.29) is connected to the red female connector of the clamping base (D1.10) and the black wiring cable (D1.29) is connected to the female connector of black color of the support base (D1.10).
When the piston (D1.21) is pushed forward, the spring (D1.19) hits the back of the piston (D1.17) causing the piston (D1.17) to drive forward until it makes contact with the piston (D1.17). another end of the main base (D1.1) so that the mechanisms of action (D1.14) of the piston (D1.7) make contact with the mechanism of action (D1.25) of the limiting base (D1.24), at that moment when the piston collides (D1.17) with the limiting base (D1.24), this piston, not being fixed to the stem (D1.13), moves from its position due to the accumulated energy that it presses the spring (D1.19), that is to say that the piston (D1.17) moves forward and backward out of its position and as it is connected to the wiring (D1.29) to avoid that there is a detachment of the wiring (D1.29) a wiring (D1.29x) is placed on the back of the piston (D1.17) so that when the piston (D1.17) moves forward or backward, the cable (D1.29x) moves as a whole to the piston (D1.17), thus preventing the wiring (D1.29) from becoming taut and breaking. The excess of the wiring (D1.29x) that is observed in (
There are no detailed illustrations of the internal part of the piston (D1.17), nor the internal parts of the mechanisms of action (D1.14).
When the piston (D1.17) is perfectly placed on the stem (D1.13), so that the back of the piston is just next to (hole 1), and the spring (D1.19) is in contact with said back part of the piston; it is inserted through the back of the main base (D1.1), the (end A) of the shank (D1.13) that contains the piston (D1.17) with the spring (D1.19) and the piston (D1.21) remaining on the (end B) of said rod, and the piston (D1.21) is pushed forward until it protrudes beyond the (end A) of the rod (D1.13) at the other end of the main base (D1.1).
The antifriction rings (D1.18) that are placed on the piston (D1.17) and (D1.21) are the only parts that make direct contact with the inside of the cylinder (D1.1).
The main base (D1.1) is a hollow cylinder inside and inside the main base is composed of an antifriction material that allows the antifriction rings (D1.18) can move smoothly, and at each end of said main base has a protruding base that has holes configured to place with screws (D1.4) several gripping supports (D1.7), and on the left side of said base has a hole that communicates with the hole (D1.26) of the limiting base (D1.24).
Then the limiting base (D1.24) is placed inside the main base (D1.1) on the front, but before entering it, the limiting base (D1.24) is placed on the action mechanisms (D1.25).
The limiting base (D1.24) has a hole in its center that communicates with the back of said limiting base, configured so that between the base (D1.11M) by the upper part of said hole and the lower part is where the (end A) of the rod is inserted (D1.13), on the side of said limiting base it has a small hole (D1.26) that is where the cables with protector (D1.8) come from the mechanism of action (D1.25) and on the sides of the limiting base (D1.24) there are two bases in the form of a protruding cylinder, one on each side; said bases in cylinder form are hollow inside and have a hole in the bottom aligned with the hole (D1.26) of the side of the limiting base (D1.24). Inside said holes an action mechanism (D1.25) is placed for each base in the form of a cylinder so that the bottom of said action mechanism is placed pointing towards the front of the main base (D1.1).
The mechanism of action (D1.25) comprises a round base, hollow inside, and on the inside has rims that form a ring, and on the side of each said round base has a hole that is in the middle of the bottom and flanges. In each said flange the plates will be placed preferably of copper that has a hook in the later part that is pointing towards the hole of the side of the round base, the hole of the cylinder and the orifice (D1.26) of the limiting base.
The wiring that feeds the mechanism of action (D1.25) is placed as follows: These cables have two lines, one positive and one negative, the lines enter through a hole that is in the front of the left side of the main base (D1.1) entering at the same time through the hole (D1.26) of the limiting base (D1.24) so that:
After placing the wiring to the limiting base (D1.24), the limiting base (D1.24) is placed under pressure with high strength glue inside the hole that is in the front part of the main base (D1.1) where the hole (D1.26) of the side of said limiting base is aligned with the hole of the side of said main base, and the stem (D1.13) protrudes through the hole of the limiting base (D1.24), and the mechanism of action (D1.14) is aligned with the mechanisms of action (D1.25). The protective cover (D1.23) is then pressed onto the limiting base (D1.24) and welded along the entire edge of said limiting base. When connecting the wiring (D1.8) to the CPS (I1), the plates of the action mechanisms (D1.25) remain with active current.
The protective cover (D1.23) is characterized in that it comprises a hole in the center part that is configured to enter the base (D1.11M). When the protective cover (D1.23) is placed on the limiting base (D1.24), the hole in the protective cover (D1.23) is aligned with the hole in the limiting base (D1.24).
The wiring (D1.8) that comes out through the hole on the left side of the main base is fitted with a protector so that the front end of the protector is placed under pressure inside a dead hole that is located on the inside from the left side of the protruding base that is on the front of the main base (D1.1), and the other end of the protector enters through a hole (D1.28) with exit, which is located on the inside of the protruding base that is on the back of said main base. In this way, the protector of the main base is fixed (D1.1).
The (end A) of the rod (D1.13) protrudes the wiring (D1.29) where it has placed as mentioned above male connectors, these connectors are connected from the female connectors that are at the bottom of the base (D1.11M). In this way the detonating chargers (DC) are communicated with the mechanisms of action (D1.25) then placed under pressure and with high strength glue, the (end A) of the stem (D1.13) inside the base with hole (D1.11M).
When pushing the base back (D1.10), the base (D1.11M) enters through the hole in the protective cover (D1.23) so that the base is completely inside the hole of the protective cover.
Then place the rear protective base (D1.9) on the back of the main base (D1.1), but before placing it, prepare it in the following way; The rear protective base (D1.9) has two holes that are on the back of said protective base in middle position, one above and the other below, said orifices communicate with the front part of said protective base, said holes at the rear are configured to place the detonating chargers (DC) so that the front pressure seal of said chargers protrude through the front holes of said protective base and are welded all along the edge of said seal and in the holes on the back, the detonating chargers (DC) are soldered all over the edge of said holes; and on each side of said protective base has a hole communicating with the front part of said protective base that are configured to place the pipes (D1.12), said pipes are configured to place the gas exhaust valve (D1.6).
After the detonating chargers (DC) and the gas escape valves (D1.6) are placed in the rear protective base (D1.9), the protective base is placed under pressure and with high-strength glue in place. the back of the main base (D1.1).
When the detonating chargers are activated (DC), the gas that pushes the pistons (D1.17) and (D1.21) forward and when the protective cover (D1.15) with the action mechanisms (D1.14) is released. reaches the other end of the main base (D1.1), the spring (D1.19) hits the back of the piston (D1.17) while the piston (D1.21) presses the spring forward (D1.19) causing the spring to accumulate more energy and shoot backwards, progressively releasing the gas that remains accumulated inside the main base (D1.1).
What the piston (D1.21) does when it returns is to reduce part of the impact energy of the piston; in this process, the gas outlet valves (D1.6) absorb this energy from the impact by means of the gas that it releases.
When a vehicle or object hits the airbags (N8), the energy of the impact is transmitted to the driving devices (D1) just in the process of the gas outlet by the valve (D1.6) so that part of the shock energy of the vehicle or object is released in conjunction with the energy that is being released when the piston is pushed back (D1.21) by said valves, causing an increase in the gas output, thereby reducing part of the impact energy of the vehicle or object and we avoid less damage.
When assembling all the parts belonging to the air bag driver “Piston Type” (D1); the main base (D1.1) has a base at each end where the grip brackets type “L” (D1.7) are placed one on each side of the inside, with screws (D1.4) and from the underside of the support type “L” (D1.7) the screws (D1.4) that fix the “piston type” drive devices (D1) in the corresponding place of the Mounting structure (MS1).
The proposed air bag devices (D1) do not limit the possibility of using other air bag impellers.
The invention described in this way, it will be obvious that it can be developed in different ways. Such variations should not be considered as a deviation from the spirit and scope of the invention, and all are intended to be included within the scope of the following non-limiting claims.
