MXPA00012665A - Apparatus for deploying an air bag through a hard panel - Google Patents

Abstract

An apparatus for deploying an air bag through an automotive dash panel (12) includes an air bag door (16) integrally formed in the panel and defined by a door perimeter including a frangible edge (18) of reduced cross section. A dispenser (20) supports the air bag (24) behind the door. A metal reaction plate (28) is positioned between the air bag (24) and the door (16). When the air bag inflates, it forces the reaction plate (28) to bend around a horizontal hinge line (36). As the reaction, plate pivots it concentrates inflation force along a lower portion of the frangible door edge. This helps to predictably separate the door from the dash panel by tearing along the lower door edge and allowing the tear to propagate up two side edges. In one embodiment, the tear also propagates across an upper edge to completely separate the door from the panel. At least one, and preferably two or three tethers (50) limit how far the door can travel during air bag inflation. A stop member may be included to limit reaction plate bending. After deployment, the reaction plate remains in a position that prevents the door from returning to its original position. A retaining structure may be included to preclude at least a portion of the air bag door from tearing free of the vehicle panel. A hinge (44) may be embedded in the panel in a position spanning a portion of the door perimeter. A hollow channel may be formed into the panel along the frangible marginal edge to create a substantial strength differential with the door perimeter to promote bending along the hinge and/or to help confine tearing to the frangible marginal edge during air bag deployment.

Description

APPARATUS FOR DEPLOYING AN AIR BAG THROUGH A HARDBOARD This is a Continuation in Part of the United States Patent Application Serial Number 08 / 949,842, attorney's folio number P-764, which is a Continuation in Part of the United States patent application serial number 08 / 871,243 filed on June 9, 1997, lawyer folio number P-755, now abandoned. This application also claims priority of the provisional patent applications Serial Number 60 / 089,836 filed on June 19, 1998 and Serial Number 60 / 089,863 filed on June 19, 1999. TECHNICAL FIELD This invention generally relates to a system of supplementary passive inflatable restriction (PSIR) having an airbag door that is integrally formed in an instrument panel and, more particularly, to said system having an airbag door integrally formed with a hard surface instrument panel and configured to break and / or tear in a predictable manner. BACKGROUND OF THE INVENTION A restrictive system having an airbag door that is integrally formed in an automotive instrument panel must include some provision for guiding or facilitating the opening or partial separation of that airbag door from the control panel. instruments in which the door is integrally formed. The airbag door in said system opens to provide a path for an airbag to deploy. It is desirable that said provision be made and include some means to ensure that the air bag door is broken and / or torn in a generally predictable manner. This is true for driver-side inflatable restraint systems (DSIR), passenger-side inflatable restraint systems (PSIRs) and inflatable restraint systems on vehicle door panels, quarter panels and other sidewall structures. It is also desirable for such systems to include means to ensure that portions of the door are not separated from the system when the air bag is deployed and forces the door to open it. The need to control breakage and / or tearing is particularly important with air bag doors that are integrally formed on a first rigid surface of an instrument panel. The "first surface" of a board is the external cosmetic surface that would be visible to the occupant of a vehicle. Hard surface boards are typically formed by injection molding of one or more plastic materials. To close air bag deployment openings in hard surface first dashboards, many current PSIR systems employ a separate "appended" air bag door. One reason why current PSIR systems add a separate door to the air bag in such applications is because it is difficult to produce a tear joint in an integrally formed door to break and / or tear in a predictable manner under the sudden impact of a bag. of air that unfolds. Even when weakened, a tear joint integrally attaching an air bag door and a surrounding dashboard can be unpredictably fragmented which can affect the unfolding of the air bag. An example of a hard surface system is disclosed in U.S. Patent 5,472,228 assigned to Morton International and published on December 5, 1995. This patent discloses a rigid door reinforced with a reaction plate. When the airbag is deployed, the reaction plate forces the door in a direction that will break weakened fasteners securing the door to the dashboard. Another of Morton's rigid door concepts is shown in U.S. Patent 5,533,746, published July 9, 1996. This system includes a reaction plate with reinforced anchors. When the airbag is deployed, acts on the reaction plate to cause the fixing rods to be released from mooring. To control tearing and / or breaking, airbag doors that are integrally formed with automotive trim or instrument panels will sometimes include frangible marginal edges which are regions of weakened materials, reduced or scored thickness that are known as breaking off". Breaking joints are weakened areas designed to tear and / or break when an airbag is inflated and force the door to open. Some of these systems also employ fasteners or joints to retain the airbag door to the instrument panel or trim panel after the door has been torn and / or opened. For example, U.S. Patent 5,569,959, assigned to Cooper et al., Discloses an inflatable restraint assembly comprising an air bag door fastener integrally formed in an automotive dashboard fastener defined by the perimeter of the door. . A frangible marginal edge or a tear guide is included in the cover disposed on a foam layer extending along the opening of the door. A metal articulation board is incorporated within the dashboard fastener and encompasses a portion of the perimeter of the door. Cooper et al. It also discloses a method for making said inflatable fastener assembly. The method includes pre-molding the articulation board within the fastener portion of the instrument panel so that said articulation board encompasses the perimeter of the door. With many current systems, the tear joints and / or joints are formed in the fastening portion of the rigid instrument panel instead of the cover. This can be effected by means of a secondary operation such as by casting a weakened material, or by cutting, grinding or laser marking carried out after a manufacturing step of integral molding of the dashboard door and the door. Current systems include tear-off joints formed on posterior surfaces opposed to class-A exterior surfaces of integral instrument panel structures and airbag doors to improve the aesthetic appearance of the instrument panel by concealing the presence of the door. At least one automotive dashboard, as shown and described in U.S. Patent 5,162,092, assigned to Klobucar et al., Discloses a dashboard having a tubular channel and a forming method for the channel in the board. The tubular channel is formed integrally in the board by injection of gas into the molten material of the board in a mold. The tubular channel in the dashboard of Klobucar et al. Proportions structural rigidity. However, Klobucar et al. It does not reveal an air bag door or any other supplemental inflatable restriction component. What is needed is an apparatus that, in response to the deployment of an airbag, separates more cleanly and predictably and opens an air bag door that is integrally formed on an instrument panel. What is also necessary is said apparatus that helps to separate and open an airbag door that is integrally formed on an instrument panel with a first rigid surface. SUMMARY OF THE INVENTION According to the present invention, there is provided an inflatable restrictive assembly for a motor vehicle comprising a reaction plate including an integral fastener. The fastener is connected to a support structure and is integrally connected to a rotating board portion of the reaction plate. The support structure comprises an interior panel of the vehicle. An airbag deployment door is integrally formed on the vehicle's dashboard. At least a portion of a perimeter of the door is defined by a frangible marginal edge. An air bag jet is supported adjacent to an interior surface of the door. An air bag is supported in an air bag receptacle of the air bag dispenser. The air bag has an inner end operatively connected to the air bag spout and an outer end positioned adjacent to the air bag. | the air bag deployment door. The airbag spout is configured to direct the deployment of the airbag through a bag receptacle opening and along a track deployed through the vehicle dashboard. The reaction plate is disposed between the air bag and the air bag deployment door and is configured to receive the force of the deployment of the air bag from the spout and to direct and distribute that force against the interior surface of the door to separate the vehicle dashboard door along the frangible marginal edge of the door. The rotating portion of the board of the reaction plate is configured to rotate outwardly under the inflation force of the air bag while retained secured by the integral fastener. The reaction plate and the integral fastener cooperate to provide an opening movement that neatly separates the air bag along the frangible marginal shore. According to another aspect of the present invention, the reaction plate comprises a plastic material such as thermoplastic urethane. According to another aspect of the present invention, a The plurality of integral edges extends integrally inwardly from an interior surface of the rotating board portion of the reaction plate to provide additional structural rigidity to that portion of the plastic reaction plate. According to another aspect of the present invention, the integral fastener is connected to the support structure by means of a sliding hinge. The sliding joint allows the reaction plate to slide out when the air bag deploys and forces the reaction plate to rotate outward. This outward movement prevents the rotating portion of the reaction plate from coming together against an upper edge of the opening left by the opening of the air bag deployment door during the unfolding of the air bag. In accordance with another aspect of the present invention, the integral fastener includes folds configured to allow the fastener to elongate when the air bag deploys and forces the reaction plate outwardly. As with the sliding hinge, the folds provide outward movement which prevents the rotating board portion from being bent against the top edge of the air bag deployment door during unfolding of the air bag. According to another aspect of the present invention, a tubular channel is positioned along at least a portion of the perimeter of the airbag door. The tubular channel is positioned opposite an exterior surface of the airbag door and the vehicle panel. A second structural channel may be positioned adjacent and parallel to the first tubular channel with the perimeter positioned between the first and second tubular channels. One of the tubular channels is formed integrally with the door and the other tubular channel is formed integrally with the vehicle's board. Tubular channels confine tearing to the perimeter without adding a significant amount of material that may cause subsidence on the outer surface. In accordance with another aspect of the present invention, a screw horn extends integrally inward from one of the tubular channels and is configured to receive a fastener that connects the fastener portion of the reaction plate to the screw horn. The tubular channel reduces the possibility of subsidence occurring on the outer surface of the board below the screw horn. A tubular channel may also extend integrally inward from the interior surface of the door with a screw horn extending integrally inwardly from that tubular channel. In this case, the screw horn is configured to receive a fastener that connects the reaction plate to the screw horn. According to another aspect of the present invention, the air bag deployment door includes a marginal edge that forms a joint between the vehicle board and the door. The articulation includes an articulation board comprising a second material incorporated at least partially within the first material and encompassing the perimeter of the door. The second material includes any one or more materials from a group of materials including thermoplastic rubber, glass mat, cloth and metal. According to another aspect of the present invention, the perimeter of the air bag door is shaped to approximate the shape of the opening of the air bag cartridge. In accordance with another aspect of the present invention, a method for making an inflatable fastener assembly is provided. The method includes a mold configured to form the shape of the integral air bag door, the board and the tubular channel. Material is then supplied to the mold and gas is injected into a portion of the material placed in a portion of the mold configured to form the tubular channel. The material is left to solidify inside the mold and the solidified material is removed from the mold. BRIEF DESCRIPTION OF THE DRAWINGS In order to better understand and appreciate the invention, reference is made to the following detailed description in connection with the accompanying drawings: FIGURE 1 is a perspective view of a first passive restriction system constructed in accordance with the present invention and installed on a dashboard of a vehicle; FIGURE 2 is a cross-sectional end view of the passive restraint system of FIGURE 1; FIGURE 3 is an exploded view of the passive restriction system of FIGURE 1; FIGURE 4 is a cross-sectional end view of a second passive restriction system constructed in accordance with the present invention; FIGURE 5 is a partial perspective view of an air bag door of the passive restraint system of the FIGURE 4; FIGURE 6 is a partial perspective view of the airbag door of FIGURE 5 installed in the dashboard of a vehicle; FIGURE 7 is an end cross-sectional view of the passive restriction system of FIGURE 4 during inflation of the air bag; FIGURE 8 is a cross-sectional view of a bolt of the passive restraint system of FIGURES 1 and 2; FIGURE 9 is a perspective view of a third passive restraint system constructed in accordance with the present invention and installed in the dashboard of a vehicle; FIGURE 10 is a cross-sectional view of the passive restraint system of FIGURE 9 taken along line 10-10 of FIGURE 9; FIGURE 11 is a cross-sectional view of the passive restraint system of FIGURE 9 taken along line 10-10 of FIGURE 9 during inflation; FIGURE 12 is a first cross-sectional view of a fourth passive restriction system constructed in accordance with the present invention; FIGURE 13 is a cross-sectional view of the passive restraint system of FIGURE 12 during inflation of the airbag; FIGURE 14 is a cross-sectional view of the passive restriction system of FIGURE 12 taken along the system screw horn; FIGURE 15 is a cross-sectional view of the passive restraint system of FIGURE 12 taken along the screw horn of the system during inflation of the airbag; FIGURE 16 is a cross-sectional view of the passive restraint system of FIGURE 12 taken along line 16-16 of FIGURE 14; and FIGURE 17 is a partial cross-sectional view of the i f passive restraint system of FIGURES 9 through 11 including a fastener construction of the alternative fastener 5; FIGURE 18 is a cross-sectional view of an articulation of the air bag door constructed in accordance with the present invention; FIGURE 19 is a cross-sectional view of a joint Rupture / tearing of a first embodiment of a door for integral air bag and a dashboard constructed in accordance with the present invention; FIGURE 20 is a cross-sectional view of a rupture / tear joint of a second mode of a door for integral air bag and a dashboard constructed in accordance with the present invention; FIGURE 21 is a cross-sectional view of a rupture / tear joint of a third embodiment of an integral air bag door and an instrument panel constructed in accordance with the present invention; FIGURE 22 is a partial perspective bottom view of an integral air bag view and an instrument panel of FIGURE 19; Figure 23 is a partial perspective background view of a view for integral air bag and an instrument panel of FIGURE 20; and FIGURE 24 is a partial top perspective view of an integral air bag view and an instrument panel of FIGURE 21; FIGURE 25 is a top perspective view of an instrument panel including an airbag door integrally formed in an instrument panel fastener according to the present invention and defined by a 360 ° joint; FIGURE 26 is a side cross-sectional view of an airbag cartridge assembly constructed in accordance with the present invention and installed behind an instrument panel of FIGURE 25; FIGURE 27 is a perspective view of an air bag cartridge assembly of FIGURE 26; FIGURE 28 is an enlarged view of the regions of FIGURE 2 bounded by circle A; FIGURE 29 is an enlarged partial cross-sectional view of an alternative horn construction; FIGURE 30 is a side cross-sectional view of an air bag cartridge assembly constructed in accordance with the present invention and installed behind an instrument panel having an integral air bag door defined by a tear-off joint. 270 °; FIGURE 31 is a side cross-sectional view of an airbag cartridge assembly having a plastic reaction plate constructed in accordance with the present invention and supported by an integral slotted fastener strip; FIGURE 32 is a front perspective view of the reaction plate of FIGURE 31; FIGURE 33 is a side cross-sectional view of an air bag cartridge assembly having a reaction plate constructed in accordance with the present invention and supported by an integral bent fastener strip; Figure 34 is a front perspective view of the reaction plate of Figure 33; Figure 35 is a die view of the integral airbag door break seam pattern of Figure 25; Figure 36 is a fragmentary transverse edge view of an alternative reaction plate edge treatment; Figure 37 is a fragmentary transverse edge view of another alternative reaction plate edge treatment; and Figure 38 is a fragmentary transverse edge view of another alternative treatment of the reaction plate edge. DETAILED DESCRIPTION OF THE PREFERRED MODALITY A first embodiment of an inflatable restriction assembly for a motor vehicle is generally indicated at 10 in Figures 1-3. A second embodiment is generally indicated at 10 'in Figures 4-7. A third modality is generally indicated at 10"in Figures 9-11, Reference numbers with the designation (') in Figures 4-7 and (") in Figures 9-11 indicate alternative configurations of elements that also appear in the first modality When a part of the following description employs a reference number to refer to the figures, the purpose is that the portion of the description applies equally to elements designated by numbers with (') in Figures 4-7 and numbers with (" ) in Figures 9-11 An alternative construction of the third embodiment is generally indicated at 10b in Figure 17. Reference numbers with the suffix "b" in Figure 17 indicate elements of Figure 17 that correspond to similar or similar elements. identical to those illustrated in Figures 9-11 When a portion of the description of the third embodiment employs a reference number to refer to the figures, the portion of the description equally applies to elements designated by the suffix "b" in the figure 17. In Figure 1, the inflatable restriction assembly is shown hidden behind a passenger side dash panel of an automotive vehicle 12 under a windshield 14 of the vehicle. shown in Figure 2, the apparatus includes the panel 12, and an air bag deployment door 16 integrally formed in the panel 12 and having a perimeter defined, in part, by a concealed marginal edge 18. The perimeter can be also be defined as the limit '• > side of the door 16 - the door 16 is defined as the portion of the integrally formed panel 12 and the door 16 that is removable or can be bent from the panel 12 under the force of inflation of the air bag. The door 16 and the vehicle dash panel 12 are integrally formed as a single unitary piece. As shown in Figures 2 and 3, an air bag spout assembly 20 is supported behind the door 16, that is, on one side of the door 16 opposite an external surface of the door 22. The spout 20 is also positioned adjacent to and aligned with the air bag deployment door 16. As best shown in Figure 2, the air bag spout 20 is configured to direct the deployment of the air bag along an air bag. deployment path through the door 16 of the vehicle panel 12, the airbag deployment path is the path along which the airbag will move as it is inflated during deployment. In the airbag deployment path it is best exemplified by their respective areas occupied by the inflated airbags shown at 24 'in Figure 7., 24"in FIG. 11, and in 24s in FIGS. 13 and 15. The dispenser 20 can be any suitable type of air bag dispenser to include, for example, the dispenser described in US Pat. No. 5,564,731 and that is incorporated herein by reference An air bag 24 is supported in an air bag receptacle 26 of the air bag dispenser 20 and is operatively connected to the air bag jet 20 at an open end 27 of the air bag. air 24. A closed outer end 30 of the air bag 24 is positioned adjacent to the deployment door 16 of the air bag 24. As best shown in Figure 2, a rigid metal reaction plate 28 is placed between the air bag 24 and the air bag deployment door 16. The reaction plate 28 receives the force of deployment of the air bag when the air bag 24 is inflated and expanded out of the jet 20. reaction 28 directs and distributes this f Through the door 16 for predictably separating the door 16 from the panel 12 along the hidden marginal edge 18 of the door 16. By distributing the out-of-opening of the air bag 24 through the door 16, the reaction plate 28 also serves to prevent the opening forces of the air bag 24 from being concentrated in other locations in the door 16 which could cause fractures and / or fragmentation in the door 16 or in the panel 12. In the present embodiment, the reaction plate 28 is positioned to concentrate the air bag opening forces along a portion of the concealed marginal edge 18 extending along the leading edge edge 46 of the door 16. Reaction plate 28 is placed in this manner to initiate the marginal edge break in the leading edge edge 46 and to then allow the propagation of the break up along the two side edges of the door 16. Alternative. The marginal edge break can be initiated at the leading edge edge 46 and along the two side edges virtually simultaneously. The reaction plate 18 is preferably made of cold rolled steel but can also be made of any other material having suitable strength distribution and bending characteristics. As best shown in Figure 3, the reaction plate 28 includes an outer marginal edge of the reaction plate 32 having a shape generally identical to the shape of the concealed marginal edge 18 of the air bag deployment door 16. The marginal edge of the reaction plate 32 is aligned with the concealed marginal edge 18 of the air bag deployment door 16 to concentrate the air bag inflation tension 24 along the concealed marginal edge 18 of the deployment door of air bag 16. As shown in Figure 2, the reaction plate 28 is hingedly fixed along an internal edge 34 of the reaction plate on the air bag jetting apparatus 20. However, in other embodiments, the reaction plate 28 may be hingedly fixed on a portion of the panel 12 or other neighboring support structures. An external pivotable portion of the reaction plate 28 indicated generally at 35 in FIGS. 2 and 3 can be pivoted outwardly and upwardly from the air bag jet 20. The external reaction plate portion 35 pivots by bending to along a first horizontal articulation line 36 of the reaction plate 28 extending parallel and adjacent to the rigidly fixed inner plate edge 34. The articulation line 36 defines a marginal inner edge of the outer portion 35 of the reaction plate. A pivotable lower panel portion 42 of the reaction plate also pivots by bending along a second horizontal articulation line 37 of the reaction plate 28 which extends parallel to the first articulation line 36. The force of inflated from an air pocket causes the outer portion 35 of the reaction plate 28, which includes the pivotable lower panel portion 42 of the reaction plate 28 pivots outwards. The pivotable lower panel portion 42 of the reaction plate 28 then continues to pivot, due to an angular momentum acquired from the deployment of the airbag, towards an angularly spaced position of the deployment path of the airbag and further that 45 degrees in relation to its position before the deployment of the airbag. Examples of such an angularly spaced position of the lower panel portions of the reaction plates are shown by reference to the lower panel portions 42 'and 42"in Figures 7 and 11, respectively, as shown in Figure 2. external portion 35 of the reaction plate 28 is positioned adjacent an inner door surface 38 and opposite the external surface of door 22. As best seen in Figure 2, the external portion 35 and, therefore, the pivotable lower panel portion 42 of the reaction plate 28 are separated from the door 16. This allows the outer portion 35 and the pivotable lower panel portion 42 of the reaction plate 28 to move independently of the door 16 after the separation of the door, this prevents the outer portion 35 of the reaction plate 28 from blocking or restricting the opening movement of the door 16. Three horizontal ribs, illustrated in FIG. 40 in Figures 2 and 3 extend integrally inward from the inner surface of the door 38 to a point adjacent the pivotable lower panel portion 42 of the outer portion 35 of the reaction plate as shown in Figures 2 and 3. The ribs 40 space the lower panel of reaction plate 42 from the internal surface of door 38. The ribs 40 allow the reaction plate 28 to be positioned in a plane generally perpendicular to the direction of deployment of the air bag 24 while remaining in close proximity to the door 16. The ribs 40 also allow the door 16 to be designed with external contours that do not necessarily correspond to the configuration of the reaction plate 28. In other embodiments, the ribs 40 may have any suitable configuration and orientation known in the art. As shown in Figures 1-3, the air bag deployment door 16 has a curved rectangular shape defined by relatively straight back 44 and forward marginal edges 46 and a pair of arc-shaped side marginal edges 48. The edges front 46 and side 48 comprise a frangible region of reduced cross section. The trailing edge 44 may comprise a seam or slot provided to define the trailing edge 44 of the door 16. In other embodiments, the trailing edge 44 may be concealed or there may be no "trailing edge". In other words, the transition from the door to the panel 12 can be effected in an uninterrupted manner. When it is used a style seam, it can be functional or simply aesthetic. When the style seam is functional, it can be adapted to act as a bend joint 44 when the door 16 is pushed open and away from the adjacent vehicle panel 12 along the front marginal edges 46 and frangible side edges 48. The folding joint 44 allows the door 16 to open outwardly and upwardly from the panel 12 during deployment of the air bag 24 while holding the door 16 on the panel 12. Alternatively, the styling seam can also be designed as a frangible region of reduced cross section similarly to the leading 46 and side 48 edges. A first pair of flexible ties is generally indicated at 50 in Figures 2 and 3. Each tie comprises nylon coated with PVC, has an end portion external 52 clamped on the inner surface of the door 38 and an end portion 54 fastened on the air bag spout assembly 20. In other embodiments, the first pair of flexible ties 50 can be fastened on the panel 12 or other adjacent support structures instead of the spout 20. The ties 50 can incorporate one or more of numerous different tie constructions that are known in the art. An example of an acceptable bond construction is disclosed in U.S. Patent No. 5,564,731, and is assigned to the beneficiary of the present invention and is incorporated herein by reference. The inner end portion 54 of each tie 50 of the first pair of ties is fastened on the air bag spout assembly 20 at a tie control point illustrated at 56 in Figure 2 adjacent to the inner edge of the reaction plate. The internal tie end portions 54 are held by bending within a U58 shaped channel formed along the inner edge of the reaction plate 34. As shown in Figure 3, a row of holes 60 is formed to along each side of the U58-shaped reaction plate channel to receive fasteners 62 that hold the reaction plate 28 on a flange 64 of elongated rectangular air bag spout. The spout flange 64 is positioned horizontally and extends integrally upwards from the air bag spout apparatus 20. The flange 64 includes a row of flange holes 66 corresponding to the holes in the reaction plate channel in the form U58. One or more of the fasteners connecting the reaction plate 28 on the spout assembly 20 also pass through the portion of each internal tie end 54 folded into the U58-shaped channel. As best shown in Figure 2, the outer end portion 52 of each tie 50 of the first pair of ties is secured to the door 16 through eight pins 68 placed with heat application. The pins 68 extend integrally inward from the deployment door 16 of the air bag 24 as shown in Figure 8. The pins 68 are preferably formed with the door 16 and the vehicle panel 12 as a single piece unit. Other embodiments may employ protrusions fixed with heat application in accordance with that disclosed in U.S. Patent No. 5,564,731, assigned to the beneficiary of the present invention and which is incorporated herein by reference. Other embodiments may employ screws 76b engaged with screw protrusions as representatively shown at 67 in FIG. 17. The screw protrusions 67 may be integrally formed to extend inwardly from the door 16. The protuberances 67 may be threaded or unthreaded for use with self-penetration screw. Other embodiments may employ any suitable fastening device known in the art. The bag inflation restriction assembly 10 described above is optimized to open integral doors in vehicle trim panels, comprising external surfaces or "first" hard surfaces, for example, injection molded panels. However, the invention can also be used in the case in which, as shown in FIG. 2, the hard external surface is covered with a flexible film 69 or with layers of films 69 and foam 71. In other words, a flexible film 69 can be applied to cover at least a portion of the vehicle board panel 12 and / or air bag deployment door 16 in a layered arrangement. A layer of foam may also be included between the film 69 and a portion of the panel 12 and / or the door 16. The door 16 and the panel 12 preferably comprise an injection molded polycarbonate / acrylonitrilobutadienostyrene mixture (PC / ABS) or Polypropylene. Examples of acceptable ABS PC formulations include GE MC 8002 and Dow Pulse # 830. An example of an acceptable polypropylene is Montell # BR33GC. Other suitable materials may include polyesters, polyurethanes, polyphenylene oxide, polystyrenes, polyolefins or polyolefin elastomers. In accordance with the second embodiment of the invention illustrated in FIGS. 4-7, the air bag deployment door 16 'is defined through a visible marginal edge 18' and includes eight cabinet-shaped fastener bracket 70. Each fastener bracket 70 extends integrally inward towards the air bag spout assembly 20 'from the inner door surface 38' in place of the ribs 40 of the first embodiment. Each fastener bracket 70 includes a locking surface 72 spaced inward from the interior door surface 38 'and generally parallel with said surface. The fastener brackets 70 are preferably integrally formed with the door 16 'and the vehicle dash panel 12' as a single unitary piece. The first fastening 50 'of the second embodiment constitutes a part of a single continuous fastening sheet instead of forming two separate fastenings as in the first embodiment. As shown in Figures 4-7, an outer end 52 'of the first tie 50' is fixed on a front portion 74 of the door 16 'adjacent a leading edge edge 46' of the door 16 'placed opposite the articulation 44 '. More specifically, four rivets 76 fix the outer end 52 'of the first tie 50' on the fastening surfaces 72 of four fastener brackets 70 formed in the front portion 74 of the door 16. The bracket brackets 70 support the rivets 76 without affecting the aesthetic continuity of the external door surface 22 '. In other embodiments, other fastener bracket configurations include pins placed by heat application and screw flanges or other suitable types of fasteners and fastening methods can be employed as is known in the art. As shown in FIGS. 4 and 7, each fastener bracket 70 includes a fastener opening 78 positioned through the fastening surface 72 of the bracket 70 to receive one of the rivets 76. Each rivet 76 comprises a portion of the fastener 76. shaft extending through the opening 78 and through a hole formed in the first tie 50 'to secure the first tie 50' on the fastener bracket 70 in a convenient manner. The four fastener brackets 70 that secure the first fastening 50 'on the door 16' extend integrally inward from the inner door surface 38 'adjacent to the lower marginal region of the door 16' to a point adjacent to the plate. of reaction 28 '. Similar to the ribs 40 of the first embodiment, the fastener brackets 70 have a lower panel of reaction plate 42 'in a plane more perpendicular to the direction of deployment of the air bag 24' from the dispenser 20 '. . In other words, fastener brackets 70 encompass the space between the curved lower marginal door region to the exterior and the lower generally reaction plate 42 'panel. The single continuous tie sheet including the first flexible tie 50 'also includes a second flexible tie, generally indicated at 80 in Figures 4 and 7. The second tie 80 has an inner end portion 82 fastened over the jet assembly air bag 20 'at the control point of attachment 56'. In another embodiment, the second tie 80 can be fixed either on the panel 12 'or on another adjacent structure. The second flexible tie 80 has an end portion, illustrated at 84 in Figures 4 and 7 which is fastened on a rear portion 86 of the door 16 positioned between the front door portion 74 and the joint 44 '. The second tie 80 joins the back door portion 86 on the control point 56 'to prevent a part of the door from pivoting excessively towards the windshield 14 and breaking at one of several potential bend points including the joint 44' . As shown in figures 4 and 7, the respective internal ends 54 ', 82 of the first tie 50' and second tie 80 are riveted on an elongated rectangular flange 64 'at the tie control point 56'. The flange 64 extends integrally upwardly from the air bag receptacle portion 26 'of the air bag spout assembly 20'. The internal tie ends 54 ', 82 are sandwiched between the flange 64' and an elongate metal rod 90. The rivets 92 pass through the flange 64 ', the ties 50', 80 and the rod 90. The receptacle 26 The air bag includes a mouth 94 positioned adjacent to the air bag deployment door 16 '. The mouth 94 has a width measured through the mouth in a direction perpendicular to the joint 44 ', that is, in a generally vertical direction. The joint 44 'is spaced from the mouth 94 at a distance equal to at least half the width of the mouth. The hinge 44 'is displaced in this way to reduce the maximum opening angle in the hinge 44' in order to reduce the material deformation and the tension in the hinge during the deployment of the air bag 24. A pair of Rigid retainer members, indicated respectively at 96 in Figure 7, are operatively connected to reaction placer 28 'and air bag jet 20'. The detent members 96 limit the opening displacement of the reaction plate 28 '. The detent members 96 may block the reaction plate 28 'in a position that prevents the door 16' from returning to its original position after deployment of the air bag 24 '. Each retainer member is preferably made of steel but may be made of other suitably rigid materials. The detent members 96 are slidably supported in slots representatively shown at 98 in Figure 7 and positioned on opposite side sides of the receptacle portion 26 'of the air bag spout apparatus 20'. Each detent member 96 is fixed on the reaction plate 28 'at a retention point representatively illustrated at 100 in Figure 7. The retention point 100 is positioned between the first articulation line 36' and an outer marginal edge of the joint. reaction plate placed opposite the inner edge 34 'of the reaction plate. The outer panel portion 42 'of the reaction plate 28' can pivot outwardly and upwardly away from the air bag jet 20 'by bending the reaction plate 28' along a second horizontal articulation line illustrated at 102 in Figure 7. The second articulation line 102 is placed horizontally through the reaction plate 28 'adjacent the retention point 100 and the first articulation line 36' extends generally in a parallel manner. The second hinge line 102 is spaced approximately one third of the distance between the first hinge line 36 'and the outer marginal edge 32' of the reaction plate. This double articulation arrangement allows the reaction plate 28 'to be bent in an outwardly pivoted and upwardly extended position. In this position, the plate 28 'prevents the deployment door 16' of the air bag from bouncing against the ties 50 ', 80 and returning to its original position immediately after a deployment of air bag 24' has pushed the door 16 in open position. Each detent member 96 is an elongated steel pin having a cylindrical shaft portion 104 as shown representatively in FIG. 7. Internal circular disc 106 and external disc-shaped retaining brackets 108 are positioned at internal and distal ends. respective ends of each detent member 96. The internal detent flange 106 of each detent member 96 extends radially and outwardly integrally from the shaft portion 104. The outer retainer flange 108 of each detent member 96 is preferably fixed on the reaction plate 28 'through spot welding or arc welding. The elongated slots 98 on both sides of the air bag receptacle 26 'each have a width slightly greater than the width of the shaft portion 104 of each detent member 96. The shaft portion 104 of each retainer member 96 is slidably positioned within one of the slots 98 to allow the retainer members 96 to move between storage positions prior to inflation, which are shown representatively in Figure 4, and unfolded positions after inflation, which are shown representatively in Figure 7. The reaction plate 28 'pulls the retainer members 96 from the stored position towards the unfolded position when the reaction plate 28 'is opened under the force of an air bag inflation 24. When the retainer members 96 reach their deployed positions, the internal detent flanges 106' engage the slots 98 and block the movement of the reaction plate 28 '. The detent members 96 block the reaction plate 5 'in a position to prevent the door 16' from returning to its original position after deployment of the air bag. In accordance with the third embodiment of the invention that j is shown in Figures 9-11, the frangible marginal edge 18"defines the entire perimeter of the deployment door 16" of the airbag. In other words, the frangible marginal edge 182 extends completely around the deployment door 16"of the air bag in an uninterrupted circuit as best shown in Figure 9. A pair of flexible ties, representatively indicated at 50"in Figures 10 and 11, are fastened between the air bag deployment door 16" and the reaction plate 28. "Each tie 50" includes an inner end portion 82"fastened over door 16", an end portion 84" fastened on door 16"and a middle portion 83 clamped on the reaction plate 28" between the second hinge line 102"and the outer marginal edge of the reaction plate 32". The middle portion 83 of each tie 50"is placed approximately midway between the end portions internal 82"and external 84" of each tie 50".

The airbag deployment door 16"includes only four of the bracket brackets 70" positioned in a rectangular pattern as shown in Figure 9. The inner end portion 82"and the outer end portion 84" of each fasteners 50"are fixed on the fastening surface of one of the four fastener brackets 70" through rivets 76"as shown in Figures 10 and 11. As shown also in Figures 10 and 11, the middle portion 83 of each tie 50"is fastened on the reaction plate 28" between the second articulation line 102"and the outer marginal edge 32" of the reaction plate through a rivet 110. As shown in figures 9- 11, nine vertical door ribs 112 extend integrally inward from the inner door surface 38"to a point adjacent to the reaction plate 28." 24 short horizontal door ribs 114 connect vertical door ribs adjacent 112 to form a rectangular grid pattern that is best shown in Figure 9. As best seen in Figure 9, several vertical panel ribs 116 and horizontal ribs 118 also extend integrally inward from an inner surface of the panel. vehicle panel 12"adjacent the frangible marginal edge 18" of the door perimeter and spaced around the perimeter of the door. The door ribs 112, 114 and the panel ribs 116, 118 stiffen the door 16"and the vehicle panel 12" against the shock of the opening of the air bag and help to concentrate the opening forces throughout. of the frangible marginal edge 18"between the panel 12" and the door 16. "The door ribs 112, 114 and panel ribs 116, 118 are formed integrally with the door 16" and the vehicle panel 12"as a single piece In practice, when the air bag inflates, it pushes the reaction plate 28"and bends it outwards and upwards around the first horizontal articulation line 36" and the second horizontal articulation line 102". As the reaction plate 28"pivots outwardly, it concentrates the inflation force along an interior portion 120 of the frangible door edge 18". This helps to predictably separate the door 16"from the vehicle dash panel 12" by first breaking along a lower edge portion 120 of the marginal edge 18"of the door 16" and then allowing the break to propagate into two side edge portions 122 of the door edge 18"The break then propagates from the side edge portions 122 inwardly along the top edge portion 124 of the edge of the door edge 18" until the door 16"is completely separated from the vehicle dash panel 12". Since the two ties 50"connect the door 16" directly on the reaction plate 28", they prevent the door 16" from being free. Similar to the second embodiment, the detent members 96"of the third embodiment limit the amount of bending of the reaction plate 28", leaving the reaction plate 28"in a generally vertical position.Unlike the second embodiment, however, the reaction plate 28" bent upwards and the ties 50"of the third embodiment hold the deployment door 16" of Air bag away from the occupants of the vehicle. Alternatively, the break can occur along the lower edge portion 120, side edge portions 122 and upper edge portion 124 virtually virtually simultaneously. In other embodiments, instead of the pin and groove arrangement described in the case of the former detent member, any of several different configurations may be employed to block the displacement of the reaction plate 28 in a position to prevent the door from Air bag 16 returns to its original position. A fourth embodiment of an inflatable restriction assembly is generally shown in Figures 12-16. Reference numbers with the suffix "s" in figures 12-16 indicate alternative configurations of elements that also appear in the third modality. When portions of the description of the third embodiment employ reference numbers to refer to the figures, the object is that these portions apply equally to elements designated by the suffix "s" in figures 12-16. The inflatable restraint assembly generally indicated in the drawings includes a first tie of elongated flexible nylon placed vertically and a second tie of flexible elongated nylon placed vertically, which are generally indicated at 50s, 51s in figures 16, and which are indicated representatively in 50s in figures 12 and 13. The fasteners 50s, 51s slidably engage the door 16s instead of being fixed on the door 16s in accordance with what is disclosed in the description of the third embodiment. The apparatus 10 includes a flat elongated flexible nylon cloth belt, generally indicated at 126 in Figures 12-16. The strap 126 has a length extending between two strap ends and is placed horizontally flat against the door 16s. As best seen in Figure 16, the strap 126 is fixed on the door 16s in a first, second, third and fourth spaced fixing points 128, 130, 132, 134. Each flexible tie 50s, 51s includes a loop fastening, shown representatively at 157 in Figures 12 and 13 and at 157 and 159, respectively, in Figure 16. The loop portion 157 of each tie 50s, 51s extends from at least one fastening loop fastening portion. common. In the present embodiment, the fastening loop fastening portions each comprise a first fastening loop end and a second fastening loop end, shown representatively at 156, 158 in FIGS. 12 and 13. The fasteners 161 are shown in FIG. extending through a belt retaining member 163, both tie loop ends 156, 158, the reaction plate 28s and the airbag spout 20s. The fasteners 161 hold the looping ends 156, 158 together, and fasten the loop ends 156 and the reaction plate 28s on the air bag spout 20s adjacent the inner edge of the reaction plate 34s. In other embodiments, the first tie loop end 156 of each tie 50s, 51s may be fixed at a different location from the second tie loop end 158 of each tie 50s, 51s. A middle portion 136 of the first flexible tie 50s extends in a sliding manner between the door 16s and the strap 126, perpendicular to the length of the strap 126, and passes between the first fastening point and the second fastening point 128. , 130. In the same way, an average portion 138 of the second flexible tie 51s extends in a sliding manner between the door 16s and the strap 126, perpendicular to the length of the strap 126, and passes between the third attachment point 132. and the fourth attachment point 134. In other words, the strap 126 maintains the flexible ties 50s, 51s against the door 16s while allowing the flexible ties 50s, 51s to slide longitudinally through »A pair of grooves 140, 142. The grooves 140, 142 are formed between the belt 126, the door 16s and the fastening points 5 128-134 as best shown in figures 12, 13 and 16. The apparatus (lOs) ) includes a first screw flange, a second screw flange, a third screw flange and a fourth screw flange, which are illustrated at 144, 146, |? 148 and 150 in Figure 16 and are shown representatively in 144 in FIGS. 14 and 15. The flanges 144-150 extend integrally inward from an inner door surface 38s to the first attachment point, second attachment point, third attachment point and fourth attachment point. respective 128-134. The flanges of screw 144-150 are formed integrally with the door 16s as a single piece and are aligned horizontally along the inner surface of the door 38s. As shown in Figures 14-16, screw type fasteners extend through the respective annular gaskets 154 and hold the belt 126 over the first, second, third and fourth respective flanges 144-150 by means of the threaded engagement of the flanges 144-150. As in the case of the first modality and the second modality, a generally rectangular reaction plate 28s is fixed on an air bag spout assembly 20s along an internal edge of the reaction plate 34s, as shown in Figures 12-15. An outer portion 35s of the reaction plate 28s can pivot outwardly away from the air bag jet assembly 20s by bending the reaction plate 28s along a hinge line 36s extending parallel to the inner edge of the air bag. 34s reaction plate. Before inflation of the air bag, the reaction plate 28s is bent in the hinge line 36s approximately 85 ° downwards relative to the horizontal. After inflation of the air bag, the reaction plate 28s is bent approximately 85 ° upwards relative to the horizontal. Each flexible tie 50s, 51s has a length extending between a first tie end and a second tie end, shown representatively at 156 and 158, respectively, in Figures 12 and 13. The first tie end 156 and the second tie end 158 of each flexible tie 50s, 51s are fastened on the air bag spout assembly 20s adjacent to the inner edge of the reaction plate. 34s forming the tie loops as shown in Figures 12 and 13. A portion 160 of the first flexible tie 50s is slidably engaged with the outer portion 35s of the reaction plate 28s. In the same way, a corresponding portion of the second flexible tie 51s is slidably engaged in the outer portion 35s of the reaction plate 28s at a laterally spaced point from the point at which the first flexible tie 50s engages the outer portion 35s of the reaction plate 28s. As shown in Figures 12 and 13, the first flexible tie 50s extends in a sliding manner through the first opening or slot 168 in the outer portion 35s of the reaction plate 28s adjacent to the outer marginal edge of the reaction plate 32s. . In the same way, the second flexible tie 51s extends in a sliding manner through a second slot, laterally spaced from the first slot along the outer marginal edge 32s of the reaction plate. In accordance with the fourth embodiment, when the airbag is inflated, it pushes the outer portion 35s of the reaction plate 28s in such a way that it bends outward and upwardly around the horizontal articulation line 36s. The outer portion 35s of the reaction plate 28s then continues to pivot, due to the angular momentum acquired from the deployment of the air bag, at an angularly spaced position of the air bag deployment path and at more than 45 ° from its position before deployment of the airbag. The angularly spaced position of the outer portion 35s of the reaction plate is best shown in Figures 13 and 15. As the reaction plate 28s pivots outwardly, concentrates the inflation force along a lower edge portion 120s of the frangible door edge 18s. This initiates a break that advances around the entire edge of the door 18s and separates the door 16s from the vehicle dashboard panel 12s. In a manner similar to the third embodiment, the first tie and the second tie 50s, 51s of the fourth mode connect the gate 16s on the reaction plate 28s to decelerate and prevent the door 16s from loosening. Unlike the third embodiment, however, the ties 50s, 51s of the fourth embodiment allow the door 16s to slide along a portion of its lengths. The sliding prevents the loads exerted by the door 16s on the fastenings 50s, 51s being concentrated in a fastening point along the fastenings 50s, 51s. Sliding also distributes the shock of stopping the door in time, thus reducing the probability that door 16s will fracture or loosen from ties 50s, 51s. Even when inflation of the bag eventually causes the door to break along the upper edge portion 44s of the door perimeter 18s, the upper edge portion 44s acts initially as a live hinge. The door 16s initially oscillates outwardly and upwardly around the upper edge portion 44s while remaining in direct contact with the reaction plate 28s. During this oscillating initial opening, the plate 28s and the door 16s pivot about different axes since the upper edge portion 44s is displaced from the articulation line 36s of the reaction plate. Since the upper edge 44s and the articulation line 36s are displaced, and since the ties 50s, 51s are slidably engaged with the plate 28s and the door 16s, the ties 50s, 51s can maintain the plate 28s and the 16s gate in a close proximity between them without stopping or restricting their movement openly. The ties 50s, 51s offer little resistance 'from the moment of the initial thrust of the door 16s until the door 16s and the reaction plate 28s reach an approximately horizontal position. However, when the reaction plate 28s reaches this horizontal position, the door 16s detaches from the upper edge 44s and is stopped by the ties 50s, 51s. As the reaction plate 28s moves through the horizontal and continues to oscillate upwards to its almost fully open vertical position, the reaction portion 28s decelerates rapidly. As the reaction plate 28s decelerates, the ties 50s, 51s allow the door 16s to oscillate upward, absorbing the energy as the ties 50s, 51s slide through the slots 168, 170 in the reaction plate and through the gap between the horizontal belt 126 and the door 16s. Preferably, the ties 50s, 51s and the horizontal belt 126 are made of nylon fabric. However, any of several other suitable materials may be employed to construct the ties 50s, 51s and / or the strap 126 to include thin metal belts. In addition, a slotted insert can be used in place of a strap to slidably retain the ties 50s, 51s. In other words, the ties 50s, 51s; the strap 126; reaction plate 28s; the door 16s; and the displaced pivot points 36s, 44s constitute a compound oscillating fastening system that eliminates abrupt movements and absorbs the opening forces of the door. Other possible variants of the fourth embodiment include the strap 126 made of some flexible material other than fabric. Furthermore, the rope 126 does not have to be flat but may have any transverse shape, for example, a rope-like structure having a circular cross-section. The reaction plate 28s and / or the tie ends 156, 158 could be fixed on the vehicle panel 12s instead of the air bag jet 20s along the internal edge 34s of the reaction plate. In addition, in other embodiments, the ties 50s, 51s do not have to slidably engage the reaction plate 28s. On the contrary, the ties 50s, 51s can be fixed on the reaction plate 28s at some point along their respective lengths. An inflatable restriction assembly for passengers in automotive vehicles having a reaction plate constructed of injection molded plastic in accordance with the present invention is generally indicated at 410 in Figure 31. The reaction plate is generally indicated at 411 in the figures 31 and 32. An inflatable restriction assembly having an alternative reaction plate holding device constructed in accordance with the present invention is generally indicated at 410 'in Figure 33. The reaction plate is generally indicated at 411' on the Figures 33 and 34. Reference numbers annotated with a symbol (') in Figures 33 and 34 indicate alternative configurations of elements that also appear in the embodiment of Figures 31 and 32. When a part of the description employs a reference number to refer to the figures, the purpose is that the part of the description also applies to elements designated by number with the symbol (?) in FIGS. 33 and 34. The assembly 410 includes a support structure indicated generally at 412 in FIGS. 31 and 32. The support structure 412 includes an internal vehicle panel or illustrated retaining panel. at 414 in Fig. 31, and an airbag deployment door illustrated at 416 in Fig. 31. The air bag deployment door 416 is integrally formed in the retaining panel 414 and includes a perimeter 418, thus less a portion of said perimeter is defined by a frangible marginal edge or rupture seam 420. The support structure 412 also includes an air bag spout illustrated at 422 in Figure 31. The air bag spout 422 it's found I1 supported adjacent an inner door surface 424 opposite an outer door surface 426. An air bag (not shown) is supported in an air bag receptacle 428 of the air bag dispenser 422. The air bag has an inner end connected alternately to the air jet pump 428. 422 air bag and one external end L5 positioned adjacent to the air bag deployment door 416. The air bag spout 422 is configured to direct the deployment of the air bag along a deployment path through the retainer panel 414. The reaction plate 411 is placed between the air bag and the door. 416 of air bag deployment and is configured to receive the deployment force of air bag from the air bag spout 422 and to direct and distribute this force against the internal surface of the door 424 to at least partially separate the door 416 from the vehicle panel 414 along the frangible marginal edge 420 of the door 416. The reaction plate 411 has an integral tie 430 connected between the support structure 412 and a portion of outwardly pivotable panel 435 of the reaction plate 411. The fastener 430 is configured to be bent under the force of the inflation of the air bag which allows the pivotable panel portion 435 to pivot at an angularly spaced position of the air path deployment of the airbag. The pivotable panel position 435 of the reaction plate 411 is configured to close a receptacle opening 434 of the air bag receptacle 422. The reaction plate 411 comprises a plastic material. Reaction plate 411 can be molded from thermoplastic elastomer (TPE) to allow reaction plate 411 to meet cold performance requirements. The use of TPE allows the reaction plate 411 to meet these standards since the TPEs are generally more ductile at low temperatures or have lower glass transition temperatures (Tg) than the plastics used for the retaining panel 414. However, in other embodiments, the reaction plate 411 can be made from any of numerous thermosetting or thermoplastic plastics known in the art. The integral tie or articulation 430 is connected on the support structure 412 through a slide hinge 436. The slide hinge 436 is configured to allow the reaction plate 411 to slide outwards (backwards in the case of an assembly). mounted on board) when the deployment of an air bag pushes the reaction plate 411 so that it pivots outwards. Since it allows the reaction plate 411 to move outwardly as it pivots upward, the slide hinge 436 displaces the reaction plate 411 in a position in which it will not be mechanically against a portion of the vehicle board 438 positioned directly above and in the path of the reaction plate 411 in the process of opening. The integral tie 430 is connected to the support structure 412 by two fasteners 440. The slide joint 436 includes two slotted fastener holes 442 in the integral joint 430 for receiving the fasteners. The slotted fastener holes 442 are configured to slidably receive the shaft portions of each fastener 440. When an air pocket in the process of deployment impacts with a back surface 446 of the reaction plate 411 and begins to push the plate Reaction 411 and door 416 to the outside, the slotted fastener holes 442 allow the integral tie 4430 to slide outward relative to the fasteners 440. The pivotable panel portion 435 of the reaction plate 411 includes integral ribs illustrated at 448 in Figures 31 and 32. The integral ribs 448 are configured to stiffen the reaction plate 411 against the formation plate caused by uneven impact forces from an airbag in the process of deployment. The integral ribs 448 extend integrally inward from an inner surface 446 of the pivotable panel portion 435 of the reaction plate 411. As best shown in Figure 32, integral ribs 448 include vertical and horizontal ribs that intersect in a rectangular array or in an egg receptacle pattern. In accordance with the embodiment of FIGS. 33 and 34, the integral fastening 430 'includes fan folds 452 configured to allow the fastener 430' to lengthen when the air bag in deployment unfolds the reaction plate 411 'towards outside (again, backwards in the case of a board-mounted assembly). The fan folds 452 can be integrated in the molding of the reaction plate 411 'thus eliminating the mechanical connection described above in relation to the embodiment of FIGS. 31 and 32, without having to form and assemble a sliding mechanism as shown in the embodiment of Figures 31 and 32. In other embodiments, the tie 430 may include an accordion or bellows type configuration instead of the fan fold configuration 452 described above. A panel and an integral air bag door assembly having an alternative articulation and a rupture seam configuration is generally shown at 210 in Figures 18, 19 and 22. A panel and an integral air bag door assembly having another alternative break seam configuration is shown at 210 'in Figures 20 and 23 and an integral air bag door panel and assembly having another alternative break seam configuration is shown at 210"in Figures 21 and 24. The reference numbers noted with a symbol (?) in figures 20 and 23 and with a symbol (2) in figures 21 and 24 indicate alternative configurations of elements that also appear in the embodiment of figures 18, 19 and 22. When a portion of the description employs a reference number to refer to the figures, the purpose is that this part of the description also applies to elements designated by numbers with () in the figures 20 and 23 and numbers with (") in Figures 221 and 24. Figures 18, 19 and 22 show the closed position of an air bag door 212 integrally formed in an automotive instrument panel 214 in accordance with the first embodiment . The air bag door 212 and the composite instrument panel 214 comprise a first plastic material 216 and include a frangible edge edge 218 that defines the air bag door 212. The frangible edge edge 218 is constructed to ensure that the door Air bag 212 breaks and / or tears in a predictable manner in general. The air bag door 212 can be moved from the closed position to provide a path for deployment of the air bag. The air bag door 212 can be moved out of the closed position causing the air bag door 212 to at least partially separate from the instrument panel 214 along a door perimeter 22 ° at least partially defined by the frangible marginal edge 218. The rest of the door perimeter 220 is defined by an integral retaining structure in the form of a hinge 222. The hinge 222 is configured to prevent at least a portion of the air bag door 212 separate from the immediate vicinity of the instrument panel 214 during deployment of the airbag. The immediate vicinity of the instrument panel 214 is an area surrounding the instrument panel 214 sufficiently spaced from any occupant of the passenger compartment such that no part of the air bag door 212 can be in contact with an occupant during the deployment of the airbag. The hinge 222 allows the airbag door 212 to open when the airbag is inflated but ensures that the door 212 is not separated by the deployment force of the airbag. The articulation 222 includes an articulation board that is generally indicated at 224 in FIGURES 18 and 22. As best seen in FIGURE 18, the articulation board 224 comprises a second material that is at least partially incorporated within the first material 216 and encompasses the perimeter of the door 220. The second material may include one or more of a number of suitable materials to include a thermoplastic rubber such as Santoprene ®, glass mat, cloth and metal. The articulation board 224 is invisible seen from an exterior surface of class A 226 of the instrument panel 214. As best seen in FIGURE 18, a first end 228 of the articulation board 224 is incorporated in a portion of the first material 216 that forms the door 212. a second end 230 of the articulation board 224 is incorporated in a portion of the first material 216 that forms the instrument panel 214. a middle portion 232 of the articulation board 224 is disposed between the first and second ends 228, 230. As best seen in FIGURE 18, the middle portion 232 of the articulation board 224 has an outer surface of articulation board 234 covered with a portion 236 of the first material 216 that forms the exterior surface class A of the door 212 and the instrument panel 214. the portion 216 of the first material covering the outer surface 234 of the middle portion 232 of the instrument board. section 224 continues the outer surface of class A 226 on the articulation board 224 and between the door 212 and the instrument panel 214, concealing the presence of the articulation board 214 and the dividing line or junction 220 between the door 212 and the board of instruments 214. the middle portion 232 also has an interior surface of articulation board 238 exposed in FIGS. 18 and 22. the exposed joint board surface 238 is disposed opposite the outer surface of articulation board 234. the inner surface of articulation board 238 is left exposed to promote bending along the joint 222. As shown in FIGS. 19 and 22, the frangible marginal edge 218 comprises a region of reduced thickness that delineates the integral air bag door 212 in the instrument panel fastener 214. frangible marginal edge 218 guides the tearing and / or tearing during unfolding of the air bag In addition, a tubular channel (sometimes referred to as a gas structural channel) is generally indicated at 240 in FIGS. 19 and 22. The tubular channel 240 is positioned on the air bag door 212 along the frangible marginal edge 218 the tubular channel 240 comprises a tube, shown at 242 in FIGURE 19, having a generally circular cross section. The tube 242 is partially defined by an elongated hemispherical wall 244 extending integrally from an inner surface 246 of the air bag door 212. the hemispherical wall 244 and the air bag door 212 and the instrument panel 214 are formed together as a single piece by gas injection molding as described in more detail below. The tubular channel 240 provides reinforcement and structure that creates a differential differential differential with the perimeter of the door 220. In other embodiments, the tubular channel 240 may have a tubular cross section that is different from the circular and may extend from the instrument panel 214 instead of from the airbag door 212. in any case, the tubular channel 220 is positioned opposite the outer surface class A 226 of the airbag door 212 and the instrument panel 214. In this position the tubular channel 240 is concealed from the point of view of an occupant of the vehicle and helps to hide the presence of the supplementary inflatable restrictive system. As shown in FIGURE 22, channel 240 extends 270 ° around the rear and side edges of the air bag door 212. While a single C-shaped door is shown in FIGURE 22, the same approach can be used for double H-shaped doors, X-shaped doors, etc. The integral air bag door and board assembly 210 'of FIGURES 20 and 23 includes two tubular channels generally indicated at 240' and 248 ', respectively. The tubular channels 240 'and 248' are positioned adjacent and ) parallel to each other. The channels 240 'and 248' run on and define an elongated space 218 'defining an integral airbag door 212' on the dashboard fastener 214. The space 218 'also serves as a frangible marginal edge between the two structural channels 240' and 248 '. The airbag door and board configuration of FIGURES 21 and 24 also includes two tubular channels generally indicated at 240"and 248", respectively. The tubular channels 240"and 248" are positioned adjacent and parallel to each other. The channels 240 '' and 248 '' run on and define an elongated space 218"defining an integral airbag door 212" on an instrument panel fastener 214". Space 218 '' also serves as a frangible marginal bank between the two structural channels 240 '' and 248 'A Not like the board and door assembly for integral air bag 210 'shown in FIGS. 20 and 23, the board and door assembly for integral air bag 210' shown in FIGURES 21 and 24 includes an elongated slot, shown at 250 in FIGURES 21 and 24, placed on an outer surface of class A 226 '' opposite the elongated space 218 ''. The elongated slot 250 further reduces the thickness of the plastic material where concealment of the presence of an air bag door for an inflatable restrictive system is not important. In practice, the articulation 222 in the inflatable restraint assembly can be constructed by first providing a mold configured to form the integral air bag door shape 212 and the instrument panel 214. The articulation board 224 comprising a sheet of a second material is placed in the mold in a position covering a mold region configured to form the perimeter of the door 220. The first material 216 is then introduced in molten form into the mold so that the articulation board 224 remains at least partially integrated into the first material 216. the first material 216 is allowed to cure inside the mold. Finally, the first cured material 216 and the articulation board at least partially integrated 224 are removed from the mold. The tear joint 218 of the inflatable restrictive assembly can be constructed in accordance with the present invention by first providing a mold configured to form the integral air bag door shape 212 and the instrument panel 214 and the tubular channel 240 or channels 240 ', 248'; 240 '', 248 ''. Gas is injected into a portion of the resin disposed in a portion of the mold configured to form the tubular channel 240 or channels 240 ', 248'; 240", 248". When gas is injected, it forms the tube of the tubular channel 242 and helps to inject the resin into | the narrow regions of the mold along the junction of torn 218. The resin is allowed to cure inside the mold before being removed. The use of tubular channels to form the tear bonds has the advantage of providing relatively large tear guide structures without using large amounts of material to create regions. thick that would result in sinking formation. If large amounts of material were used to swell the board on either side of the desired tear joint, it would result in shrinkage during curing at surface discontinuities in the form of depressions or "subsidence". Another embodiment of inflatable restrictive assembly, shown generally at 310 in FIGURES 25 and 26, includes a 360 ° tear joint limited by tubular channels 350. FIGURES 25, 26 and 28 show the assembly 310 installed in the automotive instrument panel and FIGURE 27 shows an alternative mode 310 'shown installed on an automotive door panel. FIGURE 29 shows an alternative embodiment of a screw horn. Another form of inflatable restrictive assembly, generally shown at 310"in FIGURE 30, includes a 270 ° 316" tear joint bounded by tubular channels 350". The reference numbers annotated with a prime symbol (?) In FIGURE 27 and with a double prime symbol () in FIGURE 30 indicate alternative configurations of elements that also appear in the mode of FIGURES 25, 26 and 28. Wherever a portion of the description uses a reference number to refer to the FIGURES, it is intended that that portion of the description apply similarly to elements designated with prime numbers in FIGURE 27 and double prime numbers in FIGURE 30. The assembly 310 comprises an air bag door indicated generally at 312 in FIGURE 26. the air bag door 312 is integrally formed in a hard plastic board fastening portion indicated generally at 314 in FIGURE 26. The door for air bag 312 and board fastener 314 are formed together as a single piece by injection molding. The weakened area or tear joint in the fastener, shown at 316 in FIGS. 25 and 26, defines at least a portion of the delineation of the air bag door 312. The tear attachment 316 is configured to assist in guiding the tear. and / or rupture by the inflation force of the airbag. The tear joint 316 is formed on an inner surface of the retaining portion 314 to provide an air bag door 312 that is hidden from the occupants of the vehicle. In other embodiments, the tear joint 316 or a stylizing line may be included on an exterior surface 'of the retaining portion 314. A cartridge for air bag, indicated generally at 318 in FIGURES 25 and 26, is supported behind of the air bag door 312 and has a cartridge opening 320 directed toward and in front of the air bag door 312. In a preferred embodiment, the cartridge 318 is an aluminum extrusion. A cover 319 with a central break 321 covers the opening of the cartridge 320. The cover 319 protects an air pocket 322 stored in the cartridge 318. The configuration allows the air pocket 322 to be deployed through the door 312 from within the cartridge 318 when inflated in a known manner. The air bag door 312 is formed to simulate the shape of the opening of the air bag cartridge 320 to prevent interference between the air bag deploying and the inner edges of the opening created in the clip 314 when the Door for 312 air bag opens. The air bag 322 will at least initially retain a general shape of the opening of the cartridge 320 from which the air bag 322 is deployed. Therefore, the air bag 322 is less likely to be caught on the inner edges of the opening of the door for air bag 320 because the opening 320 has the same shape as the opening of the cartridge 320. The tear joint 316 partially defines an articulated form without corners for the door for the air bag 213 as shown in FIG. FIGURES 25 and 35. The tear joint 316 is formed by integral molding but alternatively may be formed by gas assisted injection molding, by machining using computer numerical control (CNC), laser-scratched equipment and the like. The articulated shape of the 312 door makes the tear propagation more predictable by eliminating sharp corners that can be truncated during unfolding of the airbag. In other words, as a cracking is formed along the tear joint during the unfolding of the air bag, instead of negotiating around a corner, the tearing tends to leave the tear joint and propagate through or " cut "the corner. The cut corner may remain adhered to the surrounding material or may break and come loose. More specifically, in the case of a rectangular-shaped door, the corners are "cut" and may fail to be released when a split joint fracture propagates horizontally outward from the center of a horizontal cutting joint on the front edge of the door , towards the lower corners of the door leaving the cutting joint "cutting the corner" towards an adjacent vertical cutting joint instead of continuing to propagate along the horizontal tear joint all the way around the corner towards the joint of vertical cut. Through experimentation it has been determined that a cutting joint corner having a radius of 13 mm or less will typically fail, this being, it will be "cut", in the unfolding at or below -40 ° F. It has also been found that a corner with a radius of 20 mm or greater will not fail even at -40 ° F. As best seen in FIGURE 35, the cutting joint 316 describes a symmetrical articulated path having a line of symmetry shown at 376. The cutting joint 316 is essentially without corners. At no point along the cutting joint 316 there is a corner having a radius of less than 70 mm. In other words, no length of the cutting joint 316 has a curve defined by a radius less than 70 mm. In other embodiments, any portion of any of the curves defining a tear joint 316 may be defined by a radius considerably less than 70 mm as long as they do not have a value less than 13 mm in which it has been determined that the joint curves Cuttings fail at temperatures below -40 ° F. Optimally, to ensure a safety margin, no portion of any curve should be defined by a radius of less than 20 mm. Another way of expressing this is by saying that, at no point along any curve defining a cutting joint 316 must it have a rate of change of the slope of that permitted curve that exceeds that of a 20 mm diameter circle. Upper left portions 378 and upper right 380 of rupture seam 316, extending approximately between positions 9 and 11 hours and approximately between positions 1 and 3 hours of air bag door 312, respectively, are defined by curves They have a radius transition of approximately 70 mm in the positions 11 hours and 1 hour, to 78 mm in the approximate positions 9 hours and 3 hours. The radii of 70 mm, the radii of 68 mm and all the transition radii between these radii are measured from a first center point A for the upper left portion 378 and a second center point BB for the upper right portion 380 of the rupture seam 316. An upper middle portion 382 of the rupture seam 316, which extends between the approximate positions 11 and 1 hour is defined by means of a generally straight line connecting the upper left 378 and upper right 380 of rupture seam 316. The lower left 384 and lower right 386 portions of the rupture seam 316, which extends between positions 8 and 9 hours and positions 3 and 4 hours, respectively, are defined by respective curves that present a transition from a radius of 78mm to a radius of 250mm. The radius of 78mm is measured from the center point A at the position approximately 9 hours for the lower left portion 384 and from the center point BB for the approximate position 3 hours from the door seam 312 in the case of the right portion bottom 386 of the break seam 316. The radius of 250 mm of the lower left portion 384 is measured from a third center point illustrated in C in Figure 35 to a position of approximately 8 hours of the break seam 316 The point C is located 88mm above the upper middle portion 382 of the rupture seam 316 along the line of symmetry 376. The radius of 250 mm of the lower right portion 386 is measured from the third center point C to a position approximately 4 hours from the 316 rupture seam. Between the positions of 8 and 9 hours and the positions of 3 and 4 hours, the lower left and lower right portions 384, 386, follow combined transition curves that are defined by radii that do not have a common center point. More specifically, positions 8 and 9 hours and positions 3 and 4 hours are connected by French curves.

A lower middle portion 388 of the break seam 316, which extends between the provided positions 4 and 8 hours, is defined by a constant radius curve of 250 mm from the center point C. As shown in Figure 26 , a steel reaction plate 324 is supported at the rear and fastened on the air bag door 312, opposite an external class A surface 326 of the door 312. The reaction plate 324 is a flat sheet of metal having an arc shape that generally corresponds to the shape of the air bag door 312. At least a portion of the outer peripheral edge 328 of the reaction plate 3324 is aligned adjacent to the rupture seam 316 to assist in distributing the airbag deployment forces along the rupture seam 316. Alternatively, the reaction plate may include a perimeter edge treatment configured to additionally concentrate the deployment forces to along the seam of rupture. Three examples of such alternative edge treatments are presented 370, 372 and 374 in Figures 36, 37 and 38, respectively. Any of these or other treatments of this type can be employed in any of the embodiments disclosed herein. As shown in Figure 36, the edge treatment 370 may include bending an outer edge of the reaction plate to form a perimeter shoulder of triangular cross section. As shown in Figure 37, the edge treatment 372 may include bending an outer edge of the reaction plate to form a perimeter shoulder of rectangular or square cross section. As shown in Figure 38, edge treatment 374 may include a simple bending at right angles to an outer edge of the reaction plate. In each case, the reaction plate would be positioned with the edge treatment 370, 372, 374 facing outwardly and positioned along and adjacent to a rupture seam 316. The reaction plate 324 includes an integral metal extension 330 or a tie strap attached to the retainer of the decoration panel 314 at a point adjacent to the air bag door 312. The integral extension 330 serves both as a live hinge and as a tie for the air bag door 3112 during deployment of the air bag. A pair of elongated tubular channels, illustrated at 350 in Figure 26, are formed by gas assisted injection mold along either side of the break seam 316 to further ensure that rupture occurs only along the seam. Rupture 316. The tubular channels 350 increases the structural rigidity adjacent to the rupture seam 316 without requiring a large mass of material. Since the tubular channels 350 are hollow and do not require a relatively large concentration of material, their formation by injection molding is not »Results in distortions of the external surface of class A 320, as would otherwise be the case. As shown in Figure 26, one of the tubular channels 350 is integrally formed along a peripheral outer edge of the door 312 and the other of the channels 350 is integrally formed with a receptacle support bracket. > 352. The receptacle support bracket 352 is semicircular in front view (not shown) to generally conform to the outer dimensions of a front bottom edge 354 of the receptacle 318. The door 312 includes ribs 332 and flanges 334 extending integrally from a rear surface 336 of the door 312 opposite the outer surface of class A 326. However, alternatively, the reaction plate 324 may include ribs extending integrally from an outer surface 313 of the reaction plate 324. (the drawing of the Figure 26 is consistent with the ribs 332 which extend either outwardly from the outer surface 313 of the reaction plate 324 or inwardly from the inner surface 336 of the door 312). The reaction plate 324 is spaced from the rear surface 336 by the ribs 332, the flanges 334, and held on the door 312 through fasteners 338 extending through the reaction plate 324 and the flanges 334. With reference to. Fig. 29, and to the embodiment of Fig. 30, other embodiments may include tubular channels 360 extending integrally from the rear surface 336 of the door 312 and / or the retainer 314 and supporting the flanges 334 extending from integral way inward from the tubular channels 360. A tie strap 330 and a reaction plate 324 are fastened on the shoulders 334 through fasteners 338. One of the tubular channels 360 extends integrally 360 degrees around the peripheral edge of the door 312 to help guide the break completely around the entire door 312 and thus allow the door 312 to be completely separated from the trim panel retainer 314. However, in other embodiments, the tubular channel 360 that is integrally formed with the door 312 may be formed only about 270 degrees relative to the receptacle 318, ie, on the sides and bottom of the receptacle opening. It is for concentrating the breaking forces on the sides 316a, 316b and bottom 316c of the rupture seam 316 and to allow the door 312 to pivot about a living hinge formed at a joint of the retainer 314 and door 312 when an airbag is inflated . With reference to Figure 25, the air bag receptacle opening 320 has the same arc shape, generally circular or oval as the air bag door 312 to assist the stored air bag 322 to fit through the opening left by the air bag door 312. However, since the air bag 322 expands as it unfolds, the air bag door 312 is larger in area than the air bag receptacle opening 320. A foam layer as shown at 340 in Figure 26 can be placed on an external surface 341 and a retainer 314 and door 312 and adhered thereto. A film or layer of coating material 342 is placed on an outer surface of the foam layer 340 and adhered thereto. In other embodiments, the outer surface 341 of the retainer 314 and door 312 may also be an external surface of class A of the retainer 314 and door 312, that is, in first hard surface IP applications have no foam or film. In some cases, the film may be weakened along the same profile as the break seam 316. In the embodiment of FIGS. 25 and 26, the decoration panel including retainer 314 and door 312, is a blank panel. instruments. However, in other embodiments, the inflatable restriction assembly can be configured to be mounted on a door panel as shown at 310 'in Figure 27 instead of an instrument panel as shown at 310 in Figure 25. In the door panel, the assembly 310 'acts as a lateral impact absorption system. I ™ In accordance with the embodiment of Figure 30, the receptacle opening 320"does not include cover 319. Instead, a reaction plate 324" is configured to close the receptacle opening 320. "The reaction plate 324"includes an integral extension or tie 330" having fan folds 331 configured to allow the tie 330"to be | l lengthen when the deployment of the air bag pushes the reaction plate 324"outward." As in the case of the embodiment of Figures 25, 26 and 28, the embodiment of Figure 30 includes a pair of tubular channels. elongated, illustrated at 350", 360" in Figure 30. The tubular channels 350", 360" are formed by means of gas assisted injection molding along both sides of a breakout seam 316"defining a integrally formed door 312"in a retaining panel 314". As in the case of the above embodiments, the tubular channels 350", 360" are included to further ensure that the break is limited to the break seam 316"when the deployment of the air bag pushes the door 312" toward a open position As shown in Figure 30, one of the pair of tubular channels 350"is formed integrally along a peripheral outer edge of the door 312"and the other of the pair of tubular channels 360" is formed integrally with the retainer 314"where the door 312" is integrally formed. The rupture rib 316"and the pair of tubular channels 350", 360"are formed about 360 ° from the door 312" leaving a lower edge 362 of the door 312 without any tubular channel or rupture seam. The bottom edge 362 of the door 312 requires no break seam since it is also a portion of a lower edge of the retaining panel 314"and is not attached to any adjacent structure.A screw flange 334" extends integrally toward in from the tubular channel 360"and provides one of two connection points for the portion 330" of the reaction plate tie shown in Figure 30. The second connection point for the attachment 330"is shown in the screw flange 335 which extends integrally inward from retainer 314". Screw flanges 334"and 335 also provide connection points for a top support bracket illustrated at 364 in Figure 10. The embodiment of Figure 30 also includes an additional tubular channel 361 extending integrally from the inner surface 356"of the door 312" .- A third screw flange 337 extends integrally inward from the tubular channel 364 and provides a connection point for the reaction plate 324". The description of the drawings illustratively present our currently preferred embodiments of the invention. We intend that the description and the drawings describe these modalities and do not limit the scope of the invention. Obviously, it is possible to modify these modalities without leaving the scope of the following claims. Accordingly, within the scope of the claims, the invention can be practiced in a manner different from that specifically shown and described in the description and drawings.

Claims (38)

1. CLAIMS An inflatable restriction assembly for an automotive vehicle, the apparatus comprises: a support structure; an airbag deployment door integrally formed in a vehicle panel, the airbag deployment door has a perimeter, at least a portion of the perimeter is defined by a frangible marginal edge; an air bag dispenser supported adjacent an internal door surface opposite an external door surface; an air bag supported in an air bag receptacle of the air bag dispenser, the air bag has an inner end operatively connected to the air bag jet and an outer end positioned adjacent to the air bag deployment door , the air bag jet is configured to direct the deployment of air bag and along a deployment path through the vehicle panel; a reaction plate placed between the air bag and the air bag deployment door; the reaction plate includes a pivotable panel portion configured to pivot outwardly under the force of inflation of the air bag; and the reaction plate connected to the support structure.
2. 2. An inflatable restriction assembly as defined in claim 1 wherein the reaction plate includes a tie extending integrally from the pivotable panel portion of the reaction plate and is connected to the support structure.
3. 3. An inflatable restraint assembly according to that defined in claim 2 wherein the support structure comprises the internal vehicle panel.
4. 4. An inflatable restraint assembly as defined in claim 2 wherein the support structure comprises the air bag spout.
5. 5. An inflatable restraint assembly in accordance with that defined in claim 2 wherein the tie is connected to the door.
6. 6. An inflatable restraint assembly as defined in claim 2 wherein the tether and the pivotable panel portion are a single unit piece.
7. 7. An inflatable restraint assembly as defined in claim 1 wherein the door and the vehicle panel are a single unitary piece. ^
8. 8. An inflatable restriction assembly according to claim 1 wherein the plate The reaction includes a marginal external edge portion that has a generally identical shape and is aligned with at least a portion of the frangible marginal edge of the air bag deployment door. ^ B
9. 9. An inflatable restraint assembly in accordance with 10 as defined in claim 1 wherein the reaction plate is supported along an internal edge of the reaction plate and wherein an outer portion of the reaction plate can pivot outwardly away from the air bag jet by 15 the bending of the reaction plate along a first hinge line extending flw parallel to the inner edge of the clamped reaction plate.
10. 10. An inflatable restraint assembly according to claim 1 wherein at least a portion of the reaction plate is positioned adjacent to the inner surface of the door.
11. 11. An inflatable restraint assembly as defined in claim 1 wherein at least A rib extends integrally inward from the inner door surface towards the reaction plate.
12. An inflatable restriction assembly as defined in claim 11 wherein several integral ribs extend integrally inward from an inner surface of the pivotable panel portion of the reaction plate.
13. An inflatable restriction assembly according to the one defined in claim 12 wherein the integral ribs include vertical and horizontal cross ribs.
14. An inflatable restraint assembly as defined in claim 1 wherein the pivotable panel portion of the reaction plate is fastened to the inner door surface through a screw threaded into a flange, the flange extends integrally inward from the air bag deployment door.
15. An inflatable restraint assembly as defined in claim 2 wherein the tether is fastened on the vehicle panel through a threaded screw in a rim, the ridge integrally extends inwardly from the vehicle panel.
16. An inflatable restriction assembly according to the one defined in claim 1 wherein the reaction plate comprises plastic material.
17. 17. An inflatable restraint assembly as defined in claim 16 wherein the reaction plate comprises thermoplastic urethane.
18. 18. An inflatable restraint assembly as defined in claim 2 wherein the integral tie is connected to the support structure by means of a sliding hinge configured to allow the reaction plate to slide outwardly when the bag of air is deployed and pushes the reaction plate to pivot outwards.
19. 19. An inflatable restraint assembly as defined in claim 18 wherein the integral tie is connected to the support structure by means of a fastener, the slide joint includes a slotted fastener hole in the integral tie configured for slidably receiving a portion of the fastener shaft to allow the integral fastener to slide outwards.
20. An inflatable restraint assembly as defined in claim 2 wherein the integral tie includes fan folds configured to allow the tie to elongate when the deployment of the air bag pushes the reaction plate out.
21. 21. An inflatable restraint assembly as defined in claim 1 wherein a first tubular channel is positioned along at least a portion of the air bag door perimeter.
22. 22. An inflatable restraint assembly as defined in claim 21 wherein the first tubular channel is positioned opposite an outer surface of the air bag door and vehicle panel.
23. 23. An inflatable restraint assembly as defined in claim 21 further including a second structural channel positioned adjacent and parallel to the first tubular channel, the perimeter is positioned between the first tubular channel and the second tubular channel, one of the tubular channels are formed integrally with the door and the other tubular channel is formed integrally with the vehicle panel.
24. 24. An inflatable restraint assembly as defined in claim 23 wherein the frangible marginal edge is defined by an elongate recess defined by the first tubular channel and the second tubular channel and positioned between said first tubular channel and said second channel tubular.
25. 25. An inflatable restraint assembly as defined in claim 24 further including an elongated slot positioned on the outer surface opposite the elongated recess.
26. 26. An inflatable restraint assembly according to claim 1 wherein the frangible marginal edge defines the entire perimeter of the air bag deployment door.
27. 27. An inflatable restraint assembly as defined in claim 23 wherein the frangible marginal edge and the pair of tubular channels are formed about 270 ° from the air bag door.
28. 28. An inflatable restraint assembly as defined in claim 21 wherein a screw flange extends integrally inward from the tubular channel and is configured to receive a fastener that connects the reaction plate on the screw flange. .
29. 29. An inflatable restraint assembly as defined in claim 21 wherein a tubular channel extends integrally inward from the inner surface of the door and a screw ridge extends integrally inward from the tubular channel. , the screw flange is configured to receive a fastener that connects the reaction plate on the screw flange.
30. 30. An inflatable restraint assembly as defined in claim 1 wherein the frangible marginal edge of the door comprises a region of reduced cross section.
31. 31. An inflatable restraint assembly as defined in claim 1 wherein the airbag deployment door includes a marginal edge that forms a hinge between the vehicle panel and the door.
32. 32. An inflatable restraint assembly as defined in claim 1 wherein a flexible film covers at least a portion of the vehicle panel in a layered arrangement.
33. 33. An inflatable restraint assembly as defined in claim 1 wherein a foam layer covers at least a portion of the vehicle panel.
34. 34. An inflatable restraint assembly as defined in claim 31 wherein: the door and the panel comprise a first material; and the articulation includes an articulation panel comprising a second material integrating at least partially within the first material and encompassing the perimeter of the door.
35. 35. An inflatable restriction assembly in accordance with • what is defined in claim 31 wherein the articulation is invisible on an external surface of the vehicle panel.
36. 36. An inflatable restraint assembly as defined in claim 34 wherein the articulation panel includes: a first end integrated in a portion of the first material forming the door; a second end integrated in a portion of the first material forming the vehicle panel; and a middle portion placed between the first end and the second end, the middle portion has a 15 outer surface covered with a portion of the first material forming the outer surface of the air bag door and vehicle panel, the middle portion having an exposed internal surface positioned opposite the outer surface.
37. 37. An inflatable restraint assembly as defined in claim 34 wherein the second material includes any of one or more materials selected from the group consisting of thermoplastic rubber, matte glass, cloth and metal.
38. 38. An inflatable restraint assembly as defined in claim 1 wherein: the perimeter of the air bag door generally has a shape that is approximately the shape of the air bag receptacle opening; and the frangible marginal edge defines at least partially an arc shape for the air bag door. An inflatable restraint assembly as defined in claim 38 wherein the air bag receptacle opening has the same general arc shape as the air bag door. A method for manufacturing an inflatable restraint assembly for passengers in automotive vehicles, the assembly comprises an air bag door formed integrally in an automotive decoration panel made of a plastic material, the integral air bag door defined at least partially by a frangible marginal edge, the air bag door can be moved from a closed position to provide a path for the deployment of an air bag, the air bag door can be moved between the closed position by the at least partial separation of the decoration panel along a door perimeter so less partially defined by a frangible marginal edge, and a tubular channel placed along the frangible marginal edge; the method includes the steps of: providing a mold configured to constitute the shape of the integral air bag door and decoration panel and the tubular channel; provide material in the mold; injecting gas into a portion of the material placed in a portion of the molding configured to form the tubular channel; allow the material to solidify inside the mold; and remove the solidified material from the mold. A method according to claim 40 wherein the step of providing a mold includes the step of providing a mold configured to create the shape of an air bag door that includes a door perimeter at least partially defined by an edge of frangible material comprising a region of reduced thickness. SUMMARY OF THE INVENTION An apparatus for deploying an airbag through an automobile dash panel (12) includes an airbag door (16) formed integrally in the panel and defined by a door perimeter that includes a frangible edge (18) of reduced cross section. A spout (20) supports the air bag (24) behind the door. A metal reaction plate (28) is placed between the air bag (24) and the door (16). When the air bag is inflated, it forces the reaction plate (28) to bend around a horizontal articulation line (36). As the reaction plate pivots, it concentrates the inflation force along a lower position of the frangible door edge. This helps to predictably separate the board panel door by breaking along the bottom door edge and allowing the break to propagate upward at two side edges. In one embodiment, the rupture is also propagated through an upper edge to completely separate the panel door. At least one fastening and preferably two or three fastenings (50) limit the distance of displacement of the door during the inflation of the airbag. A retainer member may be included to limit bending of the reaction plate. After deployment, the reaction plate remains in a position that prevents the plate from returning to its original position. A retaining structure may be included to prevent at least a portion of the air bag door from detaching from the vehicle panel. A hinge (44) may be integrated in the panel in a position that encompasses a portion of the perimeter of the. door. A hollow channel can be formed in the panel along the frangible marginal edge to create a substantial resistance differential with the perimeter of the door to promote bending along the joint and / or to help limit the break to the marginal edge frangible during the deployment of the airbag.