Safety restraint design system and methodology

• US 20050114108A1
• Filed: 10/13/2004
• Published: 05/26/2005
• Est. Priority Date: 10/13/2003
• Status: Abandoned Application

• Current Assignee: Key Safety Systems, Inc. (Ningbo Junsheng Investment Group Co., Ltd.)
• Original Assignee: Key Safety Systems, Inc. (Ningbo Junsheng Investment Group Co., Ltd.)
• Inventors: Tabar, Daniel, Cooper, John, Bauer, Barney J., Pang, Hyunsok, Murad, Mohannad F., Doering, Jason
• Application Number:
  US10/963,976
• Publication Number:
  US 20050114108A1
• Time in Patent Office: Days
• US Class Current: 703/8
• CPC Class Codes: G05B 13/021 in which a variable is automatically adjusted to optimise the performance
• CPC Class Codes: G05B 17/02 electric

Abstract

Disclosed is a safety restraint design controller for controlling the design of a safety restraint system so that a predetermined desired level of an occupant'"'"'s response is produced. The controller has a database for storing a occupant restraint factor response model. The model interrelates at least one predetermined restraint factor with the occupant response; the restraint factors having a level which is indicative of setting values for controlling the safety restraint design. A database engine connected to the database determines a level for the occupant response based upon the model and upon a first level of the restraint factors. A solver is connected to the database engine for determining a second level of the restraint factors which produces the desired level of the occupant response based upon the desired level of the occupant response from the database engine whereby the safety restraint design is controlled based upon the determined second level of the restraint factors which produces the desired level of the safety response.

Claims

1. A system for controlling the design of a safety restraint system so that a predetermined desired level of an occupant'"'"'s response is produced, the controller comprising:

a multi-domain occupant restraint factor response model, the model interrelating at least one predetermined restraint configuration with the occupant response, the restraint configuration having a first set off variable restraint control parameters which are indicative of an first set of adjustable control values of at least one component of a safety restraint system, said model being configured to simulate a crash event by conducting a series of calculations which describe the event over a discrete time domain;

a solver module configured to receive data from the occupant restraint factor response model at a predetermined interval which is coupled to the occupant restraint model so as to generates a second set of restraint control parameters which are indicative of an second set of adjustable control values that are then passed back to multi-domain restraint simulation code; and

whereby the safety restraint design is controlled based upon the determined second level of the restraint factors which produces the desired level of the safety response.

2. The safety restraint design controller of claim 1 wherein the solver utilizes an optimizer connected to the database engine for determining the second level of the restraint factors which produces the desired level of the occupant response based upon the desired level of the occupant response from the database engine.

3. The safety restraint design controller of claim 1 wherein the model interrelates a plurality of variable restraint factors with a plurality of occupant responses.

4. The safety restraint design controller of claim 1 wherein the optimizer constrains the permissible level ranges for the restraint factors and for the occupant responses in determining a second level of the occupant restraint factors.

5. The safety restraint design controller of claim 1 further including a computer-human interface for constraining the permissible level ranges for the restraint factors and for the occupant responses in determining a second level of the occupant responses.

6. The safety restraint design controller of claim 1 further containing a coupling module coupling the solver module to the multi-domain restrain response model.

7. The safety restraint design controller of claim 1 wherein the optimizer constrains the permissible level ranges for the restraint factors and for the occupant responses in determining a second level of the occupant restraint factors.

8. A computer implemented method for designing a safety restraint system so that a predetermined desired level of occupant responses produced, comprising the steps of:

storing an occupant restraint factor response model in a computer storage medium, the model interrelating at least one predetermined restraint factor with the occupant response, the restraint factors having a level which is indicative of setting values for response output for components within the design of the restraint system;

determining a level for the occupant response based upon the model and upon a first level of the restraint factors;

determining a second level of the restraint factors which produces the desired level of the occupant response based upon the determined level of the occupant response;

providing a solver configured to receive signals from the occupant response model and determining if changes should be made to the response factors are needed; and

a coupling software operatively disposed between the solver and the occupant restraint response model.

9. The computer implemented method for designing a safety restraint system of claim 8 wherein the model of the model includes interrelating a plurality of restraint factors with a plurality of occupant responses.

10. The method for designing a safety restraint system according to claim 8 further comprising coupling a sensor'"'"'s output to the solver.

11. The method for designing a safety restraining system according to claim 10 wherein the sensor'"'"'s output is simulated.

12. An occupant sensing apparatus for controlling operating characteristics of a vehicle'"'"'s safety restraint system, comprising:

a first sensor emitting a first signal indicative of an occupant being within a distance of a location within the vehicle;

a controller receiving the first output signal and generating a control signal that is used to vary the operating characteristics of the vehicle'"'"'s safety restraint system more than once within a first predetermined time frame of a crash event; and

a means for changing the operating characteristic of the restraint system in response to a signal provided by the controller.

13. The apparatus as described in claim 12 wherein the first predetermined time frame is less than 300 msec.

14. The apparatus as described in claim 13 wherein the means for varying the characteristic of the restraint system is a variable vent.

15. The apparatus as described in claim 13 wherein the means for varying the characteristic of the restraint system is a variable output air bag.

16. The apparatus as described in claim 13 wherein the means for varying the characteristic of the restraint system is a variable load retractor.

17. The apparatus as described in claim 12 wherein the sensor is an occupant proximity sensor.

18. The apparatus as described in claim 12 wherein the sensor is coupled to the retractor.

19. The apparatus as described in claim 12 wherein the controller is an open loop controller.

20. A method of changing the output of a restraint system based upon the location of an occupant within a vehicle environment comprising the steps of:

a) providing a first sensor which produces a first signal indicative of an occupant'"'"'s location within the vehicle;

b) providing a means for changing the output of the restraint system;

c) providing an open loop controller for controlling a operating characteristics of a vehicle safety restraint system;

d) calculating the location of the occupant within the vehicle; and

e) providing the first minimum distance information to the controller.

21. The method as described in claim 20, further comprising the step of:

f) changing the output of the restraint system a first time.

22. The method as described in claim 21, further comprising the steps of:

g) calculating a first optimum squib fire time;

h) providing an electrical current to a first squib; and

i) providing an electrical current to a second squib.

23. The method as described in claim 20 further comprising the step of:

j) changing the output of the restraint system a second time within a predetermined amount of time.

24. The method according to claim 22 wherein the predetermined amount of time is less than 300 msec.

25. The method as described in claim 20 further comprising the steps of:

k) calculating an optimum effective vent value; and

I) providing an alternating current to a variable vent at a predetermined frequency so as to cause the vent to have the effective vent value.

26. A vent for an air bag housing comprising:

a first member configured to be rotated about a pivot point, the first member defining a first plurality of radially positioned apertures; and

a drive mechanism configured to cyclically rotate the first member from a first position to a second position, wherein the first plurality of radially positioned apertures are aligned with a second plurality of radially positioned apertures that are fluidly coupled to a cavity defined by the housing.

27. The vent according to according to claim 26 wherein the drive mechanism is configured to rotate the first member at a predetermined frequency less than 50 hz.

28. The vent according to claim 26 wherein the first plurality of radially positioned apertures is a plurality of slots.

29. The vent according to claim 26 wherein the drive mechanism is configured to rotate the first member less than 5 degrees.

30. A vent for an air bag housing comprising:

a first member defining a first plurality of slots;

a second member defining a second plurality of slots; and

a drive mechanism configured to translate the first member with respect to the second member to align the first plurality of slots with the second plurality of slots.

31. The vent according to claim 30 wherein the first member is rotatably coupled to the second member.

32. The vent according to claim 30 wherein the drive mechanism is configured to translate the first member from a first position to a second position and back to the first position at a predetermined frequency.