Three-axis aircraft crash sensing system

• US 5,928,300 A
• Filed: 10/30/1997
• Issued: 07/27/1999
• Est. Priority Date: 10/30/1997
• Status: Expired due to Term

• Current Assignee: BAE Systems Simula, Inc. (Safariland LLC)
• Original Assignee: BAE Systems Simula, Inc. (Safariland LLC)
• Inventors: Bark, Lindley W., Rogers, Jon P.
• Primary Examiner(s): Cuchlinski, Jr., William A.
• Assistant Examiner(s): ARTHUR JEANGLAUDE, GERTRUDE
• Application Number:
  US08/960,861
• Time in Patent Office: 635 Days
• Field of Search: 701/45, 701/46, 701/47, 701/49, 340/436, 340/686, 340/689, 280/727, 280/728.1, 280/734, 280/735, 180/268, 180/271, 180/282
• US Class Current: 701/45
• CPC Class Codes: B60R 2021/0093 Aircraft
• CPC Class Codes: B60R 2021/01122 Prevention of malfunction
• CPC Class Codes: B60R 2021/01325 Vertical acceleration
• CPC Class Codes: B60R 21/0132 responsive to vehicle motion parameters , e.g. to vehicle longitudinal or transversal deceleration or speed value
• CPC Class Codes: B60R 21/01338 using vector analysis
• CPC Class Codes: B60R 21/16 Inflatable occupant restraints or confinements designed to inflate upon impact or impending impact, e.g. air bags protective garments with automatically inflatable shock-absorbing means A41D13/018; connection of valves to inflatable elastic bodies B60C29/00
• CPC Class Codes: B60R 22/46 Reels with means to tension the belt in an emergency by forced winding upelectrical circuits for triggering safety arrangements B60R21/01 ; tensioners using reels only guiding the belt during normal use, e.g. splitted reels B60R22/195
• CPC Class Codes: B64D 25/00 Emergency apparatus or devices, not otherwise provided for parachutes B64D17/00, B64D19/00; jettisoning of fuel tanks or fuel per se B64D37/00; specially adapted for protection against criminal attack, e.g. anti-hijacking systems B64D45/0015 ; safety belts or body harnesses in general A62B35/00; safety belts or body harnesses for land vehicles B60R22/00; jettisonable parts of fuselage facilitating emergency escape B64C
• CPC Class Codes: G01P 15/18 in two or more dimensions

Abstract

An electronic crash sensing unit for detecting and discriminating a crash and actuating occupant safety device(s) such as air bags. The unit is designed and constructed to operate within an aircraft, but may be used in ground and sea-going vehicles as well. It provides crash acceleration sensing coverage for impact angles occurring throughout aircraft upper and lower hemispherical directions, which are defined by longitudinal, lateral, and vertical aircraft fixed axes as well as any combination of coordinates thereof. It can sense an aircraft acceleration event, determine if the acceleration is a normally occurring event not requiring air bag deployment or a crash event that warrants deployment. The crash sensing unit uses a microprocessor and algorithm to discriminate crash events that warrant safety device deployment from non-crash events, and to actuate deployment. The crash sensing unit compares continuously measured acceleration and calculated total velocity change to defined go/no-go threshold criteria. A crash event is defined as the exceeding both acceleration and velocity change thresholds.

Claims

1. A three-axis aircraft crash sensing system comprising:

(a) an x-axis solid-state accelerometer;

(b) a y-axis solid-state accelerometer mounted orthogonally to the x-axis solid-state accelerometer;

(c) a z-axis solid-state accelerometer mounted orthogonally to the x-axis and y-axis solid-state accelerometers;

(d) a microprocessor and one or more ignition circuits;

(e) one or more air bags; and

(f) one or more gas generators, each of said gas generators comprising an igniter, wherein each igniter is electrically connected to an ignition circuit,

wherein said gas generators are capable of fully inflating all of the one or more air bags,

wherein each of the accelerometers continuously measures acceleration in its respective direction, and provides signals representative of the acceleration to the microprocessor,

wherein the microprocessor calculates an x-axis total velocity change, a y-axis total velocity change and a z-axis total velocity change from the signals representative of the acceleration,

wherein the microprocessor contains an x-axis total velocity change threshold, an x-axis acceleration threshold, a y-axis total velocity change threshold, a y-axis acceleration threshold, a z-axis total velocity change threshold and a z-axis acceleration threshold,

and wherein the microprocessor is programmed to issue a command to the ignition circuit to initiate ignition of one or more igniters if;

(i) the x-axis acceleration is greater than the x-axis acceleration threshold and the x-axis total velocity change is greater than the x-axis total velocity change threshold, or

(ii) the y-axis acceleration is greater than the y-axis acceleration threshold and the y-axis total velocity change is greater than the y-axis total velocity change threshold, or

(iii) the z-axis acceleration is greater than the z-axis acceleration threshold and the z-axis total velocity change is greater than the z-axis total velocity change threshold.

2. The three-axis crash sensing system of claim 1, further comprising a flash RAM memory for recording time history data for each of the accelerometers for a predetermined period.

3. The three-axis crash sensing system of claim 1, wherein the crash sensing system is mounted in an enclosure having an EMI chamber and a main electronic chamber, said EMI chamber housing connectors electrically connecting the ignition circuits to the igniters, and said main electronic chamber housing the x-axis, y-axis and z-axis accelerometers.

4. The three-axis crash sensing system of claim 3, wherein the EMI chamber also houses a battery, said battery electrically connected to provide back-up power to the microprocessor and to the ignition circuits.

5. The three-axis crash sensing system of claim 1, wherein the acceleration and total velocity change thresholds are programmable.

6. A method for detecting crashes comprising:

(a) providing a programmable controller and three solid-state accelerometers which are mounted in mutually orthogonal directions;

(b) continually receiving three sets of signals at the programmable controller from each of the three orthogonally-mounted solid-state accelerometers, each one of said set of signals representing the acceleration respectively experienced by one of the three solid-state accelerometers;

(c) comparing the acceleration measured by each of the three solid-state accelerometers to its respective acceleration threshold;

(d) returning to step (b) if the acceleration is determined to be not greater than the respective acceleration threshold for each of the three accelerometers;

(e) initializing a counter for time and a counter for total velocity change for each of the accelerometers for which the respective acceleration threshold was exceeded, if the acceleration is determined to be greater than the respective acceleration threshold for one or more of the three accelerometers;

(f) calculating the incremental velocity change;

(g) calculating the total velocity change by adding the incremental velocity change to a sum of all previously calculated incremental velocity changes within a predetermined time period, if any;

(h) comparing the total velocity change to a threshold velocity change threshold;

(i) if the total velocity change is greater than the threshold velocity change for any of the three accelerometers, igniting an ignition circuit which initiates generation of gas for inflating air bags; and

(j) if the total velocity change is not greater than the threshold velocity change for any of the three accelerometers, returning to step (b).

7. The method of claim 6, further comprising recording time history data for each of the accelerometers for the predetermined time period.

8. The method of claim 6, further comprising the following additional steps between steps (h) and (i):

calculating the time each of the accelerometers has been experiencing acceleration greater than its respective threshold acceleration as an event time,

comparing the event time to a predetermined time limit for each of the accelerometers,

if the event time is not greater than the predetermined time limit for any of the accelerometers, returning to step (b),

if the event time is greater than the predetermined time limit, going on to step (i).

9. The method of claim 6, further comprising, the following additional steps between steps (g) and (h):

calculating the time each of the accelerometers has been experiencing acceleration greater than its respective threshold acceleration as an event time,

comparing the event time to a predetermined time window for each of the accelerometers,

if the event time is greater than the predetermined time window for all of the accelerometers, going on to step (h),

if the event time is not greater than the predetermined time window, determining whether the acceleration threshold was exceeded in a time window just prior to the present time window,

if the respective acceleration threshold was not exceeded in the time window just prior to the present time window, returning to step (b),

if the respective acceleration threshold was exceeded in the time window prior to the present time window, going on to step (h).

10. The method of claim 6, further comprising recording and retaining in memory the number of aircraft start-ups occurring after any one of the three acceleration thresholds has been exceeded.

11. A three-axis crash sensing unit comprising:

(a) three accelerometers mounted orthogonally to each other on a printed circuit board;

(b) a microprocessor in communication with each of the accelerometers;

(c) ignition circuits electrically connected to the programmable controllers; and

(d) a flash RAM memory,

wherein the microprocessor receives signals representative of the acceleration experienced by each of the three accelerometers, and (1) compares the acceleration to a predetermined acceleration threshold for each of the three accelerometers, (2) calculates the total velocity change over a predetermined time period, and compares the total velocity change to a predetermined threshold total velocity change, and (3) if both the acceleration threshold and the total velocity change threshold are exceeded, initiates operation of the ignition circuits,

and wherein time history data for each of the accelerometers for the predetermined time period is recorded in the flash RAM memory.

12. The three-axis crash sensing unit of claim 11, wherein the crash sensing unit is mounted in an enclosure having an EMI chamber and a main electronic chamber, said EMI chamber housing connectors for electrically connecting the ignition circuits to igniters.

13. The three-axis crash sensing system of claim 12, wherein the EMI chamber also houses a battery, said battery electrically connected to provide back-up power to the microprocessor and to the ignition circuits.

14. The three-axis crash sensing system of claim 11, further comprising means for recording and retaining in memory the number of aircraft start-ups occurring after any one of the acceleration thresholds has been exceeded.

15. The three-axis crash sensing system of claim 11, wherein the microprocessor comprises means for selecting programmable zones for which air bag deployment can be inhibited.

16. A three-axis crash sensing system comprising:

(a) means for selecting a forward acceleration threshold, an aft acceleration threshold, an up acceleration threshold, a down acceleration threshold, a left acceleration threshold and a right acceleration threshold;

(b) means for selecting a forward total velocity change threshold, an aft total velocity change threshold, an up total velocity change threshold, a down total velocity change threshold, a left total velocity change threshold and a right total velocity change threshold;

(c) means for detecting forward acceleration, aft acceleration, up acceleration, down acceleration, left acceleration and right acceleration;

(d) means for calculating total velocity changes over a predetermined time period for the forward, aft, up, down, left and right directions from the detected respective forward, aft, up, down, left and right accelerations;

(e) means for comparing the detected forward, aft, up, down, left and right accelerations to the respective forward, aft, up, down, left and right acceleration thresholds;

(f) means for comparing the calculated forward, aft, up, down, left and right total velocity changes to the respective forward, aft, up, down, left and right total velocity change thresholds; and

(g) means for determining whether air bags should be deployed based on the comparisons of the respective accelerations to the respective acceleration thresholds, and the comparisons of the respective total velocity changes to the respective total velocity change thresholds.

17. The three-axis crash sensing system of claim 16, further comprising means for recording and retaining in memory the number of aircraft start-ups occurring after any one of the acceleration thresholds has been exceeded.

18. The three-axis crash sensing system of claim 16, further comprising means for selecting programmable zones for which air bag deployment can be inhibited.

19. The three-axis crash sensing system of claim 16, wherein the absolute value of the up and down acceleration thresholds are significantly different.

20. The three-axis crash sensing system of claim 19, wherein the absolute value of the left and right acceleration thresholds are essentially the same.

21. The three-axis crash sensing system of claim 19, wherein the absolute value of the forward and aft acceleration thresholds are essentially the same.

22. The three-axis crash sensing system of claim 16, further comprising means for recording the detected accelerations for the predetermined time period.

23. The three-axis crash sensing system of claim 16, wherein the means for detecting forward, aft, up, down, left and right accelerations comprises unit-to-aircraft transformation coefficients.

24. The three-axis crash sensing system of claim 16, further comprising at least one additional safety device, which are electrically connected to the crash sensing units such that the additional safety devices are activated by the crash sensing unit when the crash sensing unit initiates ignition.

25. The three-axis sensing system of claim 24, wherein the at least one additional safety device is one of a flotation device and a restraint pretensioner.

26. The three-axis sensing system of claim 16, further comprising a remotely located occupant position sensor, wherein the microprocessor does not deploy the air bags based upon input from the remotely located occupant position sensor.

27. A three-axis aircraft crash sensing system comprising:

(a) an x-axis solid-state accelerometer;

(b) a y-axis solid-state accelerometer mounted orthogonally to the x-axis solid-state accelerometer;

(c) a z-axis solid-state accelerometer mounted orthogonally to the x-axis and y-axis solid-state accelerometers;

(d) a microprocessor and one or more ignition circuits;

(e) one or more air bags; and

(f) one or more gas generators, each of said gas generators comprising an igniter, wherein each igniter is electrically connected to an ignition circuit,

wherein said gas generators are capable of fully inflating all of the one or more air bags,

wherein each of the accelerometers continuously measures acceleration in its respective direction, and provides signals representative of the acceleration to the microprocessor,

wherein the microprocessor calculates an x-axis total velocity change, a y-axis total velocity change and a z-axis total velocity change from the signals representative of the acceleration,

wherein the microprocessor contains an x-axis acceleration threshold, a y-axis acceleration threshold, and a z-axis acceleration threshold,

wherein the microprocessor also contains an x-axis total velocity change threshold, a y-axis total velocity change threshold and a z-axis total velocity change threshold,

wherein the microprocessor also contains an equation for calculating whether an acceleration criterion has been exceeded based upon the measured x-axis, y-axis and z-axis accelerations, and upon the x-axis, y-axis and z-axis acceleration thresholds,

wherein the microprocessor also contains an equation for calculating whether a total velocity change criterion has been exceeded based upon the calculated x-axis, y-axis and z-axis total velocity changes, and upon the x-axis, y-axis and z-axis total velocity change thresholds,

and wherein the microprocessor is programmed to issue a command to the ignition circuit to initiate ignition of one or more igniters if the acceleration criterion has been exceeded and the total velocity change criterion has been exceeded.

28. The three-axis aircraft crash sensing system of claim 27, wherein the equation for determining whether the acceleration criterion has been exceeded is:

##EQU3## where a_x, a_y and a_z are the measured accelerations in the x, y and z directions, respectively;

a_x^th, a_y^th and a_z^th are the acceleration thresholds in the x, y and z directions, respectively; and

n_x, n_y and n_z are pre-selected acceleration exponents in the x, y and z directions respectively.

29. The three-axis crash sensing system of claim 28, wherein the equation for determining whether the total velocity change criterion has been exceeded is:

##EQU4## where Δ

V_x, Δ

V_y and Δ

V_z are the total velocity changes in the x, y and z directions, respectively;

Δ

V_x^th, Δ

V_y^th and Δ

V_z^th are the velocity change thresholds in the x, y and z directions, respectively; and

m_x, m_y and m_z are velocity change exponents in the x, y and z directions, respectively.

30. The three-axis crash sensing system of claim 27, wherein the equation for determining whether the total velocity change criterion has been exceeded is:

##EQU5## where Δ

V_x, Δ

V_y and Δ

V_z are the total velocity changes in the x, y and z directions, respectively;

Δ

V_x^th, Δ

V_y^th and Δ

V_z^th are the velocity change thresholds in the x, y and z directions, respectively; and

m_x, m_y and m_z are velocity change exponents in the x, y and z directions, respectively.

31. The three-axis crash sensing system of claim 27, further comprising a flash RAM memory for recording time history data for each of the accelerometers for a predetermined period.

32. The three-axis crash sensing system of claim 27, wherein the acceleration and total velocity change thresholds are programmable.

33. A method for detecting crashes comprising:

(a) providing a programmable controller and three solid-state accelerometers which are mounted in mutually orthogonal directions;

(b) continually receiving three sets of signals at the programmable controller from each of the three orthogonally-mounted solid-state accelerometers, each one of said set of signals representing the acceleration respectively experienced by one of the three solid-state accelerometers;

(c) calculating whether an acceleration criterion has been exceeded based upon the measured x-axis, y-axis and z-axis accelerations, and upon x-axis, y-axis and z-axis acceleration thresholds,

(d) returning to step (b) if the acceleration criterion has not been exceeded;

(e) initializing a counter for time and a counter for total velocity change for each of the accelerometers for which the respective acceleration threshold was exceeded, if the acceleration criterion has been exceeded;

(f) calculating the incremental velocity change for the x-direction, and incremental velocity change for the y-direction and an incremental velocity change for the z-direction;

(g) calculating the total velocity change for each of the x, y and z directions by adding the incremental velocity change to a sum of all previously calculated incremental velocity changes for that direction within a predetermined time period, if any;

(h) calculating whether a total velocity change criterion has been exceeded based upon the total velocity changes for the x, y and z directions, and also based upon total velocity change thresholds for the x, y and z directions;

(i) if the total velocity change criterion has been exceeded, igniting an ignition circuit which initiates generation of gas for inflating air bags; and

(j) if the total velocity change criterion has not been exceeded, returning to step (b).

34. The method of claim 33, wherein the calculation of whether the acceleration criterion has been exceeded uses the following equation:

##EQU6## where a_x, a_y and a_z are the measured accelerations in the x, y and z directions, respectively;

a_x^th, a_y^th and a_z^th are the acceleration thresholds in the x, y and z directions, respectively; and

n_x, n_y and n_z are pre-selected acceleration exponents in the x, y and z directions respectively.

35. The method of claim 34, wherein the calculation of whether the total velocity change criterion has been exceeded uses the following equation:

##EQU7## Δ

V_x, Δ

V_y and Δ

V_z are the total velocity changes in the x, y and z directions, respectively;

Δ

V_x^th, Δ

V_y^th and Δ

V_z^th are the velocity change thresholds in the x, y and z directions, respectively; and

m_x, m_y and m_z are velocity change exponents in the x, y and z directions, respectively.

36. The method of claim 33, wherein the calculation of whether the total velocity change criterion has been exceeded uses the following equation:

##EQU8## where Δ

V_x, Δ

V_y and Δ

V_z are the total velocity changes in the x, y and z directions, respectively;

Δ

V_x^th, Δ

V_y^th and Δ

V_z^th are the velocity change thresholds in the x, y and z directions, respectively; and

m_x, m_y and m_z are velocity change exponents in the x, y and z directions, respectively.

37. The method of claim 33, further comprising recording time history data for each of the accelerometers for the predetermined time period.

38. The method of claim 33, further comprising the following additional steps between steps (h) and (i):

calculating the time each of the accelerometers has been experiencing acceleration greater than its respective threshold acceleration as an event time,

comparing the event time to a predetermined time limit for each of the accelerometers,

if the event time is not greater than the predetermined time limit for any of the accelerometers, returning to step (b),

if the event time is greater than the predetermined time limit, going on to step (i).

39. The method of claim 33, further comprising, the following additional steps between steps (g) and (h):

calculating the time each of the accelerometers has been experiencing acceleration greater than its respective threshold acceleration as an event time,

comparing the event time to a predetermined time window for each of the accelerometers,

if the event time is greater than the predetermined time window for all of the accelerometers, going on to step (h),

if the event time is not greater than the predetermined time window, determining whether the acceleration criterion was exceeded in a time window just prior to the present time window,

if the respective acceleration criterion was not exceeded in the time window just prior to the present time window, returning to step (b),

if the respective acceleration criterion was exceeded in the time window prior to the present time window, going on to step (h).

40. The method of claim 33, further comprising recording and retaining in memory the number of aircraft start-ups occurring after any one of the three acceleration thresholds has been exceeded.