Air bag system with biomechanical gray zones

• US 6,448,890 B1
• Filed: 05/24/2000
• Issued: 09/10/2002
• Est. Priority Date: 05/01/2000
• Status: Expired due to Fees

• Current Assignee: Key Safety Systems, Inc. (Ningbo Junsheng Investment Group Co., Ltd.)
• Original Assignee: Breed Automotive Technology, Inc. (Ningbo Junsheng Investment Group Co., Ltd.)
• Inventors: Cooper, John
• Primary Examiner(s): Hofsass, Jeffery
• Application Number:
  US09/578,822
• Time in Patent Office: 839 Days
• Field of Search: 340/438, 340/436, 340/665, 340/666, 340/667, 280/734, 280/735, 180/273, 180/274, 307/10.1, 307/9.1, 307/101, 701/45, 701/47
• US Class Current: 340/438
• CPC Class Codes: B60R 21/01516 using force or pressure sensing means
• CPC Class Codes: B60R 21/0153 using field detection presence sensors
• CPC Class Codes: B60R 21/01542 detecting passenger motion
• CPC Class Codes: B60R 21/01546 using belt buckle sensors
• CPC Class Codes: B60R 21/01548 sensing the amount of belt winded on retractor
• CPC Class Codes: B60R 21/0155 sensing belt tension
• CPC Class Codes: B60R 21/01554 Seat position sensors
• CPC Class Codes: B60R 21/01558 monitoring crash strength
• CPC Class Codes: B60R 21/01562 by speed

Abstract

The implementation of dual-stage inflators in some production vehicles is quickly becoming a common reality. A dual-stage inflator has two firing squibs that can fire independently, simultaneously or in a delayed mode. This tailorability provides the ability to fire a low level, high level or staged delay level depending on the impact velocity or other means. For each restraint condition, the inflator output threshold speeds are identified. A biomechanical gray zone, for each injury assessment reference value, is defined based on occupant performance. The upper and lower bound of each biomechanical gray zone is associated with a type of occupant, inflator output, belt restraint and injury parameter.

Claims

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

at least one air bag module (30) having an inflator (50) capable of generating a low-level output (52) and a high-level output (54);

at least one crash sensor (25), producing a first signal indicative of the deceleration of the vehicle during a crash event;

a controller (62) receiving the first signal, said controller having a first lower threshold (84) indicative of the minimum change in velocity at which the lower-level output (52) should be initiated, and a first must-fire high threshold (86) indicative of a minimum change in velocity and generating a control signal that is used to control the operating characteristics of the vehicle'"'"'s safety restraint system and a biological gray zone defined between the first lower threshold and the must fire threshold, the controller (62) further having a sensing gray zone between a second lower threshold and a second upper threshold, said sensing gray zone being a region where the controller is unable to determine whether to initiate a low level output or a high level output, and

wherein said first lower threshold is the highest speed where the low-output inflator (52) produces higher in-position occupant performance values than the high-output inflator, but does not exceed the out-of-position Injury Assessment Reference Value goals for out of position occupants; and

wherein the sensing gray zone is above the first lower threshold and below the must fire high threshold,

wherein the must-fire high-level inflator output threshold (86) speed is the lowest speed where the occupant performance with the low-level output inflator exceeds the Injury Assessment Reference Value goals.

2. The apparatus as described in claim 1 wherein:

the Injury Assessment Reference Value goals are normalized at 100% of the Federal Motor Vehicle Safety Standards 208 values.

3. The apparatus as described in claim 2 further wherein :

the Injury Assessment Reference Value (IARV) goals are selected from the group of HIC, head g'"'"'s, chest g'"'"'s, chest deflection, CTI, neck shear, neck tension, neck compression, neck extension, n_ij, and combinations thereof.

4. The apparatus as described in claim 1 wherein the Injury Assessment Reference Value goals are less than the Federal Motor Vehicle Safety Standards 208 values.

5. The apparatus as described in claim 4 wherein at least one Injury Assessment Reference Value goal is between about 60% and 80% of the Federal Motor Vehicle Safety Standards 208 values.

6. The apparatus as described in claim 1 further comprising:

a first sensor (73) capable of providing a belt signal indicative of whether an occupant'"'"'s seat belt is properly engaged.

7. The apparatus as described in claim 6 further having a second lower threshold (84) indicative of the minimum change in velocity at which the low-level output (52) should be initiated when said first signal provides a belt signal indicating the occupant'"'"'s seat belt is properly engaged.

8. The apparatus as described in claim 7 further having a second must-fire high threshold (86) indicative of a minimum change in velocity at which the high-level output (54) should be initiated when said first signal provides a belt signal indicating the occupant'"'"'s seat belt is properly engaged.

9. The apparatus as described in claim 6 wherein the controller (62) defines

a velocity region between the no-fire high level and must-fire high level threshold speed wherein either the low-level output (52) or the high-level output (54) inflator may be actuated.

10. The apparatus as described in claim 2 further comprising a first sensor (24) for determining the location of an occupant within the vehicle compartment (26).

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

at least one multi-level restraint device (30) having an energy source (50) capable of generating a low-level output (52) and a high-level output (54);

at least one crash sensor (25), producing a first signal indicative of the deceleration of the vehicle during a crash event;

a controller (62) receiving the first signal, said controller having a first lower threshold (84) indicative of the minimum change in velocity at which the low-level output (52) should be initiated, and a mustfire high threshold (86) indicative of a minimum change in velocity and generating a control signal that is used to control the operating characteristics of the vehicle'"'"'s safety restraint system and a biological gray zone defined between the first lower threshold and the must fire threshold, the controller (62) further having a sensing gray zone between a second lower threshold and a second upper threshold, said sensing gray zone being a region where the controller is unable to determine whether to initiate a low level output or a high level output, and

wherein said lower threshold is the highest speed where the low-level output inflator produces higher in-position occupant performance values than the high-level output inflator, but does not exceed predetermined Injury Assessment Reference Value goals for out of position occupants; and

wherein the must-fire high-level inflator output threshold speed (86) is the lowest speed where the occupant performance with the low-level inflator output exceeds the Injury Assessment Reference Value goals, and wherein the sensing gray zone is above the first lower threshold and below the most fire high threshold.

12. The apparatus as described in claim 11 further comprising a seat position sensor (74) for determining the location of the seat within the vehicle compartment (26).

13. A method of initiating a restraint system having a lower and upper deployment threshold:

A) providing a first restraint component having a low and a high output;

B) providing a controller system which is capable of detecting a crash event and having a lower deployment threshold defined as the speed where the low-level output produces higher in-position occupant performance values than the high-level output, but does not exceed predetermined Injury Assessment Reference Value goals and having a sensing gray zone between a second lower threshold and a second upper threshold, said sensing gray zone being a region where the controller is unable to determine whether to initiate a low level output or a high level output, and;

C) providing a means for controlling an output of the first restraint component;

D) providing a controller (62) for controlling the operating characteristics of a vehicle safety restraint system;

E) calculating a biomechanical gray zone for the restraint system;

F) detecting the level of a crash event;

G) initiating the low output when a crash is detected within the biomechanical gray zone.

14. The method as described in claim 13, further comprising the steps of:

H) determining whether an occupant is properly belted;

I) adjusting the thresholds if an occupant is belted.

15. The method as described in claim 14, further comprising the steps of:

J) calculating a first optimum fire time for the first restraint component;

K) providing an electrical current to a first squib (48);

L) providing an electrical current to a second squib (50).