Automotive Systems Laboratory, Inc.

Trw Limited

Other

Edward J Gillis

Tony Gioutsos

Stephen R W Cooper

Leonard Steven Cech

Michael R Sewell

Dennis E Palmer

James Gregory Stanley

Daniel N Tabar

Vinh H Tran

Todd K Bowman

Chek-Peng Foo

James A Campbell

David B Talley

Leonard W Behr

Michael Edward Farmer

Raymond J David

Michael E O'Boyle

Walter E Chapelle

Dale W McKim

Ron Behar

J Gregory Stanley

Naveed Mahbub

Carolyn A Swayze

Dusan V Progovac

Michelle R Schaffran

A hydrostatic weight sensor comprises a bladder of flexible material that contains a fluid, preferably in an amount less than the capacity of the bladder when the bladder is unloaded, the pressure of which is sensed by a pressure sensor so as to provide a measure of weight upon the bladder. The bladder is mountable within a seat below the seat cushion and above the seat base, wherein seating loads are distributed across the bladder by the seat cushion and the seat base. In one embodiment, the bladder comprises a plurality of sheets of flexible material that are sealably connected to one another along a periphery, and are further connected to one another at one or more locations within the periphery so as to create a plurality of fluid containing zones that are in fluid communication with one another.

Seat weight sensor

An intrusion detection system that differentiates between a vehicle intrusion event and a non-intrusion event includes transmitter ( ) for transmitting a continuous wave signal that is reflected of surfaces within the vehicle's interior and/or a moving object (i.e., an intruder). The associated reflected signals subsequently return to a receiver ( ). An ECU ( ) demodulates the return signal into frequency and amplitude components. The ECU ( ) further determines a waveform envelope of the demodulated return signals and monitors the envelope waveform during time windows to determine whether their corresponding envelope waveform is indicative of an intrusion event or an non-intrusion event. When an intrusion event is detected, the ECU ( ) outputs a control signal to actuate an alarm ( ).

Method and apparatus for detecting intrusion and non-intrusion events

An apparatus ( ) determines a vehicle occupant location characteristic. The apparatus ( ) includes at least one sensor (e.g., ) for echo ranging at first and second ultrasonic frequencies. A timer function portion ( ) of a microcomputer ( ) determines a time-of-flight for each frequency signal. The microcomputer ( ) determines the occupant location characteristic using at least one of the determined times-of-flight.

Apparatus and method of vehicle occupant sensing using multiple ultrasonic frequencies

An apparatus ( ) determines distance to an object ( ), and preferably the object is a vehicle occupant. A sensor ( ) of the apparatus ( ) senses distance to the occupant ( ) at a sensor rate. A rate determination function portion ( ) of a controller ( ) varies the sensor rate as a function of the sensed distance. Preferably, the sensor ( ) emits signals ( ) at the sensor rate toward the occupant ( ) and receives reflected signals from the occupant. A time between emission of a signal and reception of an associated reflected signal is used to determine a distance to the occupant ( ) at a distance determination function portion ( ) of the controller ( ). Change in the rate of signal emission is in response to each change in determined distance and is continuous with the change in determined distance. Preferably, the apparatus is part of an occupant protection system ( ) for a vehicle ( ). A portion ( ) of the controller ( ) makes determinations regarding control of a protection device ( ) of the system ( ) using the sensed distance.

Apparatus and method for determining distance utilizing a continuously variable rate sensor for vehicle occupant position sensing

A system ( ) and method determine a vehicle occupant characteristic. A plurality of sensors ( ) sense a parameter and output a parameter indicative signal. The sensors ( ) are arranged in a plurality of groups (e.g., A-F), with each sensor of a group sensing a similar parameter value. A controller ( ) utilizing only a portion of the sensors within each group to make a determination regarding the occupant characteristic.

System and method of occupant sensing

An apparatus ( ) determines a target (e.g., a vehicle occupant ) beyond a predetermined distance. In an exemplary embodiment, the apparatus ( ) determines a distant target for use in control of air bag deployment. The apparatus ( ) includes a sensor ( ) for emitting and receiving first ( ) and second ( ) signals in an interspersed predetermined emission sequence toward the target. A controller ( ) successively determines a time interval between the emission of a current signal and the reception of an echo. The controller ( ) successively compares at least two time intervals to determine whether a sufficient difference exists to indicate that the target is beyond the predetermined distance and outputs a signal to the air bag actuation system ( ). The controller ( ) also performs a distance calculation to the target using at least one of the time-of-flight periods of the first and second signals, where the first time-of-flight period occurs between emission and echo reception of the first signal and where the second time-of-flight period occurs between emission and echo reception of the second signal, and outputs a signal to the air bag actuation system ( ).

Apparatus and method using controlled emission for sensing an occupant located beyond a predetermined distance

A vehicle crash determination arrangement ( ) includes a plurality of weight sensors ( ). The sensors ( ) are disposed beneath a vehicle seat ( ), and each sensor senses a weight value from the seat and an occupant ( ) located on the seat. A center of gravity determination portion ( ) of a controller ( ) determines center of gravity of the seat ( ) and the occupant ( ) using the sensed weight values. A C.O.G. crash determination portion ( ) of the controller ( ) determines occurrence of a vehicle crash using change in the determined center of gravity and outputs a signal ( ) indicative of the determination of crash occurrence. Preferably, the arrangement ( ) is part of an occupant protection system ( ) for the occupant ( ). The system ( ) includes an actuatable occupant protection device ( ). An actuation control portion ( ) of the controller ( ) controls actuation of the device ( ).

Vehicle crash determination arrangement and method, utilizing center of gravity, for an occupant protection system

A system ( ) protects a vehicle occupant. The system ( ) includes an occupant protection device ( ). A weight sensor ( ) senses a weight value associated with an occupant ( ). A portion ( ) of a controller ( ) determines a weight-based center characteristic (e.g., a center of gravity) associated with the occupant ( ) using the sensed weight value. A distance sensor (e.g., ) senses a distance to a surface associated with the occupant ( ). A portion ( ) of the controller ( ) controls the protection device ( ) utilizing the determined center characteristic and the sensed distance. The portion ( ) of the controller ( ) determines whether the sensed distance is to a surface of a head/thorax/torso of the occupant ( ) utilizing the determined center characteristic.

Apparatus and method for protecting a vehicle occupant utilizing a correlation between an occupant-associated center and a distance to an occupant-associated surface

An occupant discrimination system incorporates a position sensor for measuring the distance from a fixed structure within the vehicle to a first surface of an occupant or object on a vehicle seat, and a seat weight sensor for measuring the weight of the occupant or object. The position sensor generates a plurality of signal components that are combined with the weight and vehicle speed related measurements so as to form a signal space, from which a plurality of measures are calculated. A plurality of seat occupancy scenarios are defined and the likelihood of each seat occupancy scenario is functionally related to the plurality of measures. For a given measure state, the likelihood of each of the seat occupancy scenarios is calculated, and the most likely scenario is used to govern the control of a safety restraint system.

Vehicle occupant discrimination system and method

A side impact crash is sensed from the motion of an edge wall of a vehicle door at a location distal to the door hinge in a direction of swing of the door. The rotation of the door about the hinge responsive to a side impact of the door magnifies the measured motion for a point of impact between the hinge and the sensing location. The motion may comprise acceleration, velocity or a relative motion such as relative velocity. The activation of safety restraint system is responsive to the sensed motion. In another embodiment, a side impact crash is sensed with a magnetic circuit comprising at least one coil and at least one permanent magnet, wherein an axis between the north and south poles of the magnet is substantially perpendicular to an axis about which at least one coil is wound. The relative motion is in a direction substantially perpendicular to the axis about which at least one coil is wound.

System and method for sensing vehicle door edge movement

In accordance with a preferred embodiment, a vehicle crash discrimination system (10) comprises a plurality of coil sensors (18) permanently mounted to a vehicle pillar, and a magnet 20 either mounted to a door (14) edge surface juxtaposed to the coils, or to the pillar if a suitable ferromagnetic flux collector is mounted on the door edge. The shape, size and spacing of the coils is predetermined to provide output signals in the coils responsive to the change in the magnetic field caused by movement of the door surface. The change in magnetic field is analyzed to indicate a vehicle crash.

A seat weight sensor incorporates a fluid containing bladder placed in series with the load path in the seat, whereby a load applied to and distributed across the bladder increases the pressure of the fluid therein. The pressure of the fluid is measured by a pressure sensor and is substantially proportional to the magnitude of the applied load, and substantially inversely proportional to the supported area of the bladder. The output signal is substantially linear with respect to weight. Preferably, the amount of fluid in the bladder should be less than the capacity of the bladder when the bladder is unloaded. The seat weight sensor is incorporated into an occupant restraint system for controlling the safety restraint system responsive to the weight of the occupant.

Seat weight sensor having fluid filled bladder

A Villari effect sensor comprises a sensing rod constructed from a magnetostrictive material. An alternating current signal applied to an overlapping drive coil is inductively coupled by the sensing rod to the sensing coils and generates a signal thereon, responsive to the permeability of the magnetostrictive sensing rod which decreases responsive to the applied load. The sensing rod comprises one or more sections, each having a distinct cross-sectional area, and a sensing coil is associated with each section. A signal processor calculates the magnitude of the applied force from either the maximum flux density, or by differencing the first and third harmonics of the signal from the sensing coil. The weight of an occupant on a vehicle seat is measured by either incorporating a tensile force measuring Villari effect sensor in series with the seat springs, or incorporating a compressive force measuring Villari effect sensor in series with seat posts.

Villari effect seat weight sensor

A system (10) and method for detecting an envelope of received vehicle acceleration information (a(t)) useful in controlling actuation of a vehicle passenger safety device, wherein consecutive values for received vehicle acceleration information (a(t)) are stored and rank-ordered in a pair of rank-order filters (14, 16) to provide a highest-ranked value (a.sub.H) from among the most-recent half of the stored values, and a highest-ranked value (a.sub.H ') from among the least-recent half of the stored values. The absolute value of the highest-ranked least-current value is taken and subtracted from the highest-ranked most-recent value to obtain a modified jerk measure (j.sub.H *). The absolute value of the thus-generated modified jerk value is taken to obtain a measure (m.sub.1) which tracks the envelope of the received acceleration information and, hence, is useful as an envelope detector when evaluating a crash waveform for purposes of controlling actuation of the safety device.

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South Lyon, MI, United States of America

Edward J Gillis