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WO2000009368A1 - Enrouleur a verrouillage automatique programmable avec fonction de declenchement sous forte acceleration - Google Patents

Enrouleur a verrouillage automatique programmable avec fonction de declenchement sous forte acceleration Download PDF

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Publication number
WO2000009368A1
WO2000009368A1 PCT/US1999/018018 US9918018W WO0009368A1 WO 2000009368 A1 WO2000009368 A1 WO 2000009368A1 US 9918018 W US9918018 W US 9918018W WO 0009368 A1 WO0009368 A1 WO 0009368A1
Authority
WO
WIPO (PCT)
Prior art keywords
restraint
retractor
belt
recited
sensor
Prior art date
Application number
PCT/US1999/018018
Other languages
English (en)
Inventor
Matthew J. Knox
Original Assignee
Autoliv Asp, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Autoliv Asp, Inc. filed Critical Autoliv Asp, Inc.
Publication of WO2000009368A1 publication Critical patent/WO2000009368A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/48—Control systems, alarms, or interlock systems, for the correct application of the belt or harness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01034—Controlling a plurality of restraint devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01252—Devices other than bags
    • B60R2021/01265—Seat belts
    • B60R2021/01272—Belt tensioners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/48—Control systems, alarms, or interlock systems, for the correct application of the belt or harness
    • B60R2022/4808—Sensing means arrangements therefor
    • B60R2022/4816—Sensing means arrangements therefor for sensing locking of buckle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/48—Control systems, alarms, or interlock systems, for the correct application of the belt or harness
    • B60R2022/4808—Sensing means arrangements therefor
    • B60R2022/4858—Sensing means arrangements therefor for sensing pressure on seat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/48—Control systems, alarms, or interlock systems, for the correct application of the belt or harness
    • B60R2022/4866—Displaying or indicating arrangements thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01512—Passenger detection systems
    • B60R21/01544—Passenger detection systems detecting seat belt parameters, e.g. length, tension or height-adjustment
    • B60R21/01548—Passenger detection systems detecting seat belt parameters, e.g. length, tension or height-adjustment sensing the amount of belt winded on retractor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/02—Semi-passive restraint systems, e.g. systems applied or removed automatically but not both ; Manual restraint systems
    • B60R22/03—Means for presenting the belt or part thereof to the wearer, e.g. foot-operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/341—Belt retractors, e.g. reels comprising energy-absorbing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/343—Belt retractors, e.g. reels with electrically actuated locking means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/36—Belt retractors, e.g. reels self-locking in an emergency
    • B60R22/415—Belt retractors, e.g. reels self-locking in an emergency with additional means allowing a permanent locking of the retractor during the wearing of the belt
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/44—Belt retractors, e.g. reels with means for reducing belt tension during use under normal conditions

Definitions

  • This invention relates to automobile passenger restraints. More specifically, this invention relates to automatic locking retractors for seat belt mechanisms which are integrated into a programmable system which coordinates the functioning of the retractor with other passenger restraints, such as air bags, curtains, pre-tensioners and the like. Moreover, this invention relates to seat belt retractors whose function is controlled based upon receiving certain inputs including the occurrence of a high "g" condition.
  • a retractor is a device, which includes a mechanism for blocking the rotation of the spool in the withdrawal direction in response to sudden vehicle deceleration.
  • the blocking mechanism prevents further withdrawal of the belt webbing from the retractor, thereby restraining the forward movement of the vehicle occupant .
  • supplemental restraints include control pretensioners, frontal airbags, side airbags, and inflatable curtains.
  • primary restraints functioned independent of the supplemental restraints, thereby creating an open loop safety control system, which can result in inefficient and sometimes dangerous conditions.
  • primary restraints have previously operated without consideration as to particular occupant situation. For example, such variables as belt displacement, seat position, seat back angle, weight, belt usage, high "g", and vehicle tilt have typically been ignored in providing the retraction function of the primary restraint.
  • U.S. Patent No. 3,610,361 describes an emergency- locking seatbelt retractor having a solenoid-operated, spring-biased lock connected to the vehicle's electrical system to automatically unlock the retractor when the ignition circuit is energized and to automatically lock the retractor in response to various abnormal vehicle operating conditions.
  • U.S. Patent No. 3,632,058 describes a safety seat belt retractor having means for locking the reel against rotation in the direction in which the belt is extended in response to a predetermined extension rate.
  • U.S. Patent No. 3,679,152 describes a motor vehicle shoulder strap retracting device for use with an inertia responsive belt element-locking device.
  • U.S. Patent No. 3,679,228 describes a vehicle occupant restraint apparatus including a shoulder strap having a connector on the free end thereof adapted to be engaged with a floor-mounted connector so as to be positioned diagonally across the upper torso of an occupant, and being secured within a spring biased retraction device supported by an outer wall of the vehicle and a stowing clip also supported on the vehicle outer wall so that the shoulder strap may be stowed in an out-of-the- way position when not in use.
  • U.S. Patent Mo. 3,682,412 describes a safety restraint system for use in a vehicle having a seat with a backrest through which an occupant is restrained during emergency conditions.
  • the disclosed system includes a shoulder or chest belt mounted at one end to a retraction device permitting protraction of the belt to a first length so that it may be connected to a restraint element and disposed diagonally across the upper torso of the occupant.
  • 3,770,225 describes safety seat- belt retractors made with roller pawl means having the free-run direction in the belt retracting direction of the retractor and means biasing the rollers of the pawl means against movement into the no-run position, e.g., where the rollers are moved outwardly by a cam for the no-run position, a coiled spring ring biases the rollers inwardly against their outward movement into the no-run or locking position .
  • U.S. Patent No. 3,771,814 describes a safety restraint system for use in a vehicle, such as an automobile, which includes a lap strap which in the active position circumscribes the lap of an occupant on a vehicle seat the outboard end of the strap being connected to a retractor.
  • U.S. Patent No. 3,777,840 describes a door mounted seat belt retracting and locking unit, one belt end being secured to an anchor plug lockable in a translatable, cable-guiding anchor bracket by a vacuum bellows actuated latch; a flexible cable from the inner plug end being wound on a spring return-biased reel, having sprocketed flanges engaged in a rack in a unit base or frame attached to the vehicle door.
  • U.S. Patent No. 3,781,034 describes a forwardly swinging and hinged automobile door securing one end of a belt portion of a safety strap rigging for an adjacent seat position by door mounted mechanism including a linkage engaging a door-framing fixed part of the vehicle; whereby the belt strap portion is proximate to the door space, with any shoulder strap connected thereto, is swing away from the seat upon the doox opening to facilitate entering and leaving the seat, and upon door closing is brought automatically into proper passenger restraining disposition relative to the seat.
  • U.S. Patent No. 3,795,411 describes a mechanism for automatically applying a safety restraining belt to the occupant of a vehicle seat includes a pair of linear or curved arms movable between retracted positions with their fee ends withdrawn to the sides of the seat and advanced positions with the free ends near each other above the seat cushion and forward of the seat back, and motors which are energized upon occupation of the seat and the closing of the vehicle door to advance and retract the arms.
  • U.S. Patent No. 3,893,703 describes a multiple duty passenger restraining system of the fully automatic, passive or nondependent type.
  • U.S. Patent No. 3,897,082 describes a mechanism for automatically applying a safety belt to a seat occupant including a forwardly open arcuate case extending rearwardly of the seat and slideably housing a pair of radially offset quadrant arcuate transfer arms.
  • U.S. Patent No. 3,901,459 describes a vehicle acceleration sensitive locking device for use with a conventional safety belt retractor having a shaft mounted ratchet .
  • U.S. Patent No. 3,985,314 describes a reel type retractor for a safety belt having at least two locking pawls, staggered in relation to ratchet teeth incorporated into the reel and arranged for independent engagement therewith .
  • U.S. Patent No. 4,042,277 describes a passenger restraint system for automobiles and the like and, more particularly, to an improved seat belt system.
  • U.S. Patent No. 4,071,204 describes a reel type retractor for a safety belt having at least two locking pawls, staggered in relation to ratchet teeth incorporated into the reel and arranged for independent engagement therewith.
  • U.S. Patent No. 4,082,236 describes a reel-type retractor for a vehicle safety belt designed for halting rotation of the reel in response to an inertial device, and having the added feature that the belt can be withdrawn from the retractor for buckling up without interference from the locking pawl.
  • U.S. Patent No. 4,103,842 describes an emergency locking retractor system for storing a length of safety belt incorporating a sensor which includes a multi- directional pendulum device displaceable from its rest position by acceleration.
  • U.S. Patent No. 4,116,295 describes an emergency- locking seatbelt retractor having a solenoid-operated, spring-biased lock connected to the vehicle's electrical system responsive to movement of an inertia sensitive device to automatically unlock the retractor when a seat switch is energized, irrespective of energization of the ignition circuit, and to automatically lock the retractor in response to various abnormal vehicle operating conditions .
  • U.S. Patent No. 4,123,013 describes safety belt retractors in the form of spring driven belt rewinding mechanisms .
  • U.S. Patent No. 4,130,298 describes a system for restraining and protecting the driver and passengers on the front seat of an automotive vehicle against injury as a result of a collision with another vehicle or object, wherein an expansible bag is stored in a folded, inoperative position in a compartment on the underside of the roof of the vehicle and generally overlying the laps of the driver and passengers.
  • U.S. Patent No. 4,170,329 describes an emergency locking safety belt retractor reel device which includes a U-shaped bracket and a belt take-up reel rotatably supported between the side walls and spring biased to rotate in a belt retraction direction and including a shaft projecting beyond a side wall.
  • U.S. Patent No. 4,189,109 describes an automatic locking safety belt retractor, which includes a mounting frame having side walls between which a spring biased retractor reel is journalled and a ratchet wheel rotatable with the reel is located on the outer face of a side wall.
  • U.S. Patent No. 4,189,109 describes an automatic locking safety belt retractor, which includes a mounting frame having side walls between which a spring biased retractor reel is journalled and a ratchet wheel rotatable with the reel is located on the outer face of a side wall.
  • 4,198,011 describes a seat belt retractor with a belt tension eliminator comprises a retractor shaft, a retracting spring, means producing a belt fastening signal, and a tension eliminator which prevents retraction of the belt with a measure of slack in the same, so that the tension or stress exerted on the body of the belt wearer by the belt fastening is eliminated by rendering the force of the retraction spring to be inactive in the normal driving position and posture assumed by the belt wearer.
  • U.S. Patent No. 4,244,600 describes a seat belt retractor having a main locking pawl for engaging the ratchet wheel on the reel to prevent the belt from being pulled out and a second pawl and ratchet responsive to either acceleration of the sensing pendulum or inertia of an inertia assembly which senses acceleration of the reel when the belt is pulled out and is disabled from being locked, thereby permitting the belt to be pulled out freely, by a blocking member which engages the second pawl to keep it from engaging the second ratchet and a device or system for moving the blocking member into and out of engagement with the second pawl.
  • U.S. Patent No. 4,245,856 describes an emergency release mechanism in a passive seat belt system which provides a vehicle occupant with an extra section of belting material by which the occupant may extricate himself from the vehicle in emergency situations where the position of the vehicle or the condition of the system is such that the seat belt could not otherwise be slackened.
  • U.S. Patent No. 4,248,456 describes a seatbelt system for a motor vehicle which automatically fastens or unfastens the belt around the passenger which includes a passenger restraining belt and a retractor mechanism coupled to the top of a tunnel located on an approximate center line of the motor vehicle.
  • U.S. Patent No. 4,309,001 describes an emergency locking safety seat belt retractor for restraining in a vehicle that has a seat belt wound upon a spool biased toward a fully wound condition, a pawl and ratchet means operable in response to vehicle deceleration to lock the spool against belt unwinding movement and a unitary pawl control means carried by a helically threaded shaft mounted on the retractor frame and rotatably driven by protractive and retractive rotation of the spool to inhibit pawl and ratchet locking of the spool in predetermined manner in response to both the direction of rotation of the spool and the amount of protractive rotation of the spool as the seat belt is placed in use.
  • U.S. Patent No. 4,313,622 describes a passive seatbelt system for a vehicle including a tape having a plurality of holes formed therein at regular intervals, a passenger restraining seatbelt coupled at one end to the thick tape, a sprocket wheel which is engaged with the holes in the thick tape and a motor means which is coupled to a power source of the motor vehicle for driving the sprocket wheel.
  • U.S. Patent No. 4,384,735 describes a safety restraint system for an occupant of a vehicle seat provided with adjusting means for varying the seat position and/or seatback inclination.
  • 4,427,164 describes a cinch lock for safety belt retractors in which a manually operated plunger acts on the lock pawl to apply a spring bias to the pawl toward lock engagement with the retractor ratchets and in prevention of webbing withdrawal independent of the automatic inertial locks and independent of associated comfort mechanisms.
  • U.S. Patent No. 4,434,953 describes a dual spool pretensioner serving dual spool retractors in a common frame by transversely projecting a piston element between the adjacent shaft extensions.
  • Another object of this invention is to provide a programmable locking retractor system which considers such variables as belt displacement, seat position, weight at the seat, high "g", emergency locking and automatic locking conditions when activating and/or deactivating the primary restraint .
  • a still further object of this invention is to enhance the user' s comfort and ease of use through the use of a belt presenter to assist the user in obtaining and fastening the seat belt.
  • Another object of this invention is to provide a programmable locking retractor system which employs sensor tuning to evaluate the sensor signals prior to locking the retractor and which improves the quality of normal ride and drive performance by filtering out retractor activations caused by rough roads.
  • a further object of this invention is to provide a programmable locking retractor system, which is an adaptable system for making closed loop decisions for both the deployment of the supplemental restraints and the retraction of the primary restraint.
  • a still further object of this invention is to provide a programmable locking retractor system, which has integrated diagnostics.
  • a further object of this invention is to provide a programmable locking retractor system which requires less physical space, has lower weight and which generates less audible noise.
  • a further object of this invention is to provide a programmable locking retractor system, which provides improvements in system reliability.
  • a still further object of this invention is to provide a programmable locking retractor system which senses low
  • a system which comprises a solenoid powered seat belt retractor electrically connected to a digital process (control module) which in turn receives inputs from sensors which is used to determine the appropriate state of the primary and supplemental restraints.
  • Figure 6 shows a block diagram of the preferred high "g" override function of the invention.
  • Figure 7 shows a simplified block diagram of the preferred embodiment of the control module system architecture used in combination with the preferred embodiment of the invention.
  • Figure 8 shows a detailed block diagram of the preferred embodiment of the control model system architecture used in combination with the preferred embodiment of the invention.
  • This invention is a programmable locking retractor system which coordinates the operation of both primary and supplemental restraints, as used in automobiles, using such inputs as belt displacement, seat position, weight to the seat, high "g” conditions, emergency locking and automatic locking conditions.
  • This system uses a programmable electronic controller along with electronic communications between the various restraint devices to provide a closed loop control system.
  • this invention accounts for the seat position and, indirectly, the weight of the occupant in determining the appropriate restraint function.
  • this invention interfaces the low "g” acceleration and tilt sensing of the primary restraint controller with the high "g” acceleration sensing of the supplemental restraint system.
  • FIG 1 shows a vehicle 100 having a driver 101 seated in a conventional seat assembly 102 in the vehicle's passenger compartment.
  • a safety seatbelt system generally indicated at 103 is mounted adjacent to the seat assembly 102 and includes a lap belt 109 connected to a floor mounted retractor 108, and a shoulder belt 104 which is connected to an overhead mounted retractor 110.
  • the lap belt 109 and the shoulder belt 104 form part of a restraining system for an occupant 101 of the seat assembly 102.
  • the seatbelt system 103 allows the occupant 101 to perform various body motions within the passenger compartment of the vehicle while the vehicle 100 is in operation.
  • this occupant restraint system can accommodate passengers whether they are sitting in the front passenger side of the vehicle or the rear seats of the vehicle.
  • the primary restraint seat belts for the passengers are fixed in a similar manner.
  • the supplemental restrains are typically mounted in the dashboard, although alternative air bag mounting positions are possible and can easily be incorporated into the system of this invention.
  • FIG. 2 shows the system block diagram depicting the major component parts of the preferred embodiment of the invention.
  • a control module 201 provides centralized control and coordination of the other major components of the invention.
  • the control module 201 is a programmable electronic micro controller having a variety of inputs and outputs for communicating with sensors, status indicators and restraint systems.
  • the control module 201 has been designed with the ability to increase primary restraint intelligence, occupant comfort and coordinated restraint performance. Additional detail regarding the control module 201 is provided below in reference to figure 8.
  • the control module 201 communicates electrically, or via a serial bus, with the primary restraint 202.
  • the preferred primary restraint 202 is a combination seat and shoulder belt having a locking retractor, which is controlled by the operation of a solenoid that is electrically connected to the control module 201.
  • This connection between the solenoid and the control module 201 requires two electrical conductors . Additional detail regarding the operation of the primary restraint locking retractor is provided below in reference to figures 3, 4, and 5.
  • the control module 201 is also in electrical communication with the supplemental restraint 203.
  • the preferred supplemental restraint 203 are frontal air bags, although alternative supplemental restraints including pretensioners, side air bags, and inflatable curtains can and are envisioned to be accommodated by this invention.
  • the control module 201 also activates a buckle status lamp 210 and/or an ALR status lamp 211 depending on the seat belt buckle status and the ALR status 211, providing visual feedback to the occupant.
  • a high “g” sensor 204 is provided to sense high "g” accelerations, which typically activate the supplemental restraint 203, and which in this preferred embodiment of the invention also generates a high "g” override signal for control module's 201 use in linking the primary restraint 202 with the supplemental restraint 203.
  • traditional primary and supplemental restraint systems do not communicate with each other, that is the traditional vehicle restraint system is an open loop system.
  • the control module 201 links the supplemental restraint controller (also known as the Air Bag Electronic Control Unit (ECU) ) to the primary restraint controller using the high "g" override input from the high "g” sensor. Additional detail on the operation of the high "g” sensor is provided below in reference to figure 6.
  • the control module 201 also receives sensor inputs from a seat belt usage sensor 205; a seat position sensor 206 and a seat weight sensor 207.
  • Optimum performance of both the primary 202 and the supplemental 203 restraints is dependent on whether the occupant seat belt is being used, on where the seat is positioned, including both forward and back positioning as well as seat back recline positioning, and the weight at each occupant seat.
  • the weight sensed can serve to inform the control module 201 if the seat is occupied and, if occupied, if a small person is seated, and if seated, where within the seat the occupant is positioned.
  • the use of this information permits the control module 201 to address the issue of the supplemental restraint (air bag) 203 potentially causing harm to an occupant because the occupant is either a relatively small person and/or is seated close to the supplemental restraint 203. In such situations, the supplemental restraint 203 may be deactivated even though a collision may have occurred which otherwise would have triggered the activation of the supplemental restraint 203.
  • the preferred seat weight sensor 207 is a strain gage type sensor located within the seat structure 102 to provide occupant weight and position within the seat information to the control module 201 via an electrical connection.
  • the control module 201 receives this input along with belt usage 205 and seat position 206 and uses this information to determine whether or not the ALR function 208 should be activated or if supplemental system deployments are required, and if so at what intensity. If some weight, but less than a predetermined amount of weight is present and the belt is properly buckled (see figure 9 below) the ALR 208 will automatically engage thereby restricting the occupant in the primary restraint 202 (belt system) .
  • the control module 201 in determining whether to activate the supplemental restraint 203 if triggered by a high "g" condition may also consider this information. In this way the system provides automatic primary restraint 202 of child occupants, thereby enhancing their safety in the vehicle. If the weight sensed is greater than a specified value, the control module 201 will evaluate other inputs, such as "g" or tilt conditions, to determine whether the ALR 208 will be activated or de-activated. This provides maximum comfort to the adult driver and adult occupants of the vehicle without compromising safety. It is important to note that in the preferred embodiment of the invention, the ALR 208 cannot be activated until the belt is buckled.
  • This sensor 206 feature limits the occupant's forward excursion by limiting the pay out of the primary restraint 202 (seat belt) . For example, if the control module 201 identifies that a full forward seat position has created a potentially harmful condition relative to air bag deployment and/or in relation to the front instrument panel, then the seat position sensor 206, in combination with the control module 201, will begin to limit the belt 202 displacement. This belt limit is made generally in proportion to the seat forward position. A vehicle occupant, who has his or her seat 102 in the full forward position with the primary restraint 202 excursion limited by the sensor 206 and the control module 201, can increase his or her mobility within the belted system 202 simply by reclining the seat back 112.
  • the control module 201 monitors the seat position input received from the seat position sensor 206 to activate and/or de-activate the ALR function 208.
  • the ALR function 208 status is forwarded by the control module 201 to the supplemental restraint 203 controller.
  • the supplemental restraint (typically the air bag) 203 controller reevaluates the deployment decisions of the supplemental restraint 203 devices, including the air bag and/or pretensioners.
  • the seat belt usage sensor 205 monitors belt 104 displacement within the retractor 105 and communicates this information to the control module 201, in its current preferred embodiment, through the use of a pulse generator.
  • a plus negative count starting from zero is established upon the buckling of the primary restraint 202. This count is logged into the control module 201 via the belt usage sensor 205. The greacest negative count can then be used to establish a reference or a floating zero.
  • Belt displacement in plus/negative counts are used with seat position information from the seat position sensor 206 by the control module 201 to determine how much occupant/belt excursion will be permitted.
  • the control module 201 is programmed to activate/de-activate the ALR function 208 based on optimum safety parameters. Belt displacement positive or negative counts can also be used to activate or deactive the ALR once it is buckled. Typically, the trigger value for activation and deactivation is programmably set.
  • FIG 3 provides an illustration of the preferred safety belt 104 retractor 105 used as a key component of the primary restraint 202.
  • This embodiment of the retractor mechanism 300 comprises a housing 303 containing a rotatably mounted spool 301 to which one end of a safety belt 302 is connected.
  • the safety belt 302 is designed to be retracted on to the spool 301 and for this purpose a spring (not shown in the drawings) is provided which tends to rotate the spool 301 in a clockwise direction, as indicated by the arrow 304, in order to draw the safety belt 302 into the housing 303 so that it is wound onto the spool 301.
  • the other end of the safety belt 302 is connected to an anchorage point on the chassis of the vehicle 100 so that the safety belt 302 may be withdrawn from the retractor and a tongue, further described below in reference to figure 9.
  • This belt 302 can be connected to a buckle (see figure 9) in order to provide a "three point" safety belt restraint.
  • a housing 303 which typically in practice is in the form of a U-shaped metal frame with a spool 301 being rotatably supported by the arms of the frame which is usually fixed to the chassis of the vehicle 100 in which the retractor 105 is installed.
  • the term housing 303 is to be understood to mean a cover for the retractor 105.
  • Figure 4 depicts a side view of the preferred safety belt retractor 300, which further shows the electrical connections 401 from the control module 201 to the retractor 300.
  • this preferred retractor 300 further comprises a switch or cam 402 for riding the belt 302 off the spool 301 shaft 407; a spacer 403 between the switch 402 and the retractor housing 303; a spool 301 with a belt 302 attached; the retractor housing 303; a solenoid 404; a solenoid cover 408; an inertial lever arm 405 for engaging the ratchet wheel of the retractor; a cover base 406; and electrical connections 401 between the solenoid 404 and the control module 201.
  • This electrical connection 401 is preferably accomplished through the use of a wiring pigtail 409. In the preferred embodiment, no additional wiring is required, including no changes to existing power and ground signals.
  • the control module 201 senses a rise in the vehicle occupant sensor current and upon confirmation of the buckle, initiates the ALR function 208.
  • the ALR function 208 is reset when the buckle is released or the battery is removed.
  • This embodiment of the retractor 300 requires no retraction into the stolen position of the belt 302 for a reset.
  • the control module 201 logic insures that the ALR function 208 is maintained until intentionally reset through unbuckling.
  • Figure 5 depicts the end view of the preferred safety belt retractor 300.
  • a mounting plate 512 which provides support for one end of the spool 301, is illustrated.
  • the mounting plate 512 has apertures 510, 511 by which the mounting plate 512 may be secured in position within the housing 302.
  • the retractor 300 has a central shaft 513 on which is fixed a cam end 506.
  • the spool 301 has a central spindle 507 which works in cooperation of an arrangement that is provided to indicate whether the safety belt 302 is wound on the spool 301 or is withdrawn from the retractor 300, i.e., an indication as to whether or not the belt 302 is being worn by the occupant.
  • This gear transmission 505 is arranged such that the cam protrusion 504 engages the contact 502 and activates the sensor 501 when the safety belt 302 is being used, i.e., when all or substantially all of the belt 302 is extracted from the spool 301.
  • the sensor 501 is activated, that is when a closed electrical circuit is created by the physical contact between the contact portion 516 and the sensor 501 contact 517, electrical current flows through the conductors 401 thereby shunting the solenoid coil 404.
  • the preferred embodiment of this retractor has the solenoid coil 404 shunted at about 600 mAmps of current through the conductors 401.
  • the shunting of the solenoid coil 404 is communicated over electrical conductors 401 to the control module 201.
  • the control module 201 Upon confirmation of the belt latch, the control module 201 activates the ALR function 208.
  • the closing of the contact 502 also causes the ALR function lamp 211 to be illuminated. Arrows are provided to designate the ALR - Cam rotation direction 509 and the Belt Usage - Cam rotation direction 508.
  • the high "g” override function is used to interface the primary restraint 202 with the supplemental restraint 203.
  • the primary restraint 202 is a seat belt
  • the supplemental restraint 203 can be frontal air bags, side air bags, curtain, pre-tensioners, or any other safety related restraint.
  • the primary restraint 202 comprises a primary restraint controller 602 as well as both driver side seat belts 613 and passenger side seat belts 612.
  • the primary restraint controller 602 has the ability to sense low "g" accelerations as well as tilt.
  • the system of this invention will latch or lock the primary restraint belts 612, 613.
  • the primary restraint controller 612 is capable of omni-directional sensing, while the supplemental restraint 203 monitors high "g" accelerations and is restricted to x-y sensing directions.
  • the supplemental restraint 203 further comprises a supplemental restraint controller 601 and such restraints as a driver's side air bag 608, a driver's side pre-tensioner, a driver's side side air bag 610, a driver's side curtain, a passenger's side air bag 604, a passenger's side pre- tensioner 605, a passenger's side side air bag 606, and/or a passenger's side curtain 607.
  • the key to coordinating optimum belt payout/latching and air bag deployment time allocations is in knowing when the activation of each system occurs. This concept of linking and coordinating the primary and supplemental systems represents a closed loop system, optimizing vehicle restraint control and constitutes the heart of this invention.
  • the control module 201 interfaces with the supplemental restraint controller 601 via the high "g" interface 603. Generally the control module 201 will attempt to latch the primary restraint 202 through its controller 602 within .7 g, however the mechanics of the preferred restraint, see figure 5, takes significant time. For example, in the preferred control module 201 the maximum time to sense .7 g is between 61 and 65 ms, at which point the solenoid is de-energized which takes a maximum of 8 ms to drop out. The first retractor tooth is then engaged. This tooth must travel a maximum of 6.2 mm to fully engage a retractor lock dog, which is another 7.9 mm.
  • the time that is required to complete the latching of the restraint at .7 g is the sum of the sense, solenoid, and retractor time and distance.
  • Optimal latching of the restraint at .7 g must be completed within 25.4 mm or 109 ms . These values represent optimum time and distances, which may not be achievable in a real-world environment.
  • a target latch displacement of 19.2 mm with an allowance of one tooth or 6.2 mm is chosen to accommodate real-world operation. This example represents a compromise in performance intended to maximize reliability, convenience and occupant comfort.
  • Alternative timings can be incorporated and are envisioned as being within the scope of this invention.
  • the high “g” interface 603 the control module 201 uses the internal high “g” sensor to activate the primary restraint 202, however when the high "g” is present and sensed first, the supplemental restraint controller 601 overrides the primary restraint controller 602.
  • This override feature 603 serves as a back-up, a link between the supplemental restraint controller 601 and the primary restraint controller 602, as well as providing intelligence to the pre-tensioner and air-bag deployment decision of the supplemental restraint controller 601.
  • the supplemental restraint controller 601 through the high "g” sensing, is able to control the activation of the primary restraint 202, by calculating the optimum deployment time from both the time/distance required for the restraint to latch as well as the full time required to pre-tension the belt 104 and to fully deploy the air bag 106.
  • controller determines the optimum time for locking the primary restraint 202 in relation to the supplemental restraint 203 with time to spare. Testing and evaluation of this invention has led to the determination that a window of 0 to 5 ms is ideal, in this preferred embodiment of the invention, for the activation of the primary restraint latch during a high "g" condition.
  • FIG 6 The closed loop system operation depicted in figure 6 permits the activation and precision control of each component 604-613 at the same or different programmed activation times.
  • the activation times can be activated in a controlled serial sequence or a parallel manner as experimentally determined to obtain the maximum and optimum vehicle occupant restraining system.
  • Figure 7 depicts the top-level control module architecture. This figure shows the control module 201 receiving input data from two major sources: vehicle status data 702 and safety restraint status data 701.
  • the safety restraint data 701 received by the controller 210 and used in the controller's determination of appropriate controls for the restrains include the seat belt usage status 706, the air bag electronic control unit input 707, the seat position and seat back angle status 708, the automatic locking retractor input 703, the belt displacement status 704, and the seat usage (weight) status input 705.
  • Figure 8 depicts a detailed block diagram of the preferred control module system used in combination with the sensors and retractors of this invention.
  • This control module system provides the programmable electronic controls for the primary 202 and supplemental restraints of this invention, using the sensor inputs, previously described, as control inputs.
  • a micro controller 801 is provided to perform preprogrammed functional control for the occupant restraints 202, 203.
  • a base timer oscillator 825 is provided for the creation of a system clock for the micro controller 801.
  • Transient power protection 823 is provided to protect the electronic circuitry of the micro controller 801.
  • a voltage regulator 822 provides vehicle battery isolation for the circuitry of the micro controller 8ul.
  • a number of inputs are provided to the control module 201, including a passenger's door ajar status switch 815, a driver's door ajar status switch 816, a passenger's belt in use switch 816, a driver's belt in use switch 817, a passenger seat in use switch 819 and a passenger seat position switch 820. Also, a safety system signal input is provided 821. Each of these inputs is provided to the control module 201 through connectors 806. Two spare input connections 813, 814 are also provided to permit the future expansion of the control module 201 system.
  • the micro controller 801 receives sensory information from the sensors and depending on the status of the driver' s and passenger's doors, belt usage, seat position and angle, vehicle acceleration (both high “g” and low “g") and tilt, as well as the current status of the various primary and supplemental restraints, the micro controller generates a signal to activate or release the primary and/or supplemental restraints, thereby coordinating the operation of the safety restraints of this invention providing improved restraint system performance and vehicle occupant comfort .
  • FIG. 9 depicts a representative buckle device used in combination with the preferred embodiment of the system of the invention.
  • the seat belt 104 is attached to a latch plate 906 through an attachment fixture 901.
  • a signal When the latch plate 906 is inserted into the buckle 907 a signal
  • a status lamp signal 902 is provided to light a status lamp 903 thereby providing feedback to the vehicle occupant.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Automotive Seat Belt Assembly (AREA)

Abstract

Cette invention présente un système servant à commander, à coordonner et à optimiser le fonctionnement des dispositifs de retenue primaires et supplémentaires faisant partie de systèmes de sécurité pour les occupants de véhicules. Ce système comprend un enrouleur à verrouillage programmable amélioré (108), divers capteurs (204, 205, 206, 207), un module de commande (201) et une fonction de déclenchement sous forte accélération (603). Cet enrouleur à verrouillage programmable amélioré utilise un capteur en communication avec le module de commande (201), lequel communique à son tour avec des dispositifs de retenue supplémentaires, tels que airbags (604), prétendeurs (605) et stores (607). Le module de commande (201) est conçu pour prendre les décisions de déploiement des dispositifs de retenue, sur la base des informations entrées dans les capteurs, et d'assurer des fonctions de retenue, telles que blocage d'urgence, blocage automatique, verrouillage des serrures, réglage des capteurs et diagnostics d'erreurs intégrés.
PCT/US1999/018018 1998-08-13 1999-08-13 Enrouleur a verrouillage automatique programmable avec fonction de declenchement sous forte acceleration WO2000009368A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US13370798A 1998-08-13 1998-08-13
US09/133,707 1998-08-13

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EP2630010A4 (fr) * 2011-07-20 2014-03-05 Cvg Man Corp Systèmes de siège intégrés sécurisés
US9789848B2 (en) 2016-03-15 2017-10-17 Ford Global Technologies, Llc Seat-belt retractor assembly
WO2024052277A1 (fr) * 2022-09-08 2024-03-14 Zf Automotive Germany Gmbh Système de retenue d'occupant de véhicule et procédé de commande d'au moins un rétracteur de ceinture d'un tel système de retenue d'occupant de véhicule
TWI868748B (zh) 2022-06-17 2025-01-01 瑞士商明門瑞士股份有限公司 兒童安全座椅及其安全帶調整系統

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US4773613A (en) * 1984-07-02 1988-09-27 Nippon Seiko Kabushiki Kaisha Emergency lock retractor equipped with webbing clamp device
US5809439A (en) * 1994-07-12 1998-09-15 Autoliv Development Ab Triggering device for a vehicle safety system with an acceleration sensor
US5501293A (en) * 1995-01-23 1996-03-26 Autoliv Development Ab Safety belt retractor
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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2630010A4 (fr) * 2011-07-20 2014-03-05 Cvg Man Corp Systèmes de siège intégrés sécurisés
US9789848B2 (en) 2016-03-15 2017-10-17 Ford Global Technologies, Llc Seat-belt retractor assembly
TWI868748B (zh) 2022-06-17 2025-01-01 瑞士商明門瑞士股份有限公司 兒童安全座椅及其安全帶調整系統
WO2024052277A1 (fr) * 2022-09-08 2024-03-14 Zf Automotive Germany Gmbh Système de retenue d'occupant de véhicule et procédé de commande d'au moins un rétracteur de ceinture d'un tel système de retenue d'occupant de véhicule

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