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`
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`
`oll~I~47i6()
`
`PATENT DATE
`
`OB/247,760
`
`05/2:3/94
`
`280
`
`SUBCLASS
`
`EXAMINER
`
`S. m;FED,
`
`'~DA'lI[:t
`f30PNTON TOWNSH I, N-J •
`•
`u
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`" -
`~
`* *CONT I NU I hE DATA** ***,;~** * * **:*,j, '" * * ** :.' ..
`\, " An "l 'l-'il "1 '1
`J,J~1- .
`
`VUHFIED
`
`, '
`
`**I'ORElf'i'l/FCT APPLICATIONS************ "d~
`VUUFI!ED
`
`J'>1l1"3j'Ut/ 'i ~
`
`FOHEIGN FILINt:. LICENSE GRANTED 07/25/94
`
`Forlligll priority cl.lmeC!
`35 US(:: 119 concUtll.)nl nl'let
`
`m-IO"KOVITZ
`p ,0. BO):
`::";'61
`AHLINGiTON, VA ;22202
`
`*****SMAU_ EN1ITY 0 • • *.
`
`--------~~~~----------~--~-----------------
`Ii4I"A':T {URBAl:i SYSTEI'l !lIITI-! ANTICIPATORY SENSOR
`
`~------- ------ ------- ---
`
`PJ'II'ITS OF A PPI.II:ATION
`FILED SEPARATELY
`
`Assistant Examiner
`
`Total Claims
`
`Date Paid
`
`Sheets Drwg. Fi!ls. Drwg.
`
`Print Fig.
`
`ISSUE
`BATCH
`Examiner NUMBER
`
`WARNING: The information disclosed herein may be restricted. Unauthorlz8,i di:;closure may be prohibited
`by the Untted States Code 11tle 35, Sections 122, 181 an(1368. p,'ssesslon outside tl,. U.S .
`. Patent & Trademark Office is restricted to authori~8d empiclyees ~nd contractclrs only.
`
`l;"bel
`,a.lrea
`
`Fe,,,, PT0-4361'
`(ile, 8192)
`
`/
`
`(r-~E)
`
`IPR2013-00419 - Ex. 1014
`Toyota Motor Corp., Petitioner
`1
`
`
`
`Dale
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`or
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`
`[late
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`or
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`
`, __ 30.
`
`__ 31. ________________ ---------
`~ ____ . ___ 32. ____ ~ ________________ _
`
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`(FRONT)
`
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`Class
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`(RIGHT OUTSIDE)
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`3
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`POSITION
`CLASSIFIER
`EXAMINER
`TYPIST
`VERIFIER
`CORPSCORR.
`SPEC. HAND
`FILE MAINT.
`DRAFTING
`
`Oat,!
`
`------
`- -
`
`------1--- -
`- - - 1----
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`-- 1 - - -
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`
`INDEX OF CLAIMS
`
`,----,--------------,
`Date
`
`3
`
`SYMBOLS
`. ... Rej'cled
`../ ............
`................................... Allowed
`. (Through numb.rat) Canceled
`+ ....
`. ..... Restricted
`N ....
`. ..... Non·elected
`I ........
`. ....... Interference
`A.........
`. ..... Appeal
`o ......
`. ..... Objected
`
`4
`--'4' -+H-+-+-+-+-t---1'--i
`--14 --H-+-jl-l-t-t-t-+---1
`-181 ,-
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`'~U_~I~~~~~~--1
`47
`48 --+--+--+--+-1-+--+--1
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`-- 49 --+--+--+-1-+--+--1---1
`--- 50 --+--+-+-+~-+-+--I
`_____ --I---'_'--L-L-1---'----'
`
`(LEFT INSIDE)
`
`0
`Ii:
`
`-0,
`
`Claim .,
`'" "
`-" 0
`5t
`52
`53
`54
`55
`56
`57
`58
`59
`60
`6t
`62
`63
`64
`65
`66
`67
`68
`69
`70
`7t
`72
`73
`74
`75
`76
`77
`78
`79
`80
`8t
`82
`83
`84
`85
`86
`87
`88
`89
`90
`9t
`92
`93
`94
`95
`96
`97
`98
`99
`tOO
`
`4
`
`
`
`PATENT APPLICATION SERIAL NJl~ 2417760
`
`U.S. DEPARTMENT OF COMMERCE
`PATENT AND TRADEMARK OFFICE
`FEE RECORD SHEET
`
`·160 AA (16/06194 08247760
`
`1 101
`
`-786.00 CK All 78·
`
`PTO-1Sj6
`(5/87)
`
`5
`
`
`
`E'AR CODE L~::---------~--~------------------, •• ---------------~
`
`1111111111111
`
`11111111
`
`U.S. PATENT APPLICATION
`
`SERIAL NUMBEFI
`
`FILING DATE
`
`CLASS
`
`08/247,760
`
`OS/23/94
`
`280
`
`3U6
`
`DAVID S. BREED, BOONTON TOWNSHI, NJ.
`
`**CONTINUING DATA.*****·**·****."'* •• "'.
`VERIFIED
`
`.-FOREIGN/PCT APPLICATIONS- ••••••••• _ •
`. VERIFIED
`
`FOro~IGN FILING LICENSE GRANTED 07/25/94
`~:':":"=:
`TOTAL
`HATE OR
`CLAIMS
`COUNTRY
`
`SHEETS
`DRAWING
`
`INDEPENDENT
`CLAIMS
`
`•••• * SMALL EN'l'ITY ."'* ••
`ATTOI INEY DC CKET NO.
`FILING FEE
`RECEIVED
`
`NJ
`
`18
`
`46
`
`9
`
`$786.00
`
`ATl 78
`
`S~~UEL SHIPKOVITZ
`P.O. BOX 2961
`AR~INGTON, VA 22202
`
`--------------------------------------------------~I
`SIDE IMPACT AIRBAG SYSTEM WITH ANTICIPATORY SENSOR
`
`,,, ,,,
`
`.u
`':r::
`,:>
`~
`
`,u
`.J
`1-
`i=
`
`This is to certify that annexed hereto is 8 true coPY from the records of the United State"
`Patent and Tmdemark Office of the application which is identified above.
`By authority of the
`COMMISSIONI:R OF PATENTS AND TRADEMARKS
`
`Dete
`
`Certifying Officer
`~------------~~~------------------,-----------~
`
`6
`
`
`
`f+~~(l Co 0
`SIDE IMPACT AIRBAG SYSTEM WITH ANTICIPATORY SENSOR
`
`ABSTRACT
`
`This invention is a system to identify and monitor objects, such aS/ellicles, lrees,
`
`motorcycles or walls, which could impact with a motor vehicle, such as an auto nc bile or truck,
`
`by processing the signal received from the objects using one or more techniques, induding
`
`neural networks or other pattern recognition systems, and technologies includino ultrasonic and
`
`electromagnetic radiation. The received signal may be a reflection of a transmitlE.d signal, the
`
`reflection of some natural signal from the object, or may be some signal ·emitted naturally by
`
`the object.
`
`Information obtained by the identification and monitoring systems then used to
`
`deploy an airbag usually prior to the impact of the object with the vehicle.
`
`In the case of side
`
`impacts. the anticipatory sensor permits the, occupant to be moved away from thE impact and the
`
`deployment of a large alrbag to offer a level of protection heretofore not availabl"
`
`28
`
`7
`
`
`
`F"
`
`SIDE IMPACT AIRBAG SYSTEM WITH ANTICIPATORY SENSOR
`----.,-
`
`BACKGROUND OF THE INVENTION
`
`A
`[18 21471'60
`
`Frontal impacts are the number one killer of vehicle occupants in automotile accidents
`
`with about 16,000 fatalities each year. Side impacts are the second cause of auomobile related
`
`deatlls with about 8,000 fatalities each year. The number of fatalities in frontal in-pacts is now
`
`decmasing due to the introduction of airbags and mandatory seatbelt use laws.
`
`t i; natural now
`
`that a considerable effort be applied to saving lives in side impacts.
`
`SllVeral automobile manufacturers are now considering the use of side in pact airbags to
`
`atternpt to reduce the number of people killed or injured in side impacts. ThE side impact
`
`9roblem is considerably more difficult to solve in this way than the frontal impilct problem due
`
`to the lack of space between the occupant and the side door and to the significanr ir trusion which
`
`typically accompanies a side impact.
`
`Some understanding of the severity of the side impact problem can bit c btained by a
`
`comparison with frontal impacts.
`
`In the Federal Motor Vehicle Safety StandardFMVSS) 20B
`
`49 kph crash test which applies to frontal impacts, the driver, if unrestrained, will impact the
`
`steering wheel at about 30 kph. With an airbag and a typical energy absorbing ;teering column,
`
`them is about 40 to 50 cm of combined deflection of the airbag and steering column to absorb
`
`this 30 kph difference in relative velocity between the driver and vehicle intel ior. Also there
`
`is usual I)' little intrusion into the passenger compartment to reduce this available i.pace.
`
`In the FMVSS 214 standard crash for side impacts, the occupant, whether restrai:ned or
`
`not, is impacted by the int(uding vehicle door also at about 30 kph.
`
`In this case there is only
`
`about! 0 to 15 em of space available for an airbag to absorb the relative velocity between the
`
`occupant and the vehicle interior.
`
`In addition, the human body is more vulnerable to side
`
`1
`
`8
`
`
`
`impaets than frontal impacts and there is usually significant intrusion into tho passenger
`
`compartment. A more detailed discussion of side impacts can be found in a paper by Breeel et ai,
`
`"Sensin(1 Side Impacts", Society of Automotive Engineers No. 940651, 1994, Wllic1 is included
`
`herein by reference.
`
`Ideally an airbag for side impact protection would displace the occupant away from the
`
`intrudin(1 vehicle door in an accident and create the required space for a s!Jfficiently large
`
`airbag. Sensors now being used for side impact airbags, however, begin sensing thE' crash at the
`
`beginning of the impact at which time there is insufficient time remaining to mo\e the occupant
`
`before he is impacted by the intruding door. Even if the airbag were inflated InstEntaneOlJsty it
`
`is not possible to move the occupant to create the desired space without caw;ing seriously injury.
`
`The probtem is that the sensor which starts sensing the crash when the impact has be!Jun, is
`
`already 100 lale.
`
`There has been discussion over the years in the safety community ahollt the use of
`
`anticipatory sensors so that the side impact accident could be sensed bofore it occurs.
`
`Heretofore this has not been practical due" to the inability to predict Ihe severity ot the accident
`
`prior to Ihe Impact. A heavy truck, for example, or a tree is a much more sellere accident at
`
`low veloc:ity than a light vehicle or motorcycle at high velocity. Until now it ~ as not been
`
`possiblE' to differentiate between these different accidents with a high degree of certainty.
`
`Once a sufficiently large airbag is deployed in a side impact and the dri'ler displaced
`
`awa,! from the door and the steering wheel, he will no longer be able to cont',ol tile vehicle which
`
`could in itself cause a serious accident.
`
`It is critically important, therefore, that sllch an airbag
`
`not be deployed unless there is great certainty that the driver would otherwise be seriously
`
`injured or killed by the side impact. Anticipatory sensors have heretofore nc t been used
`
`becausl3 of their inability to predict the severity of the accident. The pres'3nt nvention solves
`
`this problem and therefore makes anticipatory sensing practical. This permits side impact
`
`2
`
`9
`
`
`
`airbag systems which can save a significant percentage of the people who would otherwise be
`
`killed as well as significantly reducing
`
`the number and severity of injures. This is
`
`accomplished through the use of pattern recognition technologies such as neural networks such
`,"';/1- 61 as discussed in co-pending patent application attorney docket number ATI.7~~ilEd May 9th,
`l3i
`
`1994.
`
`N'9ural Networks are capable of pattern recognition with a speed, accuracy ard efficiency
`
`heretofore not possible.
`
`It is now possible, for example, to recognize that the frollt of a truck or
`
`anothElr Gar is about to impact the side of a vehicle when it is one to three meters :)r more away.
`
`This totally changes the side impact strategy since there is now time to inflate a large airba~, and
`
`push the occupant out of the way of the soon to be intruding vehicle. Naturally not all side
`
`impacls are of sufficient severity to warrant this action and therefore there wil usually be a
`
`dual inflation system as described in more detail below.
`
`Although the main application for anticipatory sensors is in side impacts, fre ntal impact
`
`anticipatory sensors can also be used to identify the impacting object before the cr3sh occurs.
`
`Prior to going to a full frontal impact anticipatory sensor system, neural network! C3n be used
`
`to detBct many frontal impacts using data in addition to the output of the normal crash sensing
`
`accelerometer. Simple radar or acoustic imaging, for example, can be add9d to current
`
`accelerometer based systems to give substantially more information about the crash anel the
`
`impacting object than possible from the acceleration Signal alone.
`
`The side impact anticipatory sensor of this invention can use any of a variety of
`
`technologies including optical, radar, acoustical, infrared or a combination of thesE. The sensor
`
`system typically contains a neural network processor to make the discrimination however a
`
`simulated neural network, a fuzzy logic or other algorithm operating on a microprocessor can
`
`also be uS'9d.
`
`3
`
`10
`
`
`
`SUMMAFIY AND OBJECTS OF THE INVENTION
`
`This invention comprises an anticipatory sensor system which uses Ii) a source of
`
`radiant emergy either originating from or reflected off of an object or vehiclE! wt icb is about to
`
`impaGt tho side of a target vehicle, plus (ii) pattern recognition means to anall'z€
`
`the radiant
`
`energy c:oming from the impacting object or vehicle to (iii) assess the prohablol !,everit~' of a
`
`pending accident and (iv) if appropriate, inflate an airbag prior to the impact so a!; to displace
`
`the oGcupant away from the path of the impacting object or vehicle to create, sp.lcn required to
`
`cushion the occupant from an impact with the vehicle interior. Although the primary area of
`
`application of this invention is for protection in side impacts, the invention also provides added
`
`proteetion in frontal impacts by reducing the incidence of injury to out-of-posi'ion occupants
`
`by permitting a slower inflation of the airbag and displacing the occupant away f'or1 the airbag
`
`prior to the impact.
`
`The principal objects and advantages of this invention are:
`
`1 .
`
`To provide for the enhanced protection of occupants in side impacts by clet.lrmining the
`
`pmbable severity of a pending accident and inflating an airbag prior to the impact to
`
`displace the occupant away from the vehicle door.
`
`2.
`
`To provide for a method of identifying and classifying an object which is about to impact
`
`a vehicle.
`
`3.
`
`To adapt pattern recognition techniques, and particularly neural networks to permit the
`
`identification of objects external to an automotive vehicle and the determ nation of their
`
`approach speed and angle of potential collision.
`
`4.
`
`To provide a method for assessing the probable severity of a pending acci je 1t base,d on
`
`the identification of the class of an object which is about to impact thll vehicle plus
`
`stOl'ed information about the class of such objects such as its mass, sl rength and
`
`att€lchment
`
`to the earth.
`
`4
`
`11
`
`
`
`5.
`
`To provide a method using an ultrasonic system for use in illuminating an ,)bject which
`
`is about to impact a vehicle and using the reflection of the ultrasonic illumination in
`
`6.
`
`7.
`
`8.
`
`9.
`1 o.
`
`combination with a pattern recognition system to identify the object.
`
`To determine the approach velocity of an object which is about to impact a ve,hicle.
`
`To identify that a truck is about to impact a vehicle.
`
`To identify that an automobile is about to impact a vehicle.
`
`To identify that a vehicle is about to impact with a tree.
`
`To provide a method using an electromagnetic wave system for USE
`
`in illu minating an
`
`object which is about to impact a vehicle and using the reflection of the E lectroma!jnetic
`
`wave illumination in combination with a pattern recognition syste,m 10 identify the
`
`object.
`
`11 .
`
`To provide a method using an the passive infrared electromagnetic waves r"diatin~1 from
`
`an object such as a motor vehicle in combination with a pattern recognition syStElm to
`
`identify the object.
`
`12.
`
`To provide a system for identifying an object which is about to impact a vehicle, in a
`
`substantially side impact.
`
`13.
`
`ToO provide a system for identifying an object which is about to impact a vehicle, in a
`
`substantially frontal impact.
`
`14.
`
`ToO provide a system comprising a variable inflation airbag system where the control of
`
`the inflation of the airbag is determined by an prediction of the probable se verity of an
`
`accident prior to the accident occurring.
`
`1 5.
`
`T,) provide apparatus for inducing slack into a seatbelt in the event of a siele impact to
`
`pllrmit the occupant to be displaced sideways in the vehicle.
`
`1 6.
`
`To provide for a single airbag module for protection of the head and torso )f 1n occupant
`
`in side impacts.
`
`5
`
`. -....
`
`12
`
`
`
`17.
`
`To provide a single airbag module for mounting in the seat back of a ve~icle for the
`
`protection of the head and torso of an occupant in side impacts.
`
`18.
`
`To provide a structure and method for moving the occupant and his seat in the event of a
`
`side impact accident to increase the space between the occupant and the intruding object.
`
`1 9.
`
`To provide for an airbag to be deployed external to the vehicle in conjl nction with an
`
`anticipatory sensor in side impacts.
`
`20.
`
`To provide a method using an ultrasonic wave system for use in illuminating an object
`
`which is about to impact a vehicle and using the reflection of the ultrasonic wave
`
`illumination in combination with a pattern recognition system to idemify Ihe object
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. v'f~'an overhead view of a vehicle about to be impacted in the side by an approaching
`
`vehicle showing a wave transmitter part of the anticipatory sensor system,
`
`FIG. 1,A'15 a perspective view of a vehicle about to impact the side of fine ther vl3hicle
`
`,,'
`showing the location of the various parts of the anticipatory sensor system of thi~ invention.
`
`FIG. (2" is an overhead view of a vehicle about to be impacted ill the front by an
`
`approaching vehicle showing a wave transmitter part of the anticipatory sensor s'/stem.
`
`FIG. 3A a plane frontal view of the front of a car showing the headlight~, radiator grill,
`l
`bumpl3r, lenders, windshield, roof and hood.
`"
`FIG. ~Ej' a plane frontal view of the front of a truck showing the headligtlts, radiator
`
`grill, bumper, fenders, windshield, roof and hood.
`
`FIG. ~.Is an overhead view of a vehicle about to be impacted in the side bYflnlpproaching
`
`vehicl'9 showing an infrared radiation emanating from the front of the striking ~ehicle and an
`
`infrarEId re-ceiver part of the anticipatory sensor system.
`,
`FIG. ~Vis a side plane view with portions cutaway and removed of a dual inlator airbag
`
`6
`
`13
`
`
`
`system with two airbags with one airbag lying inside the other.
`
`FIG. 6/fu a perspective view of a seatbelt mechanism illustrating a device to release a
`
`/
`
`controlled amount of slack into seatbelt allowing an occupant to be displaced.
`/
`
`FIG. r is a frontal view of an occupant being restrained by a soatbelt having Iwo
`
`anchora(I€' pOints on the driver's right side where the one is released allowing the occupant to be
`
`laterally displaced during the crash.
`/
`I:IG. 'lrA is an expanded view of the release mechanism within the circle 7A of FIG. 7.
`
`FIG. 78 is a view of the apparatus of FIG 7A within the circle 78 and rota:ec 90 degrees
`
`showing the release mechanism.
`
`FIG. 'ris a frontal view of an occupant being restrained by a seatbelt integ 'al with seat so
`
`that ""hE>n seat moves during a crash with the occupant, the belt also moves ,lllowing the
`
`occupant to be laterally displaced during the crash.
`
`FIG. ~J( is a frontal view of an occupant being restrained by a seatbelt and a linear airbag
`
`module (930) attached to seat back to protect entire occupant from his pelvis to his head.
`
`FIG. ~B/is a view of the system of FIG. 9A showing the airbag in the inllatej condition.
`
`FIG. 1.0K'is a frontal view of an oc'cupant being restrained by a seatbelt and where the
`
`seat is displaced toward vehicle center by deploying airbag in conjunction with ot'1er apparatus.
`
`FIG. 1,DB is a frontal view of an occupant being restrained by a seatbelt and where the
`
`seat is rotated about vertical axis'in conjunction with other apparatus.
`
`FIG. 10C""is a frontal view of an occupant being restrained by a seatllelt and where the
`
`seat is rotated about longitudinal axis in conjunction with other apparatus.
`
`FIG. UA is a perspective view with portions cutaway and removed of a v,lhicle about to
`
`impact the side of another vehicle showing an airbag stored within the side doc r of the target
`
`vehicle pri()r to being released to cushion the Impact of the two vehicles.
`
`FIG. 11 B is a view of the apparatus of FIG. 11 A after the airbag has deploy£d.
`
`7
`
`14
`
`
`
`DESC RIPTION OF THE PREFERRED EMBODIMENTS
`
`In FIG. 1 an overhead view of a vehicle 110 about to be impacted in Ihe side by an
`
`approaching vehicle 120 where vehicle 110 is equipped with an anticipatory sellsor system
`
`showing a transmitter 130 transmitting waves 132 toward vehicle 120. A perspec tive view of
`
`vehicle 110 is shown in FIG. 1A and illustrates the transmitter 130 connocted to electronic
`
`module 140. Module 140 contains circuitry 142 to drive transmitter 130 and circuitr), 144
`
`to process the returned signals from receivers 134 and 136. Circuitry 144 cor,talils a neural
`
`computer 145 which performs the pattern recognition determination based 011 !ignals from
`
`receivers 134 and 136.
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`Throughout the description herein, the term "approaching" when useld as an objoct or
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`vehicle approaching another will mean the relative motion of the object toward the vehicle
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`havlnq thel anticipatory sensor system. Thus, in a side impact with a trel3, the tree will be
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`considemd as approaching the side of the vehicle and impacting the vehicle.
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`In olhe r words, the
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`coordinate system used in general will be a coordinate system residing in the largot I'ehicle. The
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`"target" velhicle is the vehicle which is being impacted. This convention perrnit, a gE,neral
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`description to cover all of the cases such as where (i) a moving vehicle impacts inlo I he side of a
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`stationary vehicle, (ii) where both vehicles are moving when they impact, 01 (iii) where a
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`vehicle is moving sideways into a stationary vehicle, tree or wall.
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`In a preferred implementation, transmitter 130 is an ultrasonic transmitter operating
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`at a frequency of approximately 40 khz, although other frequencies could be Ul;ec. Similarly,
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`receivers 134 and 136 are ultrasonic transducers and receive the reflectecl ult"a!onic waves
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`from vehicle 120.
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`II detailed discussion of pattern recognition technology as applied to Ihe monitorin(J and
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`8
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`15
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`
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`identification of occupants and objects within a vehicle is discussed in detail in 3wed et al co-
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`___ t,...,...ji~2.- pending US Patent application attorney docket number ATI-7~iled May 9, 199~ and included
`l>'l-
`herein by reference. Although the application herein is for the identification of ,)bjects exterior
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`to the, vehicle, many of the same technologies, principles and techniques are appli~al)le_
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`/I,n example of such a pattern recognition system using neural networks u~ing sonar is
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`discussed in two papers by Gorman, R,. P. and Sejnowski, T. J. " Analysis of HiddE,n Units in a
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`Layered Network Trained to Classify Sonar Targets", Neural Networks, Vol.1. pp "5-89, 1988,
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`and "Learned Classification of Sonar Targets Using a Massively Paralll~1 foIeN/ork", IEEE
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`Transactions on Acoustics, Speech, and Signal Processing, Vol. 36, No.7, July H8S.
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`"Pattern recognition" as used herein will mean any system which process£'s 3 signal that
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`is generated by an object, or is modified by interacting with an object, in ordEr to determine
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`which one of a set of classes that the object belongs to. Such a system might determine only that
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`the object is or is not a member of one specified class, or it might attempt to assi{ n -he object to
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`one of a larger set of specified classes, or find that it is not a member of any of thE- classes in the
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`set. The, signals processed are generally electrical signals coming from transdu,;er s which are
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`sensitive to either acoustic or electromagnetic radiation and if electromagneti,) they can be
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`either visible light, infrared, ultraviolet or radar.
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`"To identify" as used herein will mean to determine that the object bolongs to a
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`particular set or class. The class may be one containing all trucks of a certain ;iz·3 or weight,
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`one containing all trees, or all walls.
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`In the case where a particular vehicle type is to be
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`recogl1izEld, the set or class will contain only a single element, the particular vehiclll type to be
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`recognized.
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`Some examples follow:
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`In a passive infrared system, a detector receives infrared radiation from f.n object in its
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`field (If view, in this case the approaching object is most likely another vehicle, and processes
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`9
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`16
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`
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`the recllived infrared radiation radiating from the vehicle's engine compartnent. The
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`anticipatory sensor system then processes the received radiation pattern to determine the class
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`of vehicle, and, along with velocity information from another source, makes an assessm,ent of
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`the probable severity of the pending accident and determines if deployment Clf,n airbag is
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`required. This technology can provide input data to a pattern recognition system but it has
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`limitations related to temperature. The sensing of a non-vehicle object such an a tree, for
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`example, poses a particular problem. The technology may also fail to detect a ve licle which has
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`just been started especially if the ambient temperature is high. Nevertheloss, fo' use in the
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`identification of approaching vehicles the technology can provide importa 1t information
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`espec:iallv if it is used to confirm the results from another sensor system.
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`In a laser optical system an infrared laser beam 132 is used to mornenar Iy illuminate
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`an object as illustrated in FIG. 1 where transducer 132 is a laser transmitter.
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`In seme cases a
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`charge coupled device (a type of TV camera) is used to receive the reflected ligh a ld would be
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`used as one or both of the receivers 132 and 134. The laser can either be IJsee! ir, a scanning
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`mode, or, through the use of a lens, a cone of light can be created which covers a ar!le portion of
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`the object.
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`In each case a pattern recognition system, as defined above, is used to identify and
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`classify the illuminated object and its constituent parts. This system provides the most
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`information about the object and at a rapid data rate.
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`Its main drawback is ce,st which is
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`considerably above that of ultrasonic or passive infrared systems and the atlfmation which
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`results in bad weather conditions such as heavy rain, fog or snow storms. As the cost of lasers
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`comes down in the future, this system will become more competitive. The attenllation problem
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`is not as severe as might be expected since the primary distance of concern br anticipatory
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`sensors as described here is usually less than three meters.
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`Radar systems have similar properties to the laser system discussEld abo"e with the
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`advanta~!I! that there is less attenuation in bad weather. The wave length 01 a r,ar icular radar
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`1 0
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`17
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`
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`system can limit the ability of the pattern recognition system to detect objeGt features smaller
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`than a certain size. This can have an effect in the ability of the system to identify different
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`objects ilnd particularly to differentiate between different truck and automobile models.
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`Thl! ultrasonic system is the least expensive and potentially provide·s less information
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`than tl1e laser or radar systems due to the delays resulting from the speed of sound and due to the
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`wave length which is considerably longer than the laser systems. The wave leng!h limits the
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`detail which can be seen by the system.
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`In spite of these limitations, as showlI ill the above
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`referencEld Breed et al patent application attorney docket ATI-77~ultrasonic3 Gan provide
`&3
`sufficient timely information to permit the position and velocity of an approachin, object to be
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`accurately known and, when used with an appropriate pattern recognition system, it is capable
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`of positively determining the class of the approachillg object. One such pattErn recognition
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`system usus neural networks and is similar to that described in the papers by Gorman et al and
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`in the rElar facing child seat recognition system referenced and described in the Breed el al
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`patenl application referenced above.
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`A. focusing system, such as used on Some camera systems, could be usud te d'ltermine the
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`position of an approaching vehicle when it is at a significant distance away but is 100 slow to
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`monitor this position just prior to a crash. This is a result of the mechanical motie ns required
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`to opE!rate the lens focusing system. By itself it cannot determine the class of t~e lpproaching
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`object but when used with a charge coupled device plus infrared illumination fer lIight vision,
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`and an appropriate pattern recognition system, this becomes possible.
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`From the above discussion, it can be seen that the addition of sophistic~ ted pattern
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`recognition means to any of the standard illumination and/or reception technologifs 'or use in a
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`motor vehiGle permits the development of an anticipatory sensor system which CE n dentif~' and
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`classify an object prior to the actual impact with the vehicle.
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`The, application of anticipatory sensors to frontal impact protection sy:,terr s s shown in
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`1 1
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`18
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`
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`FIG. 2 which is an overhead view of a vehicle 110 about to be impacted in the front by an
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`approaching vehicle 120.
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`In a similar manner as in FIG. 1, a transmitter HlO lIansmits waves
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`162 toward vehicle 120. These waves are reflected off of vehicle 120 and receivEld by
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`receiving transducers 164 and 166.
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`FIG. 3A illustrates the front of an automobile 310 and Shows preflmed IJcations for
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`transmitting transducer 160 and receiving transducers 164 and 166. FIG. 3A also illustrates
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`the distinctive features of the vehicle which cause a distinct pattern of refiocted vlaves which
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`will differ from that of a truck 320, for example, as shown in FIG. 3B.
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`In some pattern
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`recognition technologies, the researcher must determine the distinctive features of each object
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`to be recognized and form rules which permit the system to recognize one object Irom another of
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`a diffment class. An alternative method is to use artificial neural network t'3chrlolrJgy wherein
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`the identification system is trained to recognize different classes of objects.n this case a
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`training session is conducted where the network is presented with a variety of objects and told
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`to which class each object belongs. The network then learns from the trainin(1 session and,
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`providing a sufficient number and diversity of training examples are available,he network is
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`able tl) categorize other objects which have some differences from those making up the training
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`set of objects. The system Is quite robust in that it can still recognize objects as belongin~1 to a
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`particular c:lass even when there are significant differences between the object to be recognized
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`and the objects on which the system was trained.
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`Once a neural network has been sufficiently trained, it is possible to analy ~e the network
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`and determine the "rules" which the network evolved. These rules can ttien 50 netimos be
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`simplil'ied or generalized and programmed as a fuzzy logic algorithm. AlternEtely, a neural
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`computer can be programmed and the system implemented on a semiconductor chip 1S available
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`from l\IIoto rola.
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`The' anticipatory sensor system must also be able to determine the distallcE', approach
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`1 2
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`19
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`
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`velocity and trajectory of the impacting object in addition to the class of object! to which it
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`belongs.. This is easily done with acoustic systems since the time requirE!d for 'he acoustic
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`waves to travel to the object and back determined its distance based on the sp'3ed Jf sound. With
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`radar and laser systems, the waves usually· need to be modulated and the phasE cllange of the
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`modulation determined in order to determine the distance to the object as discus ,ed in more
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`detail in US co-pending patent application 08/040,978 filed 3131/93 to Br(,eci et al and
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`included herein by reference. Since the same distance measurement techniques are lIsed hElre as
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`in tile two above referenced patent applications, they will not be repeated hem.
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`There is a radar chip on the market which permits the distance determinati(ln based on
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`the time mquired for the radar waves to travel to the object and back. T~.is tllctmology was
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`developEld by Amerigon Inc. of Burbank California and is being considered fer otlel automotive
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`applications such as constant distance cruise control systems and backing-up warnir g systems.
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`FIG. 3A is a plane frontal view of the front of a car showing the headlig~ts, radiator
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`grill, bumper, fenders, windshield, roof and hood and other objects which "etlect a particlilar
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`pattern of waves whether acoustic or electromagnetic. Similarly, FIG. 3B is it ~ lane frontal
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`view of thl) front of a truck showing the headlights, radiator grill, bumper. fenders, windshield.
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`roof and hood illustrating a