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`iii/474783
`AUTOMATIC VEHICLE SEAT ADJUSTER
`This application is a Continuation—ln-Part of us patent application serial numbers (i)
`NU Jam! and,
`'
`39,978, filed 5/9/94,’relating to a vehicle interior identification and monitoring system which
`WWII,
`in turn is a Continuatiomin-Part of US. patent application serial number 08/040,978,Afiled
`
`fit
`
`3131/93 which in turn is a Continuation-Ink“ of US. patent application serial number
`w W» u s. tuna-Wm“... Mu» ur/e15,2h,{.m «7/9;th m.
`07/878,511, filed SIS/wand (ii)
`‘
`V
`v.1
`. ..
`~
`f2;
`
`$594,510 all ofwhich are included herein by reference.
`
`BACKGROUND OF THE INVENTION
`
`The adjustment of an automobile seat occupied by a driver of the vehicle is now
`
`accomplished by the me of eitha- electrical switches and motors or by mechanical levers. As a
`
`result, the driver’s seat is rarely placed at the proper driving position which is defined as the seat
`
`location which places the eyes of the driver in the so—called “ eye ellipse “ and permits him or her
`
`to comfortably reach the pedals and steering wheel. The ”eye ellipse" is the optimum eye position
`
`relative to the windshield and rear vigw mirror of the vehicle.
`The eye ellipse, which is actually an ellipsoid, is rarely achieved by the actions ofthe driver
`for a variety ofreasons. One specific 'fissoi'l is the poor design ofmost seat adjustment systems
`particularly the so-called “4-way-sest”.
`It is known that there are three degrees of fieedom ofa
`seat bottom, namely vertical, longitudinal, and rotation about the lateral or pitch axis. The 4~way~
`seat provides four motions to control the seat: (1) raising or lowering the front ofthe seat, (2)
`rsishxg or lowering the back ofthe seat, (3) raising or lowering the entire seat. (4) moving the seat
`fore and aft. Such a seat adjustment system causes confiision since there are four control
`motions for three degrees of freedom As a result, vehicle occupants are easily fi'ustrated by such
`Express Mail Msllinzkbel No. E0 522 388 625 Us
`momeposic June'l, 1995
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`Pstenusnd‘rmouwmc.
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`
`By.
`/
`
`ATHMFIJOC
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`Page 1 of 39
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`Hyundai Exhibit 1008
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`

`

`motions for three degrees of freedom. As a result, vehicle occupants are easily fi'ustrated by such
`
`events as when the control to raise the seat is exercised, the seat not only is raised but is also
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`rotated Occupants thus find it difiicult to place the seat in the optimum location using this
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`system and frequently give up trying leaving the seat in an improper driving position
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`Many vehicles today are equipped with a lumbar support system which is never used by
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`most occupants. One reason is that the lumbar support cannot be preset since the shape of the
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`lumbar for different occupants differs significantly, i.e., a tall person has significantly different
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`lumbar support requirements than a short person. Without knowledge of the size ofthe occupant,
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`the lumbar support cannot be automatically adjusted
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`As discussed in the above referenced copending patent application number (AU-112), in
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`approximately 95% of the cases where an occupant suffers a whiplash injury, the headrest is not
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`properly located to protect him or her in a rear impact collision. Also, the stifiitess and damping
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`characteristics of a seat are fixed and no attempt is made in any production vehicle to adjust the
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`stiffness and damping of the seat in relation to either the size or weight of an occupant, nor to the
`environmental conditions such as road roughness. All ofthese adjustments, ifthey are to be done
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`automatically, require knowledge of the morphology (3er seat occupant.
`
`'
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`Systems are now being used to attempt to identify the vehicle occupant based on a coded
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`key or other object carried by the occupant. This requires special sensors within the vehicle to
`
`recognize the coded object. Also,
`the system only works if the coded object is used by the
`A.»
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`particular person for whom the vehicle was programmed.
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`If the vehicle is used by a son or
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`daughter, for example, who use their mother’s key then the wrong seat adjustments are made.
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`Also, these systems preserve the choice of seat position without any regard for the correctness of
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`ATl—104F.DOC
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`Page 2 of 39
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`

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`the seat position. With the problems associated with the 4-way seats, it is unlikely that the
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`occupant ever properly adjusts the seat. Therefore, the error will be repeated every time the
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`occupant uses the vehicle.
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`Moreover,
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`these coded systems are a crude attempt to identify the occupant. An
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`improvement can be made ifthe morphological characteristics of the occupant can be measured as
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`described below. Such measurements can be made of the height and weight, for example, and
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`used not only to adjust the seat to a proper position but also to remember that position, as fine
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`tuned by the occupant, for repositioning the seat the next time the occupant occupies the seat.
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`For the purposes herein, morphological characteristic will mean any measurable property of a
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`human such as height, weight, leg or arm length, head diameter etc.
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`Once the morphological characteristics of a driver are determined by measuring his or her
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`height and weight, other features can be incorporated into the system including, for example, the
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`automatic. adjustment of the rear view mirrors based on seat position and occupant height.
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`In
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`addition, a determination of an out-of-position occupant can be made and based thereon, airbag
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`deployment suppressed if the occupant is more likely to the injured by the airbag than by the
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`accident without the protection of the airbag. Furthermore, the characteristics of the airbag
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`including the amount of gas produced by the inflator and the size of the airbag exit orifices can be
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`adjusted to provide better protection ‘for small light-weight occupants as well as large, heavy
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`people. Even the direction of the airbag deployment can, in some cases, be controlled.
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`Still other features can now be adjusted based on the occupant morphology as well as the
`
`)
`fact that the occupant can now be identified. Some of these features include the adjustment of
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`seat armrest, cup holder, steering wheel (angle and telescoping), pedals, phone location and for
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`ATM O4F.DOC
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`Page 3 of 39
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`

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`that matter the adjustment of all things in the vehicle which a person must reach. Some items
`be.
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`which depend on personal preferences can also fiekautomatically adjusted including the radio
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`station, temperature, ride and others.
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`Most, if not all, of the problems discussed above are difficult to solve or unsolvable using
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`' conventional technology.
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`OBJECTS AND SUMMARY OF THE INVENTION
`
`It is an object of the present invention to provide a new and improved seat adjustment
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`system which substantially solves the problems mentioned above.
`
`It
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`is another object of the present
`
`invention to provide a new and improved seat
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`adjustment system using sensors to determine the approximate height of the occupant, measured
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`from the seat bottom, along with a measurement of the occupant’s weight to estimate his or her
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`overall morphology and also to identify that occupant from among the usual drivers of the vehicle
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`for recording other preferences of that occupant.
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`In this manner, the problems discussed above,
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`as well as many others, are alleviated by the automatic sent positioning system described below.
`
`The present
`
`invention involves the measurement of one or more morphological
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`characteristics of a vehicle occupant and the use of these measurements to classify the occupant as
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`to size and weight, and then to use this classification to position the vehicle seat to a near
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`optimum position for that class of occupant. Additional
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`information concerning occupant
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`preferences can also be associated with the occupant class so that when an person belonging to
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`that particular class occupies the vehicle,
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`the preferences associated with that class are
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`implemented. These preferences include the seat location afier it has been manually adjusted
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`ATM 04F.DOC
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`Page 4 of 39
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`

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`away from the position chosen initially by the system, the mirror location, temperature, radio
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`station, steering wheel and steering column positions, etc.
`
`The preferred morphological
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`characteristics used are the occupant height from the vehicle seat and weight of the occupant.
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`The height
`
`is determined by sensors, usually ultrasonic,
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`located in the headrest or another
`
`convenient location. The weight is determined by one of a variety of technologies which measure
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`either pressure on or displacement of the vehicle seat or the force in the seat supporting structure.
`
`Principal objects and advantages of this invention include:
`
`1,
`
`To provide a system for passively and automatically adjusting the position of a vehicle seat
`
`to a near optimum location based on the size of an occupant.
`
`2.
`
`To provide a system for recognizing a particular occupant of a vehicle and thereafier
`
`adjusting various features of the vehicle in accordance with the preferences of the recognized
`
`occupant.
`
`3.
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`To provide a system of approximately locating the eyes of a vehicle driver to thereby
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`permit the placement of the driver’s eyes at a particular location in the vehicle.
`
`4‘
`
`To provide a pattern recognition system to permit more accurate location of an occupant’s
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`head and the parts thereof.
`
`«
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`5.
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`To provide a method of determining whether a seat is occupied and, if not, leaving the
`
`seat at a neutral position.
`
`“f,"st
`
`i
`
`i.
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`6.
`
`To provide a system for automatically adjusting the position of various components ofthe
`
`vehicle to permit safer and more effective operation of the vehicle including the location of the
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`pedals and steering wheel.
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`ATl-1 04F.DOC
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`Page 5 of 39
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`

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`7.
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`To determine whether an occupant is out-of-position relative to the airbag and if so, to
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`suppress deployment of the airbag in a situation in which the airbag would otherwise be deployed.
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`8.
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`To adjust the flow of gas into and out of the airbag based on the morphology and position
`
`ofthe occupant to improve the performance ofthe airbag in reducing occupant injury.
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`' 9.
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`To provide a system where the morphological characteristics of an occupant are measured
`
`by sensors located within the seat.
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`Other objects and advantages of the present invention will become apparent from
`
`the following description of the preferred embodiments taken in conjunction with the
`
`accompanying drawings.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
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`The following drawings are illustrative of embodiments of the invention and are not meant
`
`to limit the scope ofthe invention as encompassed by the claims.
`
`FIG. 1 is a perspective view of an automatic seat adjustment system, with the seat shown
`
`in phantom, with a movable headrest and sensors for measuring the height of the occupant from
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`the vehicle seat showing motors for moving the seat and a control circuit connected to the sensors
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`and motors.
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`FIG. 2 is a perspective view of the seat shown in FIG. 1 with the addition of a weight
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`sensor shown mounted onto the scat,
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`FIG, 2A is a view taken along line 2A—2A in FIG. 2.
`>Bl-
`.
`FIG. 3 is a side plan view of the interior of an automobile, with portions cut away and
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`removed, with two occupant height measuring sensors, one mounted into the headliner above the
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`ATl-‘IMFDOC
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`Page 6 of 39
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`

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`
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`occupant’s head and the other mounted onto the A-pillar and also showing a seatbelt associated
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`with the seat wherein the seatbelt has an adjustable upper anchorage point which is automatically
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`adjusted based on the height of the occupant.
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`FIG. 4 is a View of the seat ofFIG. 1 showing motors for changing the tilt of seat back
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`and the lumbar support.
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`FIG. 5 is a view of the seat of FIG. 1 showing a system for changing the stiffness and the
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`damping ofthe seat.
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`FIG. 6 is a View as in FIG. 3 showing a driver and driver seat with an automatically
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`adjustable steering column and pedal system which is adjusted based on the morphology of the
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`driver.
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`FIG. 7 is a perspective view of the interior of the passenger compartment of an
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`automobile, with parts cut away and removed, showing a variety of transmitters which can be
`2
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`used in a phased array system.
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`FIG. 8 is a view similar to FIG. 1 showing the occupant’s eyes and the seat adjusted to
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`place the eyes at a particular vertical position for proper viewing through the windshield and rear
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`view mirror.
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`,
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`FIG. 9 is a view similar to FIG, 1 showing an inflated airbag and an arrangement for
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`controlling both the flow of gas into and the flow of gas out of the airbag during the crash where
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`the determination is made based on a height sensor located in the headrest and a weight sensor in
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`DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
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`the seat,
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`
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`ATl-104F.DDC
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`Page 7 of 39
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`The present invention is part of a series of inventions, some of which are disclosed in the
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`above referenced US. patent applications, relating to the identification and monitoring of
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`occupants and objects located within the passenger compartment of a vehicle, usually an
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`automobile or light truck. The invention described and illustrated herein is primarily concerned
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`with a system for automatically and passively adjusting the driver’s seat of a vehicle based on the
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`morphology ofthe driver. Obviously, the same system can be used for the passenger seat(s) .
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`Such a system will at best be approximate since two people, even if they are identical in all
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`other respects, may have a different preferred driving position. A system which automatically
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`adjusts the seat, therefore, must learn from its errors. Thus, when a new occupant sits in the
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`vehicle, the seat automatically estimates the best location of the seat for that occupant and moves
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`the seat to that location,
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`If the occupant changes the location, the system must remember that
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`change and incorporate it into the adjustment the next time that person enters the vehicle and is
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`seated in the same seat. Therefore, the system need not make a perfect selection the first time but
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`it must remember the person and the position the seat was in for that person. The system,
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`therefore, makes one, two or three measurements of characteristics of the occupant and then
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`adjusts the scat based on an algorithm. The occupant will correct the adjustment and the next
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`time that the system measures the sarne measurements for those measurement characteristics, it
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`will set the seat to the corrected position,
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`The first characteristic used is a measurement of the height of the occupant from the
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`vehicle seat. This can be done by a sensor in the ceiling of the vehicle but this becomes difficult
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`since, even for the same seat location, the head of the occupant will not be at the same angle with
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`respect to the seat and therefore the angle to a ceiling -mounted sensor is in general unknown at
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`ATl-1 04F,D0C
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`Page 8 of 39
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`

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`least as long as only one ceiling mounted sensor is used. This problem can be solved if two or
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`three sensors are used as described in more detail below. The simplest implementation is to place
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`the sensor in the seat.
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`In US. patent application number (ATI- 112), a rear irnpact occupant
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`protection apparatus is disclosed which uses sensors mounted within the headrest This same
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`system can also be used to measure the height of the occupant from the seat and thus, for no
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`additional cost assuming the rear impact occupant protection system described in ATI-ll2 is
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`provided, the first measure of the occupant's morphology can be achieved. For some applications,
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`this may be sufficient since it is unlikely that two operators will use the vehicle who have the same
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`height. For other implementations, one or more additional measurements are used.
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`Referring now to FIG 1. an automatic seat adjustment system is shown generally at 100
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`with a movable headrest 111 and ultrasonic sensor 120 and ultrasonic receiver 121 for measuring
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`the height of the occupant of the scat. Motors 191, 192, and 193 connected to the seat for
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`moving the seat, a comrol circuit or module 150 connected to the motors and a headrest actuation
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`mechanism using motors 160 and 170, which may be servo—motors, are also illustrated. The seat
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`110 and headrest 111 are shown in phantom. Vertical motion of the headrest 111 is accomplished
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`when a signal is sem from control module 150 to servo motor 160 through a wire 13]. Servo
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`motor 160 rotates lead screw 162 which engages with a threaded hole in member 164 causing it
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`to move up or down depending on the direction of rotation of the lead screw 162. Headrest
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`support rods 165 and 166 are attached tomember 164 and cause the headrest 111 to translate up
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`or down with member 164.
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`In this manner, the vertical position of the headrest can be controlled
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`as depicted by arrow A-A.
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`ATl-104F.DOC
`
`Page 9 of 39
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`

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`Wire 132 leads from control module 150 to servo motor 170 which rotates lead screw
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`172. Lead screw 172 engages with a threaded hole in shaft 173 which is attached to supporting
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`structures within the seat shown in phantom. The rotation of lead screw 172 rotates servo motor
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`support 161, upon which servo-motor 160 is situated, which in turn rotates headrest support rods
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`165 and 166 in slots 168 and 169 in the seat 110. Rotation of the servo motor support 161 is
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`facilitated by a rod 171 upon which the servo motor support 161 is positioned.
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`In this manner,
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`the headrest 111 is caused to move in the fore and aft direction as depicted by arrow B-B.
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`Naturally there are other designs which accomplish the same effect in moving the headrest up and
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`down and fore and aft.
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`The operation of the system is as follows. When an occupant is seated on a seat
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`containing the headrest and control system described above, the ultrasonic transmitter 120 emits
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`ultrasonic energy which reflects off of the head of the occupant and is received by receiver 121.
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`An electronic circuit in control module 150 contains a microprocessor which determines the
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`distance from the head of the occupant based on the time between the transmission and reception
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`of an ultrasonic pulse. The headrest 111 moves up and down until it finds the top of the head and
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`then the vertical position closest to the head of the occupant and then remains at that position.
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`Based on the time delay between transmission and reception of an ultrasonic pulse, the system can
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`also detemline the longitudinal distance from the hwdrest to the occupant’s head. Since the head
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`may not be located precisely in line with the ultrasonic sensors, or the occupant may be wearing a
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`hat, coat with a high collar, or may have a large hairdo,
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`there may be some error in this
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`longitudinal measurement.
`
`ATI-IMFDOC.
`
`10
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`Page 10 of 39
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`

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`When an occupant sits on seat 110, the headrest 111 moves to find the top of the
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`occupant’s head as discussed above.
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`This
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`is accomplished using an algorithm and a
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`microprocessor which is part of control circuit 150. The headrest 111 then moves to the optimum
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`location for rear impact protection as described in the above referenced patent application (AT1-
`112) Once the height of the occupant has been measured, another algorithm in the
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`microprocessor in control circuit 150 compares the occupant’s measured height with a table
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`representing the population as a whole and from this table, the appropriate positions for the seat 4
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`corresponding to the occupant’s height is selected. For example, ifthe occupant measured 33
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`inches from the top of the seat bottom, this might correspond to a 85% human, depending on the
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`particular seat and statistical tables of human measurements.
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`Careful study of each particular vehicle model provides the data for the table of the
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`location of the seat to properly position the eyes of the occupant within the “eye-ellipse“, the
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`steering wheel within a comfortable reach of the occupant’s hands and the pedals within a
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`comfortable reach of the occupant’s feet, based on his or her size.
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`Once the proper position has been determined by control circuit 150, signals are sent to
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`motors 191, 192, and 193 to move 'the; seat to that position. Ifduring some set time period after
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`the seat has been positioned, the operator changes these adjustments, the new positions of the seat
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`are stored in association with an occupant height class in a second table within control circuit 150.
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`When the occupant again occupies the seat and his or her height has once again been determined,
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`the control circuit will find an entry in the second table which takes precedence over the basic,
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`original table and the seat returns to the adjusted position When the occupant leaves the vehicle,
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`ATMMFDOC
`
`11
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`Page 11 of 39
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`

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`or even when the engine is shut off and the door opened, the seat can be returned to a neutral
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`position which provides for easy entry and exit from the vehicle.
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`The seat 110 also contains two control switch assemblies 180 and 182 for manually
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`controlling the position of the seat 110 and headrest 111. The seat control switches 180 permit
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`the occupant to adjust the position of the seat if he or she is dissatisfied with the position selected
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`by the algorithm. The headrest control switches 182 permit the occupant to adjust the position of
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`the headrest in the event that the calculated position is uncomfortably close to or far from the
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`occupant’s head. A woman with' a large hairdo might find that the headrest automatically adjusts
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`so as to contact her hairdo. This adjustment she might find annoying and could then position the
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`headrest further from her head.
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`For those vehicles which have a seat memory system for
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`associating the seat position with a particular occupant, which has been assumed above, the
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`position of the headrest relative to the oocupant’s head could also be recorded. Later, when the
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`occupant enters the vehicle, and the seat automatically adjusts to the recorded preference, the
`‘I
`'
`_
`‘ re“ .
`IC B
`headrest Will smilarly automatically adjui
`The height ofthe occupant, although probably the best initial morphological characteristic,
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`may not be suflicient especially for distinguishing one driver from another when they are
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`approximately the same height. A second characteristic,
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`the occupant’s weight, can also be
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`readily determined from sensors mounted within the seat in a variety of ways as shown in FIG. 2
`which is a perspective view ofthe seat shown in FIG. 1 with a displacement or weight sensor 200
`shown mounted onto the seat. Displacement sensor 200 is supported from supports 202 and 204.
`
`Referring now to FIG. 2A, which is a view of the apparatus of FIG. 2 taken along line 2A—2A,
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`seat 230 is constructed from a foam layer 232 which is supported by a spring system 234 which is
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`12
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`ATl-104F.DOC
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`Page 12 of 39
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`in contract with the displacement sensor 200 . The displacement sensor 200 comprises an
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`elongate cable 205 retained at one end by support 210 and a displacement sensor 220 situated at
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`an opposite end. This displacement sensor 220 can be any of a variety of such devices including,
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`but not limited to, a linear rheostat, a linear variable differential transformer (LVDT), a linear
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`variable capacitor, or any other length measuring device. Altemately, the cable can be replaced
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`with a spring and the tension in the spring measured using a strain gage or other force measuring
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`device or the strain in the seat support structure can be measured by appropriately placing strain
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`gages on one or more of the seat supports. One seat design is illustrated in FIG. 2. Similar
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`weight measurement systems can be designed for other seat designs. Also, some products are
`available which can approximately measure weight based on pressure measurements made at or
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`near the upper seat surface 236. It should be noted that the weight measured here will not be the
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`entire weight of the occupant since some of the occupant’s weight will be supported by his or her
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`feet which are resting on the floor or pedals.
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`As weight is placed on the seat surface 236, it is supported by spring 234 which deflects
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`downward causing cable 205 of the sensor 200 to begin to stretch axially. Using a LVDT as an
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`example of length measuring device 220, the cable 205 pulls on rod 221 tending to rembve rod
`221 from cylinder 223,5ihgfiovinffein ofrod 221 out ofcylinder 223 is resisted by a spring 222
`
`C)
`
`which returns the rod 221 into the cylinder 223 when the weight is removed from the seat surface
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`236. The amount which the rod 221 is removed from the cylinder 223 is measured by the amount
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`of coupling between the windings 226 and 227 of the transformer as is well understood by those
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`skilled in the art. LVDT’s are commercially available devices.
`
`In this matter, the deflection of the
`
`13
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`ATI-104F.DOC
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`Page 13 of 39
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`

`

`seat can be measured which is a measurement of the weight on the seat. The exact relationship
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`between weight and LVDT output is generally determined experimentally for this application.
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`By use of a combination of weight and height, the driver of the vehicle can in general be
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`positively identified among the class of drivers who operate the vehicle. Thus, when a particular
`
`driver first uses the vehicle, the seat will be automatically adjusted to the proper position.
`
`If the
`
`driver changes that position within a prescribed time period, the new seat position will be stored
`
`in the second table for the particular driver’s height and weight. When the driver reenters the
`
`vehicle and his or her height and weight are again measured, the seat will go to the location
`
`specified in the second table if one exists. Otherwise the location specified in the first table will be
`
`used.
`
`This system provides an identification of the driver based on two morphological
`
`characteristics which is adequate for most cases. As additional features of the vehicle interior
`
`identification and monitoring system described in the above referenced patent applications are
`
`implemented, it will be possible to obtain additional morphological measurements of the driver
`
`which will provide even greater accuracy in driver identification. Two characteristics may not be
`
`sufficient to rely on for theft and security purposes, however, many other driver preferences can
`
`still be added to seat position with this level of occupant recognition accuracy. These include the
`
`automatic selection of a preferred radio station, vehicle temperature, steering wheel and steering
`
`column position, etc..
`
`One advantage of using only the height and weight is that it avoids the necessity of the
`
`seat manufacturer from having to interact with the headliner manufacturer, or other component
`
`suppliers, since all of the measuring transducers are in the seat. This two characteristic system is
`
`14
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`ATl-104F.DDC
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`Page 14 of 39
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`

`

`generally sufficient to distinguish drivers that normally drive a particular vehicle. This system
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`costs little more than the memory systems now in use and is passive, i.e., it does not require
`
`action on the part of the occupant afier his initial adjustment has been made.
`
`Naturally, there are other methods measuring the height of the driver such as placing the
`
`transducers at other locations in the vehicle. Some alternatives are shown in FIG. 3 which is a
`side plan view wherein two height measuring sensors 320, 321 are shown, sensof-Sitg-being
`mounted into the headliner above the occupant’s head and the other sensor 32$ being mounted
`
`onto the A-pillar. A sensor as used herein is the combination of two transducers (a transmitter
`
`and a receiver) or one transducer which can both transmit and receive. The headliner is the trim
`
`which provides the interior surface to the roof of the vehicle and the A-pillar is the roof
`
`supporting member which is on either side of the windshield and on which the front doors are
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`hinged. These transducers may already be present because of other implementations of the
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`vehicle interior identification and monitoring system described in the above referenced patent
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`applicatiohs.
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`In this case, the use of both transducers provides a more accurate determination of
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`location of the head of the driven Using transducer 321 alone, the exact position of the head is
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`ambiguous since the transducer measures the distance to the head regardless of what direction the
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`head is. By knowing the distance from the head to transducer 320, the ambiguity is substantially
`reduced. This argument is of course dependent on the use of ultrasonic transducers. Optical
`transducers using CCD arrays are now becoming price competitive and, as pointed out in the
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`above referenced patent applications, will be the technology of choice for interior vehicle
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`monitoring. A single CCD array of 160 by 160 pixels, for example, coupled with the appropriate
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`pattern recognition software, can be used to form an image of the head of an occupant and
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`accurately locate the head for the purposes ofthis invention
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`FIG. 3 also illustrates a system where the seatbelt 330 has an adjustable upper anchorage
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`point 331 which is automatically adjusted by a motor 332 to a location optimized based on the
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`height of the occupant. The calculations for this feature and the appropriate control circuitry can
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`also be located in control module 301 or elsewhere if appropriate.
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`Many luxury automobiles today have the ability to control the angle of the seat back as
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`well as a lumbar support. These additional motions of the seat can also be controlled by the seat
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`adjustment system in accordance with the invention. FIG. 4 is a view of the seat of FIG.
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`1
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`showing motors 481 and 482 for changing the tilt of the seat back and the lumbar support. Three
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`motors 482 are used to adjust the lumbar support in this implementation, The same procedure is
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`used for these additional motions as described for FIG. 1 above.
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`An initial table is provided based on the optimum positions for various segments of the
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`population. For example, for some applications the table may contain a setting value for each five
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`percentile of the population for each of the 6 possible seat motions, fore and aft, up and down,
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`total seat tilt, seat back angle, lumbar position, and headrest position for a total of 1.20 table
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`entries. The second table similarly would contain the personal preference modified values of the 6
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`positions desired by a particular driver.
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`In FIG. 1,
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`the ultrasonic transducers 120 and 121 were described as one being a
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`transmitter and the other being a receiver. For some applications,
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`it is desirable to use both
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`transducers as both transducers and receivers.
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`Similarly, a third combination transmitter and
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`receiver 122 may also be utilized as shown in FIG. 4. This arrangement permits many of the
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`advantages of a phased array system to be achieved.
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`The resolution of a transducer is proportional to the ratio of the wave length to the
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`diameter of the transmitter. Once three transmitters and receivers are used, the equivalent single
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`transmitter and receiver is one which has a diameter approximately equal to the shortest distance
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`between any pair of transducers.
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`In this case, the equivalent diameter is equal to the distance
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`between transmitter 120 or 121 and 122. This provides far greater resolution and, by controlling
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`the phase between signals sent by the transmitters, the direction of the equivalent ultrasonic beam
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`can be controlled. Thus, the head of the driver can be scanned with great accuracy and a map
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`made of the occupant‘s head. Using this technology plus an appropriate pattern recognition
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`algorithm, such as a neural network, an accurate location of the driver’s head can be found even
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`when the driver’s head is partially obscured by a hat, coat, or hairdo. This also provides at least
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`one other identification morphological characteristic which can be used to further identify the
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`I
`iii;
`A:
`occupant, namely the diameter of the driver’s head.
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`With a knowledge of the weight of an occupant, additional improvements can be made to
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`automobile and tnick seat designs.
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`In particular, the stiffness of the seat can be adjustedSo as to
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`provide the same level of comfort for light and forheavy occupants. The damping of occupant
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`motions, which heretofore has been largely neglected, can also be readily adjusted as shown on
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`FIG. 5 which is a view of the seat of FIG. 1 showing one of several possible arrangements for
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`changing the stifi‘ness and the damping of the seat.
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`In the seat bottom 520, there is a container
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`515, the conventional foam and spring design has been replaced by an inflated rectangular
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`container very much like an air