VWGoA - Ex. 1003
`Volkswagen Group of America, Inc. - Petitioner
`
`1
`
`

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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 1 of 17
`
`5,398,185
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`Mar. 14, 1995
`
`Sheet 2 of 17
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`5,398,185
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`

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`US. Patent
`
`Mar.
`
`14
`
`, 1995
`
`Sheet 3 of 17
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`5
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`,398,185
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`4
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`

`

`US. Patent
`
`Mar. 14, 1995
`
`Sheet 4 of 17
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`5
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`,398,185
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`5
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`

`

`US. Patent
`
`Mar.
`
`14
`
`1995
`
`Sheet 5 of 17
`
`5
`
`,398,185
`
`
`
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`
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`£004...."—0mOFm_mmh0<¢<:0COCA“."—0wOFmEth<m<=U
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`

`

`US. Patent
`
`Mar. 14, 1995
`
`Sheet 6 of 17
`
`5,398,185
`
`CHARACTERISTIC VALUES
`FOR MINIMIZING SHOCK
`TO PASSENGER BASED ON
`COMPUTE OF PASSENGER'S
`BEHAVIOR SIMULATION
`
`MEANS&DEVICES
`FOR ACHIEVING
`THE CHARACTERISTICS
`IN LEFT COLUMN
`
`(1) SEAT BELT LOAD
`-DISPLACEMENT
`CHARACTERISTIC
`
`(2) SHOULDER
`ANCHOR POSITION
`
`' ADJUSTABLE CLAMP
`FORCE ELR
`' ELR INTEGRATED
`WITH PRELOADER
`
`‘ PRELOADER
`
`(3) AIR BAG INTERNAL
`PRESSURE
`
`' VARIABLE SET PRESSURE
`TYPE PRESSURE VALVE
`
`‘ PRELOADER
`
`(4) AIR BAG IGNITION
`TIME
`
`'
`
`IGNITION SIGNAL
`CIRCUITRY
`
`(5) KNEE PROTECTOR
`LOAD-DISPLACEMENT
`CHARACTERISTIC
`
`' ADJUSTABLE ORIFICE
`DIAMETER DAMPER
`
`(6) SEAT POSITION
`
`FIG.6
`
`7
`
`

`

`US. Patent
`
`Mar.
`
`5,398,185
`
`
`
`8
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`

`

`US. Patent
`
`”1
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`5,398,185
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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 9 of 17
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`5,398,185
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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 10 of 17
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`5,398,185
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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 11 of 17
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`5,398,185
`
`
`
`FIG.8
`
`12
`
`12
`
`

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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 12 of 17
`
`5,398,185
`
`CALCULATE POSITION
`& SPEED OF VEHICLE
`BODY WITH PASSENGER
`
`AMOUNT OF EACH ELEMENT
`
`CALCULATE DISPLACEMENT
`
`t+A t
`
`INTEGRATE
`ACCELERATION
`DATA
`
`CALCULATE INTERACTIVE
`LOAD TO BE GENERATED IN
`
`EACH ELEMENT
`
`CALCULATE ACCELERATION
`TO BE GENERATED
`IN PASSENGER
`
`
`
`{a} = [M11IFI
`
`FIG.9
`
`5/
`
`S2
`
`S3
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`54
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`13
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`13
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`

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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 13 of 17
`
`5,398,185
`
`
`
`14
`
`14
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`

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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 14 of 17
`
`5,398,185
`
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`US. Patent
`
`Mar. 14, 1995
`
`Sheet 16 of 17
`
`5,398,185
`
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`17
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`

`

`US. Patent
`
`Mar. 14, 1995
`
`Sheet 17 of 17
`
`5,398,185
`
`
`
`FIG-.14
`(PRIOR ART)
`
`18
`
`18
`
`

`

`1
`
`5,398,185
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`SHOCK ABSORBING INTERIOR SYSTEM FOR
`VEHICLE PASSENGERS
`
`This application is a continuation of application Ser.
`No. 07/685,956, filed Apr. 17, 1991, now abandoned.
`BACKGROUND OF THE INVENTION
`
`The present invention relates generally to an interior
`system for an automotive vehicle and, more particu-
`larly, to a passenger restraint system for the use upon
`vehicle collision.
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`5
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`10
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`20
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`25
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`30
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`Various types of interior systems for an automotive
`vehicle have been proposed in past years. One of such
`interior systems is described, for example, in Manual of 15_
`Automotive Engineering, 7th version, § 15, pp. 1-128 to
`1—134, published by Jidosha Gijutsu Kai. Referring to
`FIG. 14, this interior system includes, as interior ele-
`ments, a three-point seat belt arrangement which has a
`retractor 103 fixed to a center pillar 101 of a vehicle
`body at the lower portion thereof, a shoulder anchor
`107 fixed to the center pillar 101 at the upper portion
`thereof, an outer anchor 111 fixed to the center pillar
`101 at the lower portion thereof, and an inner anchor
`113 having a buckle 115. A webbing 105 as drawn from
`the retractor 103, which passes through the shoulder
`anchor 107, then a through ring of a tang 109, is con-
`nected to the outer anchor 111. A passenger restraint is
`achieved by insertedly engaging the tang 109 accompa-
`nied by the webbing 105 with the buckle 115 of the
`inner anchor 113.
`When developing the automotive vehicle, a vehicle
`collision test is generally performed to improve the
`passenger restraint performance. In this test, the vehi-
`cle, in which a dummy is seated on a seat and bound by
`a restraint device such as a seat belt, is made to collide
`so as to determine a behavior of each part of a passen»
`ger, G waveforms of a head, a chest, etc. thereof, and a
`load of a thigh, etc. thereof. Based on a result of the
`vehicle collision test, it is examined whether specifica—
`tions of the vehicle are excellent in passenger restraint
`performance.
`Additionally, a passenger’s behavior simulation com-
`putation is performed so as to assist such vehicle devel-
`opment based on the collision test. In this computation,
`the passenger’s behavior, and a G waveform and a load
`of each portion of the vehicle are dynamically calcu-
`lated by using a microcomputer.
`In that event, the microcomputer receives various
`data: geometric, data such as a passenger’s constitution,
`etc.; passenger data such as a passenger’s seating pos-
`ture, etc.; material characteristic data such as a shape, a
`load-displacement characteristic, etc. of passenger re-
`straint devices and interlots as being in contact with the
`passenger such as a seat belt arrangement, an air bag, a
`knee bolster, a floor panel, and a dash board; and colli-
`sion data such as a vehicle collision speed, a G wave—
`form of vehicle body crush, etc.
`With such known interior system for an automotive
`vehicle, the passenger’s behavior simulation compute
`and the vehicle collision test have taken place so as to
`obtain a single valid solution to average passenger con-
`ditions such as a height, a weight, and a seating posture,
`and general collision conditions such as a collision
`speed, and a G waveform of vehicle body crush, thus
`determining specifications such as a position of each
`anchor of the seat belt arrangement, and a load-dis-
`placement characteristic of the webbing. Accordingly,
`
`45
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`50
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`65
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`2
`the known interior system had its limit to provide an
`optimal passenger restraint performance for every pas-
`senger in spite of sufficient passenger restraint.
`SUMMARY OF THE INVENTION
`
`It is, therefore, an object of the present invention to
`provide an interior system for a vehicle which contrib-
`utes much reduction in an impact to a passenger.
`According to one aspect of the present invention,
`there is provided an interior system for absorbing an
`energy of an impact on a passenger in a vehicle having
`a vehicle body, comprising:
`a plurality of interior elements mounted to the vehicle
`body, each having a state variable with respect to
`the passenger;
`a plurality of actuators for said plurality of interior
`elements;
`a plurality of sensors mounted to the vehicle body;
`and
`
`a microcomputer based control unit connected to said
`plurality of interior elements, said plurality of actu-
`ators and said plurality of sensors,
`said microcomputer based control unit being so con-
`structed and arranged as to:
`collect a passenger data,
`collect a vehicle collision data,
`collect a first vehicle data in response to said vehicle
`collision data collected,
`store a second vehicle data,
`estimate a behavior of the passenger in response to
`said passenger data and first vehicle data collected
`and said second vehicle data stored,
`compute a characteristic value of each of said plural-
`ity of interior elements in a manner to minimize an
`impact to the passenger in accordance with said
`behavior estimated, and
`control said plurality of actuators in response to said
`characteristic value computed.
`According to another aspect of the present invention,
`there is provided a method of controlling an inte-
`rior system for absorbing an energy of an impact on
`a passenger in a vehicle having a vehicle body, the
`interior system including a plurality of interior
`elements mounted to the vehicle body, each having
`a state variable with respect to the passenger, a
`plurality of actuators for said plurality of interior
`elements, and a plurality of sensors mounted to the
`vehicle body, the method comprising the steps of:
`collecting a passenger data;
`collecting a vehicle collision data;
`collecting a first vehicle data in response to said vehi-
`cle collision data collected;
`storing a second vehicle data;
`estimating a behavior of the passenger in response to
`said passenger data and first vehicle data collected
`and said second vehicle data stored;
`computing a characteristic value of each of the plu-
`rality of interior elements in a manner to minimize
`an impact to the passenger in accordance with said
`behavior estimated; and
`controlling the plurality of actuators in response to
`said characteristic value computed.
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. 1 is a diagrammatic view illustrating a first
`preferred embodiment of an interior system for an auto—
`motive vehicle, with a driver, according to the present
`invention;
`
`19
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`19
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`

`

`3
`FIG. 2 is an enlarged view illustrating an emergency
`lock retractor (ELR) with an adjustable load clamp and
`a preloader;
`FIG. 3 is a view similar to FIG. 2, illustrating a shoul-
`der anchor with a webbing and an explosive preloader;
`FIG. 4 is a block diagram showing flow of data pro-
`cessing in a microcomputer;
`FIGS. 50 to 5c are tables showing preparation pro-
`cess of input data for the use of a passenger’s behavior
`simulation compute;
`'
`FIG. 6 is a view similar to FIGS. Sa to Sc, showing
`measures based on a result of the passenger’s behavior
`simulation compute;
`FIG. 7 is a view similar to FIG. 6, showing a passen-
`ger’s behavior simulation control;
`FIGS. 7a to 7c are enlarged views of divisions a, b,
`and c in FIG. 7, respectively;
`FIG. 8 is a schematic view illustrating, in a graphic
`model manner, layout and shape data as transformed
`into the input data for the passenger’s behavior simula-
`tion compute;
`FIG. 9 is a flowchart of a parameter study based on a
`passenger’s behavior simulation program;
`FIG. 10 is a view similar to FIG. 1, illustrating a
`second preferred embodiment of an interior system for
`an automotive vehicle, with a driver, according to the
`present invention;
`FIG. 11 is a view similar to FIG. 7, showing prepara-
`tion process of shock data for the use of shock determi-
`nation;
`_
`FIG. 12 is a view similar to FIG. 4, showing flow of
`data processing in a microcomputer in the second pre-
`ferred embodiment;
`FIG. 13 is a view similar to FIG. 11, showing mea-
`sures based on a result of the passenger’s behavior simu-
`lation compute, and a time duration controllable; and
`FIG. 14 is a perspective view illustrating a known
`passenger restraint system for an automotive vehicle.
`DETAILED DESCRIPTION OF THE
`INVENTION
`
`Referring to the drawings, wherein like reference
`numerals designate corresponding part throughout the
`views, referring particularly to FIGS. 1 to 9, an interlot
`system for an automotive vehicle embodying the pres-
`ent invention includes, as interior elements each having
`a state variable with respect to a passenger, a three-
`point seat belt arrangement 1 having a variable passen-
`ger restraint performance, and a seat 3, an air bag 5, and
`a knee bolster 7 as related devices. Additionally, the
`interior system includes, as control means, a microcom-
`puter 9 for controlling actuators for the seat belt ar-
`rangement l, the seat 3, the air bag 5, and the knee
`bolster 7.
`In a first preferred embodiment, the microcomputer 9
`includes operation means for computing a passenger’s
`behavior simulation in accordance with a passenger’s
`behavior simulation program, thus constituting means
`for estimating a passenger’s behavior produced by an
`impact inputted to the vehicle.
`The seat belt arrangement 1 has an emergency lock
`retractor (ELR) 13 fixed to a center pillar 11 of a vehi-
`cle body at the lower portion thereof, a shoulder anchor
`17 fixed to the center pillar 11 at the upper portion
`thereof, an outer anchor 21 fixed to the center pillar 11
`at the lower portion thereof, and an inner anchor 23
`having a buckle 25. A webbing 15 as drawn from the
`retractor 13, which passes through the shoulder anchor
`
`10
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`15
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`25
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`50
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`5,398,185
`
`4
`17, then a through ring of a tang 19, is connected to the
`outer anchor 21. A passenger restraint is achieved by
`insertedly engaging the tang 19 accompanied by the
`webbing 15 with the buckle 25 of the inner anchor 23.
`An adjustable load clamp 27, and a preloader 29 are
`integrated with the ELR 13 as shown in FIG. 2,
`whereas an explosive preloader 31 is integrated with the
`shoulder anchor 17 as shown in FIG. 3 so as to instanta-
`neously urge to move the anchor 17 in a vertical direc-
`tion.
`The seat 3 includes a seat cushion 33, and a seat back
`35. The seat cushion 33 is back and forth movably sup-
`ported to slide rails 37, whereas the seat back 35 is
`connected to the seat cushion 33 through a reclining
`mechanism (not shown). To the slide rails 37 is arranged
`a linear potentiometer 39 for detecting a slide position
`of the seat 3, which serves as a seat slide amount detect-
`ing sensor. A wire 45 interconnects, via a pulley 47, the
`seat cushion 33 and an explosive preloader 43 which is
`arranged on a floor panel 41 located below the seat 3.
`Thus, when the explosive preloader 43 operates, the
`seat 8 is urged to move backward in a forced manner.
`The reclining mechanism of the seat back 85 includes a
`rotary potentiometer 49 for detecting an inclination of
`the seat back 35, which serves as a seat back inclination
`detecting sensor.
`The air bag 5 is arranged in the center of a steering
`wheel 53 of a steering arrangement Connected thereto
`are a variable set pressure type pressure valve 55 for
`setting internal pressure of the air bag 5, and an ignition
`signal circuitry (not shown) for setting an ignition time.
`Disposed to the steering arrangement 51 is a rotary
`potentiometer 57 for detecting a tilt angle of the steer-
`ing wheel 53, which serves as a steering tilt amount
`detecting sensor.
`The knee bolster 7 is disposed below a dash board 71.
`Mounted thereto is an adjustable orifice diameter
`damper 61, which serves as an impact absorbing mem-
`ber.
`
`In the first preferred embodiment, the adjustable load
`clamp 27, the preloader 29, the explosive preloaders 31
`and 43, the variable set pressure type pressure valve 55
`and ignition circuitry, and the adjustable orifice diame-
`ter damper 61 serve as the actuators for actuating the
`seat belt arrangement 1, the seat 3, the air bag 5, and the
`knee bolster 7.
`Connected to an input port of the microcomputer 9
`are a data input device 63 for inputting a passenger data,
`telecameras 65 and 67 for detecting as a vehicle data a
`passenger’s seating posture, a seat slide amount detect-
`ing sensor 39 for detecting a slide position of the seat 3,
`a seat back inclination detecting sensor 49 for detecting
`an inclination of the seat back 35, and a steering tilt
`amount detecting sensor 57 for detecting a tilt angle of
`the steering wheel 53. Also connected thereto is a laser
`radar 69 for detecting a vehicle collision data, which
`serves as detection means.
`
`On the other hand, connected to an output port of the
`microcomputer 9 are the adjustable load clamp 27 and
`preloader 29 of the ELR 13, the explosive preloader 31
`of the shoulder anchor 17, the explosive preloader 43 of
`the seat 3, the variable set pressure type pressure valve
`55 and ignition circuitry of the air bag 5, and the adjust-
`able orifice diameter damper 61 of the knee bolster 7.
`The data input device 63 includes a passenger data
`card reader, and a passenger data manual input device,
`and is mounted to the dash board 71, for example. The
`passenger data card reader is arranged for the use of,
`
`20
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`
`

`

`10
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`25
`
`Specifically, a passenger data (column B) is inputted
`by putting the data card in the passenger data card
`reader of the data input device 63 as indicated in (1) in
`FIG. 5a, or by manually operating the passenger data
`manual input device as indicated in (2) in FIG. 5a. The
`passenger data is converted into the geometric data and
`20 joint characteristic data for each segment correspond-
`ing to a bone of principal joint of the passenger, which
`are input data (column B). It is to be noted that the
`conversion program (column D) is used in the event of
`manual operation as indicated in (2) in FIG. 5a.
`As indicated in (3) in FIG. 5a, an image of the passen-
`ger seated (column B) as detected by the telecameras 65
`and 67 undergoes image processing (column D), deter-
`mining an angle and a position of each segment of the
`passenger on vehicle coordinates as the passenger’s
`initial (upon collision) seating posture, which are input
`data (column B).
`As indicated in (4) in FIG. 50, a position of the seat
`cushion 33 on the slide rails 37 (column B) as detected
`by the seat slide amount detecting sensor 39 undergoes
`coordinate transformation operation (column D) based
`on a data for contour of the seat cushion 33 with the
`slide rails 37 (column C) which is previously inputted to
`the microcomputer 9, determining a contour of the seat
`cushion 33 on the vehicle coordinates, which is input
`data (column B).
`As indicated in (5) in FIG. 511, an inclination of the
`seat back 35 (column B) as detected by the seat back
`inclination detecting sensor 49 undergoes coordinate
`transformation operation (column D) based on a data
`for contour of the seat back 35 with the center of a seat
`
`30
`
`35
`
`45
`
`5
`principally, an owner driver. Geometric data such as a
`length, a weight, a position of a center of gravity, a
`moment of inertia of each segment of a passenger which
`are previously determined on the physical examination,
`and joint characteristics such as an angle-torque charac-
`teristic of each Joint of the passenger are inputted to a
`data card. When getting in the vehicle, the driver puts
`this card in the passenger data card reader so as to input
`such passenger data to the microcomputer 9. On the
`other hand, the passenger data manual input device is
`arranged for the use of, principally, a driver other than
`the owner driver. The driver manually inputs to the
`microcomputer 9 the passenger data such as a sex, an
`age, a weight, a height, a percentile, a race, etc. so far as
`his knowledge goes. The microcomputer 9 converts the
`input passenger data into the geometric data and Joint
`data by using a conversion program previously input-
`ted. By way of example, a GEBOD program as devel-
`oped by U.S. Air Force serves as the conversion pro-
`gram.
`The telecameras 65 and 67, which serve to perform
`image processing of the passenger’s seating posture, are
`mounted to the vehicle body in a manner to be posi-
`tioned in front of and on the side of the passenger.
`The laser radar 69, which detects immediately before
`the collision a relative speed of the vehicle with a crash
`object, and a shape thereof as vehicle collision data, is
`mounted to the vehicle body at
`the front portion
`thereof.
`
`Referring to_FIG. 4, a description will be made with
`regard to flow of data processing in the first preferred
`embodiment.
`
`The microcomputer 9 reads in a data collection part
`73 raw data derived from the sensors 39, 49, 57, 65, 67,
`and 69, and data inputted to the data input device 63. In
`a data conversion part 75, these data are converted into
`input data for the use of compute of the passenger’s
`behavior simulation. In that event, a data 77 may be
`used. This data 77 is obtained by previously performing
`a test and a measure for every vehicle, and stored in the
`microcomputer 9. Using each input data as converted, a
`simulation computation is performed in a computation
`part 79 as operation means based on a passenger’s be-
`havior simulation program. On this simulation compu-
`tation, when the vehicle collision data is inputted from
`the laser radar 69, a passenger’s behavior is estimated
`based on a positional state of each interior element, a
`passenger’s constitution, etc. Next, a characteristic
`value to minimize an impact to the passenger is derived
`from the positional state of each safety element, the
`passenger’s constimtion, etc., and the estimated passen-
`ger’s behavior. There are known, as the passenger’s
`behavior simulation program, a CAL3D program prin-
`cipally developed by US. Air Force, and a MADYMO
`program developed by TNO Company in Holland
`which are three-dimensional, and a MVMA-ZD pro-
`gram developed by Michigan University in US. which
`is two-dimensional. There are many programs individu-
`ally developed by the other companies and institutes,
`which are substantially the same in a calculation princi-
`ple, and also in required input data, and a result of calcu-
`lation. Accordingly, any of the passenger’s behavior
`simulation program may be used in this embodiment.
`Next, based on the result of calculation, a control part
`81 as control means outputs a signal which actuates the
`adjustable load clamp 27, the preloader 29, the explo-
`sive preloaders 31 and 43, the variable set pressure type
`pressure valve 55 and ignition signal circuitry, and the
`
`5,398,185
`
`6
`adjustable orifice damper 61 as the actuators, thus alter-
`ing restraint characteristics of the seat belt arrangement
`1, the seat 3, the air bag 5, and the knee bolster 7 to
`minimize an impact to the passenger.
`Referring to FIGS. 5a to Sc, there is shown conver-
`sion process from the data of the data input device 63,
`the sensors 39, 49, 57, 65, 67, and 69 to the input data for
`compute of passenger’s behavior simulation. FIGS. 5a
`to 5c are tables having columns: A for sensors, B for
`data collection items, C for data previously inputted for
`every vehicle, D for contents of data conversion, and E
`for input data for compute of passenger’s behavior sim-
`ulation.
`
`50
`
`55
`
`65
`
`back hinge (column C) which is previously inputted to
`the microcomputer 9, determining a contour of the seat
`back 35 on the vehicle coordinates, which is input data
`(column E).
`As indicated in (6) in FIG. 5b, a tilt angle of the steer-
`ing wheel 53 (column B) as detected by the steering
`wheel tilt amount detecting sensor 57 undergoes coordi-
`nate transformation operation (column D) based on a
`data for shape of a rim 83 and a spoke 85 of the steering
`wheel 53 with the center of tilt rotation, and a data for
`position and direction of development of the air bag 5
`(column C) which are previously inputted to the mi-
`crocomputer 9, determining a shape of the rim 83 and
`the spoke 85 of the steering wheel 53, and a position and
`a direction of development of the air bag 5 on the vehi-
`cle coordinates, which are input data (column E).
`As indicated in (7) in FIG. 5b, a data for passenger’s
`initial (upon collision) seating posture and a geometric
`data for each segment (column B) as obtained from the
`passenger data inputted to the data input device 63 and
`the image of the telecameras 65 and 67 undergoes geo-
`metric operation based on positions of the shoulder
`anchor 17, the outer anchor 21, and the inner anchor 23
`
`21
`
`21
`
`

`

`7
`which are previously inputted to the microcomputer 9,
`determining attachment points a, b, c, and d of the pas-
`senger to the seat belt arrangement 1 on passenger coor-
`dinates, and positions of the shoulder anchor 17, the
`outer anchor 21, and the inner anchor 23 on the vehicle
`coordinates, which are input data (column B).
`As indicated in (8) in FIG. 5b, a relative speed of the
`vehicle with the crash object, and a shape thereof, e.g.
`a fixed wall, a pole, and a vehicle (column B) as de-
`tected by the laser radar 69 are used for retrieval of G
`waveforms of vehicle body crush in accordance with
`the vehicle collision speed and crash object (column C)
`which are previously inputted to the microcomputer 9,
`selecting one of the G waveforms of vehicle body crush
`as being the closest to the collision condition (column
`D), which is input data (column E).
`Additionally, as indicated in (9) to (l 1) in FIG. 5c, the
`microcomputer 9 has the other input data such as con-
`tours of the floor panel 41, and the dash board 71 on the
`vehicle coordinates, load-displacement characteristics
`thereof, and load-displacement characteristics of the
`seat cushion 33, and the seat back 35 (columns C and E).
`Next, a description will be made with regard to the
`contents of parameter study to improve the passenger
`restraint performance, and the actuators for achieving
`characteristic values to minimize an impact to the pas-
`senger.
`Referring to FIG. 6, in the first preferred embodi-
`ment, the following parameters are established and con-
`trolled to improve the passenger restrain