Abstract:
A system and method for deploying an airbag in an airbag equipped garment worn by a rider of a vehicle. The system and method comprise a controller for determining when to inflate the airbag within the garment. A first sensor provides a signal to the controller representing the riding angle of the vehicle relative to a vertical orientation. A second sensor provides a signal to the controller representing a current condition of the vehicle. The controller compares the riding angle to a first predetermined threshold indicative of the maximum desired riding angle associated with the current condition of the vehicle and transmits a signal to inflate the airbag when the riding angle exceeds the first predetermined threshold.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
       [0001]    This application claims the benefit of U.S. Provisional Patent Application No. 60/968,065, filed Aug. 26, 2007, the entire disclosure of which is incorporated by reference herein. 
     
    
     FIELD 
       [0002]    This application relates generally to air bag devices, and more particularly, to an air bag device for protecting a rider of a motorcycle or other recreational vehicle. 
       BACKGROUND 
       [0003]    Most automobiles today include air bag devices to protect the occupants of the vehicle. Conventional air bag devices inflate rapidly in the event of a collision to absorb energy from the movement of the occupant, reduce the chances that an occupant will strike the automobile&#39;s interior, and distribute impact forces more evenly across the body of the occupant. Such devices were first used in passenger vehicles in the United States in the mid-1970s, and are now required on passenger cars and light trucks sold in the United States. 
         [0004]    Motorcycles have a higher fatality rate per unit distance traveled than automobiles. In addition, the chances of injury while riding a motorcycle or other recreational vehicle (e.g., all terrain vehicle, snowmobile, bicycle, personal watercraft, boat, roller blades, skateboard, snowboard, skis, etc.) are increased due to, among other things, the fact that the vehicle itself provides virtually no impact protection in the event of an accident and the absence of passive restraint systems on such vehicles frequently result in rider becoming ejected or otherwise separated from the vehicle. 
         [0005]    The widespread use of air bag devices in the automobile industry has lead to the development of air bag devices for motorcycles. For example, motorcycle-mounted airbag devices positioned in front of a rider have been proposed to absorb some of the rider&#39;s kinetic energy during a frontal collision. These motorcycle-mounted devices, however, do not protect a rider who is separated from the motorcycle and are generally deployed only when the motorcycle is involved in a frontal collision. 
         [0006]    As an alternative to motorcycle-mounted air bag devices, airbag jackets to be worn by a rider exist for protecting the rider in the event the rider is ejected from the motorcycle in an accident. Such airbag jackets typically include a lanyard or cable that is anchored to the frame of the motorcycle. Should the rider be ejected from the motorcycle during an accident, the force on the lanyard causes a CO 2  cartridge within the jacket to rapidly inflate an airbag within the jacket. 
         [0007]    While such airbag devices-whether mounted directly on the motorcycle or worn by the motorcyclist provide improved protection for the motorcyclist, each has limitations and there is a need for an improved airbag deployment system that can more accurately determine when deployment of the airbag is required. 
       SUMMARY 
       [0008]    In accordance with one aspect of this disclosure, an airbag deployment system and method is disclosed for an airbag equipped garment worn by a rider of a vehicle. The system and method comprise a controller for determining when to inflate an airbag within the garment. A first sensor provides a signal to the controller representing the riding angle of the vehicle relative to a vertical orientation. A second sensor provides a signal to the controller representing a current condition of the vehicle. The controller compares the riding angle to a first predetermined threshold indicative of the maximum desired riding angle associated with the current condition of the vehicle and transmits a signal to inflate the airbag when the riding angle exceeds the first predetermined threshold. 
         [0009]    In accordance with another aspect of this disclosure, a system and method is disclosed for deploying an airbag within a garment worn by a rider of a vehicle. The system and method comprise determining an acceleration of the vehicle at a first time interval. The acceleration of the vehicle at the first time interval is compared to a first predetermined threshold indicative of a minimum acceleration for airbag deployment. The system and method determine whether the distance between the rider and the vehicle exceeds a second predetermined threshold indicative of the rider becoming separated from the vehicle. A signal to deploy the airbag is transmitted when the acceleration of the vehicle at the first time interval exceeds the first predetermined threshold and the distance between the rider and the vehicle exceeds the second predetermined threshold. The airbag inflates in response to the transmitted deployment signal. 
         [0010]    In accordance with yet another aspect of this disclosure, a system and method is disclosed for deploying an airbag within a garment worn by a rider of a vehicle. The system and method comprise a controller for determining when to inflate an airbag within the garment. A first sensor mounted on the garment provides a signal to the controller representing an acceleration of the rider at a first time interval. A second sensor mounted on the vehicle provides a signal representing an acceleration of the vehicle at the first time interval. The controller compares the acceleration of the rider and the vehicle at the first time interval and transmits a signal to deploy the airbag when the difference between the acceleration of the rider and the vehicle at the first time interval exceeds a predetermined threshold. 
         [0011]    These and other advantages of the present disclosure will be apparent to those of ordinary skill in the art by reference to the following detailed description and the accompanying drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWING 
         [0012]      FIG. 1  is a front view of an airbag jacket in accordance with the present disclosure; 
           [0013]      FIG. 2  is a rear view of the airbag jacket of  FIG. 1 ; 
           [0014]      FIG. 3  is a high level diagram of a control unit for controlling airbag deployment in accordance with the present disclosure; 
           [0015]      FIG. 4  is a side elevation view of a representative motorcycle that may be utilized with the airbag jackets illustrated in  FIGS. 1 and 2 ; 
           [0016]      FIGS. 5A-5C  are flow charts illustrating airbag deployment processing where all sensors are mounted on the motorcycle; and 
           [0017]      FIGS. 6A and 6B  are flow charts illustrating airbag deployment processing where all sensors are mounted in the airbag jacket worn by the rider. 
       
    
    
     DETAILED DESCRIPTION 
       [0018]    In accordance with the present disclosure, an airbag deployment system  10  for a rider of a motorcycle or other recreational vehicle (e.g., all terrain vehicle, snowmobile, bicycle, personal watercraft, boat, roller blades, skateboard, snowboard, skis, etc.) is disclosed. As illustrated in  FIGS. 1 and 2 , the airbag deployment system  10  includes an airbag jacket or garment  12  having a front  12   a  and rear  12   b . While the present disclosure is described in connection with an airbag jacket  12 , it is understood that the airbag deployment system  10  disclosed herein is not limited to use with an airbag jacket and may be used with other garments containing airbags worn by a rider, such as, for example, a vest, pants, one piece or two piece body suit, or the like. 
         [0019]    The airbag jacket  12  preferably includes one or more inflatable airbags  14   a - 14   f . While four airbags  14   a - 14   d  are illustrated on the front  12   a  of the jacket  12  and one airbag  14   f  on the rear  12   b  of the jacket, it is understood that the jacket  12  illustrated in  FIGS. 1 and 2  is illustrative and that the present disclosure is not limited to the number and position of the airbags illustrated in the drawings. The number and location of the airbags in the jacket  12  should be sufficient to protect vulnerable portions of the rider&#39;s body, such as, for example, the rider&#39;s chest, abdomen, sides, back, spine and neck. 
         [0020]    Each airbag  14   a - 14   f  is preferably connected via a fluid passageway to a pressurized gas source  15   a - 15   f , which may be, for example, a cartridge containing CO 2  or any other suitable gas. Alternatively, multiple airbags may be fluidly connected to a single source of pressurized gas. 
         [0021]    A controller  20  is preferably provided in the rear  12   b  of the airbag jacket  12  for processing signals received from various sensors on the airbag jacket and/or motorcycle (or other vehicle) to determine whether an event or condition has occurred that requires deployment of the airbags  14   a - 14   f . Such conditions include an abnormal riding angle and/or an abnormal separation between the rider and the vehicle. These conditions may involve sudden and rapid increase in the distance between the vehicle and rider, and rapid acceleration/deceleration of the rider and/or vehicle. The airbag deployment system  10  may use a variety of sensors to recognize an abnormal separation event. The sensors may be mounted on or otherwise built into the jacket  12  and/or mounted on the vehicle. 
         [0022]    Once the controller  20  identifies a deployable event (e.g., an abnormal separation), it will trigger one or more conventional activation devices built into the jacket  12  to rapidly inflate the airbags  14   a - 14   f  in the jacket to protect the rider. Conventional activation devices may include, for example, a firing pin that pierces the pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) in response to a deployment signal from the controller  20 . When inflated, these airbags  14   a - 14   f  preferably hug or engulf the rider to absorb impact forces should the rider strike or otherwise collide with an object or the road. 
         [0023]    A high level diagram of a control unit  20  for controlling airbag deployment is illustrated in  FIG. 3 . The control unit  20  preferably includes a processor  21  that controls the overall operation of the control unit by executing computer program instructions defining such operation. The computer program instructions may be stored in a storage device  22  (e.g., magnetic disk) or any other computer-readable medium, and loaded into memory  23  when execution of the computer program instructions is desired. Controller  20  may also include one or more network interfaces  24  for communicating via a wired or wireless network with other devices (e.g., components/sensors in the system  10 ). Controller  20  may also include input/output (“I/O”) devices  25 , which represent various sensors located in the jacket  12  and/or on the vehicle, activation devices for releasing the pressurized gas source  15   a - 15   f  into the airbags  14   a - 14   f , and devices allowing for user interaction with controller  20  (e.g., display, keyboard, mouse, speakers, buttons, etc.). One skilled in the art will recognize that the controller  20  illustrated in  FIG. 3  is illustrative and that the controller  20  may contain additional components. 
         [0024]    At a minimum, the airbag deployment system  10  requires only one sensor-an accelerometer. The controller  20  receives a signal from the accelerometer indicative of the rider&#39;s acceleration and processes this signal at various stages of the ride. Since the rider is mounted on the vehicle during operation, the rider&#39;s acceleration is the same as the vehicle acceleration. The controller  20  compares the rider&#39;s acceleration/deceleration to a predetermined threshold and transmits a signal to deploy the airbags  14   a - 14   f  within jacket/garment  12  in the event that the rider&#39;s acceleration/deceleration exceeds the predetermined threshold. The airbags  14   a - 14   f  are then rapidly inflated with gas from pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) in response to the deployment signal from controller  20 . 
         [0025]    The acceleration/deceleration threshold may be determined by formula or read from memory storage by the controller  20 . The threshold may depend on one or more factors, such as, for example, current speed v, weight/size of the rider and type/capability of the vehicle. 
         [0026]    By way of example, if a rider were traveling steadily at 50 mph, the rider&#39;s acceleration would be zero. Should the rider&#39;s acceleration suddenly change to some value, the controller  20  will determine whether that change in acceleration is “normal” to the operation of the vehicle. If not, then the controller  20  will transmit a signal to deploy the airbags  14   a - 14   f  within the airbag jacket/garment  12  worn by the rider. So, if the rider were separated or ejected from the vehicle (e.g., airborne) and was continually decelerating (e.g., slowing down from 50 mph to zero) at a rate consistent with the rider&#39;s properties, then the controller  20  would transmit a signal to deploy the airbags  14   a - 14   f  within the airbag jacket/garment  12  worn by the rider. To minimize false deployment of the airbags, the controller  20  would preferably verify the existence of the deployment condition by taking additional samples of the acceleration/deceleration prior to transmitting the signal to deploy the airbags. 
         [0027]    As an alternative to a single accelerometer, the airbag deployment system  10  may use two or more accelerometers. One or more accelerometers are mounted on the vehicle and one or more accelerometers are mounted on the airbag jacket/garment  12 . The controller  20  receives signals from each of the accelerometers and compares the acceleration of the vehicle to that of the rider wearing the airbag jacket/garment  12 . If the values associated with the acceleration of the vehicle and the acceleration of the rider are similar or within a predetermined range of one another, the controller  20  will consider this a normal condition. However, if the difference between the acceleration of the vehicle and the rider exceeds this predetermined range, then the controller  20  will consider this a deployable condition and transmit a signal to deploy the airbags  14   a - 14   f  within the airbag jacket/garment  12  worn by the rider. To minimize false deployment of the airbags, the controller  20  may verify the existence of the deployment condition by comparing additional samples of the acceleration/deceleration of the vehicle and rider prior to transmitting the signal to deploy the airbags. 
         [0028]    The airbag deployment system  10  may be utilized in three different configurations: (1) with all sensors and separation logic mounted on the motorcycle or other vehicle; (2) with all sensors and separation logic mounted on the jacket  12  worn by the rider; or (3) with sensors and separation logic mounted on both the vehicle and the jacket. 
         [0029]    Examples of each of these configurations are described more fully below. 
         [0030]    Configuration 1: All Sensors Mounted on the Vehicle 
         [0031]    In this configuration, all of the sensors and separation logic are mounted on the motorcycle/vehicle  40 . The sensors to be utilized with the airbag deployment system  10  may include, but are not limited to, a conventional gyroscope  41 , speedometer/accelerometer  42  and proximity/distance sensor  43  mounted on the motorcycle  40  as shown, for example, in  FIG. 4 . The sensors  41 ,  42  and  43  may communicate wirelessly with the controller  20  using conventional transmitters that generate, for example, infra red (“IR”), radio frequency (“RF”), Bluetooth, WiFi or other wireless signals. The controller  20  preferably includes a conventional receiver for receiving and processing wireless signals generated by the sensors  41 ,  42  and  43 . 
         [0032]    In this configuration, the airbag deployment system  10  detects an abnormal riding angle or rapid deceleration of the motorcycle  40  as one indicator that the rider has become separated from the vehicle requiring deployment of airbags  14   a - 14   f  in jacket/garment  12 . The system  10  also detects rapid increase in distance measured or physical separation of the rider from the motorcycle/vehicle  40  as another indicator that the rider has become separated from the motorcycle requiring deployment of airbags  14   a - 14   f  in jacket  12 . 
         [0033]      FIGS. 5A-5C  illustrate a preferred airbag deployment processing sequence where all sensors are mounted on the motorcycle/vehicle  40 . The airbag deployment system  10  is initiated in step S 10 . In step S 12 , the controller  20  records or sets the initial distance D i  that the rider is from the proximity sensor  43  based on the signal received from the sensor  43 . 
         [0034]    In step S 14 , the controller  20  sets the acceleration a associated with the rider to zero. In step S 16 , the controller  20  sets the trigger count N to zero. The trigger count N is preferably utilized to ensure or verify that a deployment condition exists before deploying the airbags (as opposed to a false deployment that may injure a rider) by requiring multiple samples. 
         [0035]    As part of an acceleration detection loop, the controller  20  records the current speed v of the rider in step S 18  based on a signal received from the speedometer  42 . In step S 20 , the controller  20  determines whether the recorded current speed v exceeds a minimum deployment speed v min  or threshold (e.g., 30 mph). The minimum deployment speed v min  may be preprogrammed into the storage device  22  or memory  23  of the controller  20 , or may be set by the rider using, for example, a dial, keypad, or other wired or remote input device to set the minimum deployment speed v min , in the controller  20 . 
         [0036]    If the current speed v is less than or equal to the predetermined minimum deployment speed v min , the controller  20  will preferably reinitiate the process by looping back to step S 10 . 
         [0037]    On the other hand, if the controller  20  determines that the current speed v exceeds the predetermined minimum deployment speed v min  in step S 20 , the controller  20  will delay further processing in step S 22  for a period t, which may be, for example, 0.1 seconds. Thereafter, in step S 24 , the controller  22  will record the riding angle Ø based on a signal received from the gyroscope  41 . 
         [0038]    In step S 26 , the controller  20  determines whether the riding angle Ø exceeds a preset threshold or maximum deployment riding angle Ø max  for the current conditions. This preset threshold or maximum deployment riding angle Ø max  for the current conditions may be derived using a formula to determine the range of safe/normal riding angles. This formula may consider multiple factors, including, but not limited to the current speed v of the vehicle/rider, the type of tire mounted on the vehicle and/or current tire pressure p (which may be obtained based on a signal transmitted to the controller from a sensor mounted on the tire or vehicle). 
         [0039]    If the riding angle Ø exceeds the preset threshold or maximum deployment riding angle Ø max  for the current conditions, then the controller  20  transmits a signal to deploy the airbags  14   a - 14   f  in step S 28 , which are then rapidly inflated with gas from pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) in response to the deployment signal from controller  20 . 
         [0040]    If, however, the controller  20  determines in step S 26  that the riding angle Ø does not exceed the preset threshold or maximum deployment riding angle Ø max  for the current conditions, then the controller  20  records the current speed v of the rider/motorcycle  40  in step S 30  based on the signal received from the speedometer  42 . In step S 32 , the controller  20  determines or otherwise sets the acceleration a by calculating the difference between the current speed v and the previous speed sample v (recorded in step S 18 ) divided by the period t (e.g., 0.1 seconds). Alternatively, if an accelerometer is used as the sensor  42 , the controller  20  may determine or otherwise set the acceleration a in step  32  to the value associated with the signal received from the accelerometer  42 . 
         [0041]    In step S 34 , the controller  20  determines whether the absolute value of a (from step S 32 ) exceeds a minimum acceleration trigger value a min . This value a min  may be, for example, a variable greater than 4.0 m/s 2 . Its precise value may be set by the user or preprogrammed into the controller  20 . A higher acceleration rate indicates less sensitive separation detection. 
         [0042]    If the absolute value of a does not exceed the minimum acceleration trigger value a min , then the controller  20  resets the trigger count N to zero in step S 36  and the process loops back to step S 30 . 
         [0043]    On the other hand, if the controller  20  determines in step S 34  that the absolute value of a exceeds the minimum acceleration trigger value a min , then the controller preferably sets or otherwise increments the trigger count by one unit (N+1) in step S 38 . To minimize the chance of false deployment of the airbags, the controller  20  preferably determines in step S 40  whether the trigger count N is greater than two (or any other number of samples required for verification of a deployment condition prior to airbag deployment). 
         [0044]    If the trigger count does not exceed two in step S 40 , then the process will loop back to step S 30  to take another sample. Alternatively, if the trigger count exceeds two in step S 40 , then the controller  20  preferably records the current distance D between the rider and the proximity sensor  43  in step S 42  based on the signal received from the proximity sensor  43 . 
         [0045]    To provide further confirmation of an abnormal separation, the distance between the rider and the vehicle may be measured. In step S 44 , the controller  20  determines whether the delta Δ between the current distance D (from step S 42 ) and the initial distance D i  (from step S 12 ) exceeds the sum of the current speed v (from step S 30 ) and the previous speed sample multiplied by ½ of time t. If so, then the controller  20  transmits a signal to deploy the airbags  14   a - 14   f  in step S 46 , which are then rapidly inflated with gas from pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) in response to the deployment signal from controller  20 . If not, then the process loops back to step S 10  to reinitiate sampling. 
         [0046]    As mentioned above, an optional accelerometer  44  may be mounted on the motorcycle  40  to measure acceleration and transmit such measurements wirelessly to the controller  20 . In this manner, the acceleration detection loop in steps S 18 , S 30  and S 32  may be omitted. 
         [0047]    It is also understood that the controller  20  may be mounted on the motorcycle/vehicle  40  and that the controller may deploy the airbags  14   a - 14   f  in the jacket/garment  12  by transmitting a wireless signal to a receiver mounted on the jacket, which would cause the pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) to rapidly inflate the airbags in response to the deployment signal from controller  20 . 
         [0048]    Similarly, as an alternative to calculating the distance D between the rider and the motorcycle using proximity sensor  43 , an optional switch or pressure sensor may be mounted in proximity to the seat on the motorcycle  40 . When the rider is off the seat, the switch or pressure sensor would close to indicate separation of the rider from the seat. In this manner, the proximity sensor  43  may not be required and can be ignored in the process steps discussed above. Instead, the controller  20  would preferably verify in step S 46  that the optional switch or pressure sensor was closed (indicating separation of the rider from the motorcycle/vehicle) before deployment of the airbags. 
         [0049]    Configuration 2: All Sensors and Separation Logic Mounted on the Rider&#39;s Jacket 
         [0050]    In this configuration, all of the sensors and separation logic are mounted on the airbag jacket or other garment  12  worn by the rider. The sensors to be utilized with the airbag deployment system  10  in this configuration preferably include, but are not limited to, a conventional gyroscope, accelerometer and proximity/distance sensor. The gyroscope, accelerometer and proximity sensor may be wired to the controller  20 . Alternatively, the gyroscope, accelerometer and proximity sensor can communicate wirelessly with the controller  20  using conventional transmitters that generate, for example, IR, RF, Bluetooth, WiFi or other wireless signals. The controller  20  may include a conventional receiver for receiving and processing wireless signals generated by the sensors. 
         [0051]    In this configuration, the airbag deployment system  10  may detect an abnormal riding angle or rapid acceleration of the rider wearing the jacket  12  as one indicator that the rider has become separated from the motorcycle/vehicle requiring deployment of airbags  14   a - 14   f  in jacket  12 . The airbag deployment system  10  may also detect rapid increase in distance measured or physical separation of the rider from the motorcycle/vehicle as a further indicator that the rider has become separated from the motorcycle/vehicle requiring deployment of airbags  14   a - 14   f  in jacket  12 . 
         [0052]      FIGS. 6A-6B  illustrate a preferred airbag deployment processing sequence where all sensors and separation logic are mounted in the airbag jacket/garment  12 . The airbag deployment system  10  is initiated in step S 100 . In step S 102 , the controller  20  sets the trigger count N to zero. The trigger count N is preferably utilized to ensure or verify that a deployment condition exists before deploying the airbags (as opposed to a false deployment that may injure a rider) by requiring multiple samples. 
         [0053]    In step S 104 , the controller  20  records or sets the initial distance D i  that the rider is from the motorcycle based on a signal from the proximity sensor mounted in the jacket  12 . In step S 106 , the controller  20  will delay further processing for a period t, which may be, for example, 0.1 seconds. 
         [0054]    In step S 108 , the controller  20  records the acceleration a of the rider based on the signal received from the accelerometer mounted in the jacket  12 . The controller  20  sets the recorded acceleration a as the current acceleration in step S 110 . 
         [0055]    In step S 112 , the controller  20  determines whether the absolute value of a (from step S 110 ) exceeds a predetermined minimum acceleration trigger value a min . This value a min  may be, for example, a variable greater than 4.0 m/s 2 . Its precise value may be set by the user or preprogrammed into the controller. A higher acceleration rate indicates less sensitive separation detection. 
         [0056]    If the absolute value of a does not exceed the minimum acceleration trigger value a min , then the controller  20  resets the trigger count N to zero in step S 114  and the process loops back to step S 108 . 
         [0057]    On the other hand, if the controller  20  determines in step S 112  that the absolute value of a exceeds the minimum acceleration trigger value a min , then the controller sets or otherwise increments the trigger count by one unit (N+1) in step S 116 . To minimize the chance of false deployment of the airbags, the controller  20  preferably determines in step S 118  whether the trigger count N is greater than two (or any other number of samples required to verify the existence of a deployment condition prior to airbag deployment). 
         [0058]    If the trigger count does not exceed two in step S 118 , then the process will loop back to step S 108  to take another sample. Alternatively, if the trigger count exceeds two in step S 118 , then the controller  20  records the current distance D between the rider and the motorcycle/vehicle in step S 120  based on the signal received from the proximity sensor. 
         [0059]    In step S 122 , the controller  20  determines whether the delta A between the current distance D (from step S 120 ) and the initial distance D i  (from step S 104 ) exceeds a maximum acceleration trigger value a max  multiplied by ½ of time t. This value a max  may be, for example, a variable greater than 4.0 m/s 2 . Its precise value may be set by the user or preprogrammed into the controller by the manufacturer. A higher acceleration rate indicates less sensitive separation detection. 
         [0060]    If the controller determines that the delta A exceeds the maximum acceleration trigger value a max  multiplied by ½ of time t in step S 122 , then the controller  20  transmits a signal to deploy the airbags  14   a - 14   f  in step S 124 , which are then rapidly inflated with gas from pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) in response to the deployment signal from controller  20 . If not, then the process loops back to step S 100  to reinitiate sampling. 
         [0061]    Optionally, the controller  20  may also determine whether the riding angle Ø exceeds a preset threshold or maximum deployment riding angle Ø max  for the current conditions. This preset threshold or maximum deployment riding angle Ø max  for the current conditions may be derived using a formula to determine the range of safe/normal riding angles. This formula may consider multiple factors, including, but not limited to the current speed v of the vehicle/rider, the type of tire mounted on the vehicle and/or current tire pressure p (which may be obtained based on a signal transmitted to the controller from a sensor mounted on the tire or vehicle). The riding angle Ø may be determined based on the signal from the gyroscope within the jacket  12 . If the riding angle Ø exceeds the maximum deployment riding angle Ø max  for the current conditions, then the controller  20  transmits a signal to deploy the airbags  14   a - 14   f , which are then rapidly inflated with gas from pressurized gas source  15   a - 15   f  (e.g., CO 2  cartridge) in response to the deployment signal from controller  20 . 
         [0062]    As an alternative to calculating the distance between the rider and the motorcycle using a proximity sensor mounted in the airbag jacket  12 , an optional switch or pressure sensor may be mounted in proximity to the seat on the motorcycle. When the rider is off the seat, the switch or pressure sensor would close to indicate separation of the rider from the seat. In this manner, the proximity sensor may not be required in the airbag jacket and can be ignored in the process steps discussed above. Instead, the controller  20  would preferably verify that the optional switch or pressure sensor was closed (indicating separation of the rider from the motorcycle) before deployment of the airbags. 
         [0063]    Configuration 3: Sensors and Separation Logic are Split Between the Vehicle and Airbag Jacket 
         [0064]    In this configuration, the sensors and separation logic may be mounted on the airbag jacket or other garment  12  worn by the rider or on the motorcycle/vehicle. Communication between the sensors and the controller may be accomplished using a wireless protocol. The process steps for deployment of the airbags  14   a - 14   f  may be the same as described above in either configuration 1 or 2. 
         [0065]    As mentioned above, while the present disclosure is described above in connection with an airbag jacket  12 , it is understood that the airbag deployment system  10  disclosed herein is not limited to use with an airbag jacket and may be used with other garments containing airbags worn by a rider, such as, for example, a vest, pants, one piece or two piece body suit, or the like. The garment may, therefore, be a full body suit, upper body only, lower body only or two piece suit. In the case of a two piece suit, the two sections may act independently of each other or one may act as a slave to the other. 
         [0066]    It is further understood that the airbag deployment system described herein is not intended to be limited to use with a motorcycle and is intended to be applicable for protecting a rider on other recreational vehicles (e.g., all terrain vehicles, snowmobiles, bicycles, personal watercraft, boats, roller blades, skateboards, snowboards, skis, etc.). 
         [0067]    Having described and illustrated the principles of this application by reference to one or more preferred embodiments, it should be apparent that the preferred embodiment(s) may be modified in arrangement and detail without departing from the principles disclosed herein and that it is intended that the application be construed as including all such modifications and variations insofar as they come within the spirit and scope of the subject matter disclosed herein.