Method and apparatus for controlling vehicle occupant position

An apparatus (20) controls the position of an occupant (32) in a vehicle passenger compartment by sensing physical characteristics of the occupant such as weight, height, girth, and leg length. A controller (36) controls seat motors (92, 94, 96) to move the occupant (32) to a position based on the sensed physical characteristics of the occupant. The occupant (32) can override the system using override controls (98). The controller (36) also adjusts the performance of an occupant restraint (22) in response to a selected occupant position.

TECHNICAL FIELD 
The present invention is directed to a vehicle occupant restraint system 
and is particularly directed to a method and apparatus for controlling 
occupant position as it relates to a vehicle occupant restraint system. 
BACKGROUND OF THE INVENTION 
Vehicle restraint systems that include an air bag mounted forward of the 
occupant's seating position are well known in the art. Such restraint 
systems also include either an inertia switch or an accelerometer for 
sensing the occurrence of a crash condition. When a crash condition of 
sufficient severity is sensed, the air bag is deployed. 
Air bag restraint systems having various occupant sensors to determine the 
presence and position of an occupant on a vehicle seat are also known. 
Some prior art occupant restraint systems having occupant sensors permit 
deployment of the air bag only when an occupant is present, thereby 
preventing deployment when the vehicle seat is not occupied. Other known 
systems tailor the deployment of the air bag in response to sensed 
occupant position by (i) aiming the air bag and (ii) controlling the 
amount of inflation fluid used to inflate the air bag during deployment. 
Movable seats in a vehicle are also well known in the art, as are power 
electric seats having seat memory locations. In such power electric seats, 
an occupant may store a particular seat position in an electric memory. 
Upon entering the vehicle, the operator can move the seat to a prestored 
location by activating a recall control. 
SUMMARY OF THE INVENTION 
The present invention provides a method and apparatus for positioning an 
occupant in a vehicle passenger compartment to an occupant position 
corresponding to a potentially improved restraining condition. 
An apparatus in accordance with the invention controls the position of an 
occupant in a vehicle passenger compartment to potentially improve a 
restraining function of an occupant restraint system. The apparatus 
includes sensing means for sensing at least one occupant characteristic 
and providing a signal indicative of the sensed characteristic. The 
apparatus further includes control means operatively coupled to the 
sensing means for determining an occupant position within the vehicle 
passenger compartment in response to the sensed occupant characteristic 
and for providing a control signal in response to the determined occupant 
position. The apparatus further includes occupant positioning means, for 
positioning the occupant to the determined occupant position in response 
to the control signal. 
In accordance with a preferred embodiment of the present invention, an 
apparatus is provided for positioning a vehicle occupant within a 
passenger compartment in response to sensed occupant characteristics. The 
occupant characteristic sensing means preferably includes means for 
sensing occupant (i) position and weight on an occupant seat, (ii) height, 
(iii) leg length, and (iv) girth. The position and weight sensing means 
includes weight and position sensors mounted in the occupant seat cushion. 
These sensors provide signals indicative of the position and weight of an 
occupant on the seat. A height sensing means preferably includes a height 
sensor mounted on the interior of the vehicle roof above the occupant for 
providing a signal having a value indicative of the height of the occupant 
on the vehicle seat. The height sensor is preferably an ultrasonic sensor. 
The occupant characteristic sensing means further comprises a leg length 
sensor mounted on or near the vehicle floor for providing a signal 
indicative the leg length of the occupant. The occupant characteristic 
sensing means further includes a seat belt payout sensor for providing a 
signal indicative of the occupant's girth. 
The apparatus further preferably comprises position override means 
including seat position selecting means for overriding the determined 
occupant position and moving the seat position to that selected by the 
occupant. Control means is operatively connected to the occupant physical 
characteristic sensing means, the seat position selecting means, and to 
the seat positioning means for (i) positioning the occupant in a seat 
position to the occupant position, and (ii) controlling the vehicle 
restraint system based on the sensed occupant characteristics. 
A method in accordance with the present invention controls the position of 
an occupant in a vehicle passenger compartment. The method comprises the 
steps of sensing at least one characteristic of a vehicle occupant, 
determining an occupant position from the sensed characteristic and moving 
the occupant to the determined occupant position. 
In accordance with a preferred embodiment of the present invention, the 
step of sensing an occupant characteristic includes sensing occupant (i) 
position and weight, (ii) height, (iii) leg length, and (iv) girth. The 
method further includes permitting the occupant to change position from 
the determined occupant position. The method further includes (i) 
positioning the occupant to the determined occupant position and (ii) 
controlling a vehicle restraint system in response to the sensed occupant 
characteristic.

DESCRIPTION OF PREFERRED EMBODIMENT 
Referring to FIG. 1, an apparatus 20 is shown for controlling occupant 
position in a vehicle passenger compartment. The apparatus 20 includes a 
restraint system 21 having an air bag assembly 22 mounted in an instrument 
panel/dashboard 24 of a vehicle. The air bag assembly 22 includes an air 
bag 26 stored within the interior of an air bag housing 28. The air bag 
housing is movably mounted in the instrument panel/dashboard 24. A front 
cover 29 of a type well known in the art covers the air bag housing 28. 
A source 30 of inflation fluid is mounted to the housing 28 and is 
operatively connected to the air bag 26. The source 30 of inflation fluid 
may be a combustible gas generating material and/or pressurized fluid or 
other inflation means. A squib 31 is operatively connected to the source 
of inflation fluid 30. When the squib 31 is energized, inflation fluid 
from the source 30 fills the air bag 26 to its inflated condition 26'. 
Once inflated, the air bag 26 restrains an occupant 32 located on an 
occupant seat 34 of a vehicle. 
An electronic controller 36, such as a microcomputer, is operatively 
connected to a vehicle crash sensor 38. The crash sensor 38 can be any of 
several known types. For example, the crash sensor 38 may be an inertia 
switch, such as a rolamite sensor. Closure of a normally open inertia 
switch is indicative of a crash event. 
Preferably, the crash sensor 38 is an accelerometer that outputs an 
electric signal indicative of vehicle deceleration and having a 
characteristic indicative of a type of vehicle crash condition. Several 
crash evaluation algorithms are known in the art, any one of which may be 
used with the present invention. These crash evaluation algorithms monitor 
the output of an accelerometer and discriminate between deployment and 
non-deployment crash events. A deployment crash event is one in which the 
air bag assembly 22 or other restraint is to be deployed or actuated. A 
non-deployment crash event is one in which the restraint is not to be 
deployed or actuated. Some examples of such algorithms that may be used 
with the present invention are disclosed in U.S. Pat. Nos. 5,216,607, 
5,073,860, and 5,034,891. 
Once the controller 36 determines that a deployment crash event is 
occurring, the controller 36 sends a control signal to an air bag 
actuation circuit 40. The air bag actuation circuit 40 ignites the squib 
31 which, in turn, actuates the source of inflation fluid 30 and causes 
the inflation fluid to flow into and deploy the air bag 26. 
Controller 36 is operatively connected to a restraint system tailorability 
drive circuit ("SSTDC") 44. SSTDC 44 is controllably connected to air bag 
"aiming" motors 46, 48 which are operatively connected to air bag housing 
28. The motors 46, 48 control movement of the air bag assembly 22 so as to 
control the orientation of the air bag relative to the position of 
occupant 32 on seat 34. The air bag assembly 22 may be "aimed" upward, 
downward, leftward, or rightward relative to the occupant 32. The air bag 
assembly is also movable fore and aft using motors 46, 48. 
A vent valve 50 is controllably connected to SSTDC 44 and in fluid 
communication between atmosphere and the housing 28 of the air bag 
assembly 22. The vent valve 50 is used to control fluid pressure during 
inflation of air bag 26. If the vent valve 50 is fully closed upon 
actuation of the squib 31, the air bag inflates with maximum pressure. By 
controlling the opening of vent valve 50, the final or overall inflation 
pressure of the air bag 26 is controlled. The tailorable air bag restraint 
system using air bag aiming motors 46, 48 and vent valve 50 is fully shown 
and described in U.S. Pat. No. 5,232,243. 
Occupant seat 34 includes an occupant position and weight sensor 52 located 
in a bottom cushion 54 of occupant seat 34. Controller 36 is operatively 
connected to position and weight sensor 52. The position and weight sensor 
52 is preferably an N.times.M array of individual position and weight 
sensors as shown and described in U.S. Pat. No. 5,232,243. Position and 
weight sensor 52 detects and provides a signal to controller 36 indicative 
of (i) whether an object is present on the seat, (ii) the weight of the 
object, and (iii) the position of the object on the seat. Those skilled in 
the art will appreciate that position of an occupant on seat 34 may be 
sensed using different arrangements. For example, position of the occupant 
may be sensed by using a plurality of ultrasonic sensors mounted at 
various locations in the passenger compartment. Weight may alternatively 
be sensed using a weight sensor other than that disclosed in the '243 
patent. 
Occupant height is sensed using a height sensor 56 mounted on the interior 
of a vehicle roof 58. In a preferred embodiment, an ultra sonic sensor is 
used. The height sensor 56 is operatively connected to controller 36 and 
provides a signal indicative of the occupant's height. 
Occupant leg length is measured using a leg length sensor 60 located on and 
secured to the vehicle floor 62 at a predetermined location. Sensor 60 is 
operatively connected to controller 36 and provides a signal functionally 
related to occupant leg length as determined by (i) the contact point of 
occupant's foot with the sensor 60, (ii) the distance between the front of 
bottom cushion 54 and the sensor 60 and (iii) the distance between the 
vehicle floor 62 and the upper surface 64 of bottom cushion 54. It is 
contemplated that sensor 60 would include an M.times.N array of pressure 
sensors. The controller 36 would monitor which of the sensors are pressed. 
The girth of occupant 32, i.e., the circumference of the occupant's 
midsection, is sensed using a seat belt payout sensor 68 located in a seat 
belt retractor 70 attached to vehicle floor 62. The seat belt payout 
sensor 68 is electrically connected to controller 36. Seat belt payout 
sensor 68 measures the length of seat belt 72 extracted from or paid out 
from seat belt retractor 70 and provides a signal indicative of that 
length. 
The weight sensor 52, height sensor 56, leg length sensor 60, and girth 
sensor 68 are collectively referred to as occupant physical characteristic 
sensors 74 (FIG. 2). 
A seat back incline sensor 76 is operatively connected between bottom 
cushion 54 and upper or seat back cushion 78 of seat 34. Sensor 76 
provides an electrical signal indicative of the angular position of upper 
cushion 78 relative to the lower cushion 54. Preferably, seat back incline 
sensor 76 is a rotary potentiometer. 
A seat fore and aft position sensor 80 is operatively connected to bottom 
cushion 54 and a rail 82 mounted to the floor 62. The seat 34 is slidably 
mounted to rail 82 in a manner well known in the art. Sensor 80 provides 
an electrical signal indicative of the fore and aft position of seat 34 
relative to a predetermined reference point within the occupant 
compartment. Sensor 80 may be either a linear potentiometer or a linear 
voltage differential transformer. Based on the signal from sensor 80, the 
relative location between the seat 34 and the front cover 29 for the air 
bag housing 28 can be determined. 
A seat height sensor 84 is operatively connected between the floor 62 and a 
vertically adjustable seat support 86. The seat 34 is mounted to the seat 
support 86 in a manner well known in the art. This mounting arrangement 
permits vertical adjustment of seat 34 relative to the floor 62. Sensor 84 
provides an electrical signal indicative of the vertical position of the 
seat 34 relative to vehicle floor 62. Sensor 84 may be a linear 
potentiometer or a linear voltage differential transformer. Based on the 
signal from sensor 84, the distance from the vehicle floor 62 to an upper 
surface 64 of bottom cushion 54 can be determined. The seat incline sensor 
76, fore/aft sensor 80, and seat height sensor 84 are collectively 
referred to as the seat position sensors 88 (FIG. 2). Seat position 
sensors 88 are operatively coupled to a seat position controller 106. 
Seat position controller 106 is controllably connected to seat position 
motor drive circuits 90. Seat position motor drive circuits 90 are 
electrically connected to electric motors 92, 94, and 96. Seat height 
adjustment motor 92 is operatively connected to the occupant seat 34 so as 
to adjust the distance between the upper surface 64 of the seat 34 and the 
vehicle floor 62. Seat fore/aft position motor 94 is operatively connected 
to the occupant seat 34 so as to adjust the fore and aft position of the 
seat 34 on the rail 82. Seat back incline motor 96 is operatively 
connected between the bottom cushion 54 and the upper cushion 78. Motor 96 
adjusts the angular position of the upper cushion 78 relative to the seat 
cushion 54. The motors 92, 94, and 96 are used to control the position of 
the seat 34 and, in turn, the position of the occupant 32 within the 
vehicle passenger compartment. 
Occupant seat position manual/override controls 98 are operatively 
connected to a seat position command function 104 of controller 36. 
Occupant seat position override controls 98 are used by the occupant 32 to 
enter a seat position command manually. Through controls 93, the occupant 
32 can selectively energize motors 92, 94, 96 until he has reached a 
desired seat position. 
Alternatively, the occupant can recall a stored seat position having a 
predetermined seat back incline, seat fore and aft position, and seat 
height. 
Override controls 98 are shown mounted to instrument panel/dashboard 24 for 
convenience of illustration. The seat position controls 98 can be mounted 
to any occupant accessible location and preferably are located on the side 
of the vehicle seat bottom cushion 54, in a door panel, or in an arm rest 
(not shown). 
Referring to FIG. 2, controller 36 includes a seat position look-up table 
100. Seat position look-up table 100 includes stored values of seat 
position values as a function of corresponding measured occupant physical 
characteristics. The occupant physical characteristic sensors 74, i.e. 
occupant weight and position 52, occupant height 56, occupant leg length 
60, and occupant girth 68, provide input data to table 100 of controller 
36. The combination of the occupant physical characteristics, sensed by 
sensors 74, describes the characteristics of a particular occupant. For a 
particular occupant having a particular combination of occupant physical 
characteristics, e.g., a six foot, 200 lb. person with a 36 inch girth, 
there is a seat position (referred to as the "determined occupant 
position") within the vehicle passenger compartment that will improve the 
likely effectiveness of the air bag 26, provide a clear view through the 
vehicle windows, and permit comfortable contact with the vehicle's 
operating foot pedals. The determined occupant position for a particular 
occupant has specific values of the seat position, i.e. seat back incline 
76, seat fore/aft position, and seat height. It is these seat position 
values for the determined occupant position that are stored in look-up 
table 100 and are output from the table for control purposes. 
Seat position look-up table 100 is operatively connected to a seat position 
memory 102 of the controller 36 and to a seat position controller 106. The 
seat position sensors 88 are connected to the seat position memory 102. 
Seat position command function 104 is operatively coupled to the manual 
controls 98, the seat position controller 106, and the seat position 
memory 102. Values corresponding to either a determined occupant position 
value output from the look-up table 100 or from a manually selected 
position as sensed by the seat position sensors 88 may be stored in the 
seat position memory 102. 
The seat position controller 106 is controllably connected to the seat 
position motor drive circuits 90 and monitors the present position of the 
seat 34 using the signals provided by the seat position sensors 88. The 
seat position controller 106 compares the present seat position, as 
indicated by the sensors 88, against the desired seat position from either 
the look-up table 100 or the seat position command function 104. If the 
seat position controller 106 does not receive a seat position from the 
seat position command function 104, the controller 106 defaults to a seat 
position selected from the seat position look-up table 100. If the seat 
position command function 104 provides a signal to the seat position 
controller 106 indicating that an occupant has chosen a seat position, the 
seat position controller 106 controls motors 92, 94, 96 to move the seat 
to that selected position. If the occupant has commanded the seat 34 to be 
moved to a location stored in the memory 102, that location is recalled 
from the memory 102. The controller 106 determines the difference between 
the present seat position and the seat position recalled from memory. The 
controller 106 provides control signals to seat position motor drive 
circuits 90 which, in turn, actuate the motors 92, 94, and 96 to move the 
seat 34 to the recalled seat position. If the occupant actuates a manual 
movement switch of the controls 98, the corresponding motor 92, 94, or 96 
is energized until the switch is released, in a manner well known in the 
art. The occupant can store either a determined occupant position from the 
look-up table 100 or a manually selected seat location in memory 102 by 
actuating a memory switch of controls 98. 
The vehicle ignition switch 120 is connected to controller 106. Preferably, 
the controller 106 will move the occupant to a determined occupant 
position selected from the look-up table 100, when the ignition switch 120 
is actuated to an "ON" condition. Moving the seat to such a determined 
occupant position is the default condition of the controller 106, i.e., 
the seat is always moved to a determined occupant position from the 
look-up table 100 unless a command is received from the command function 
104. The seat position from the look-up table 100 is stored in the memory 
102 each time the vehicle is started independent of actuation of controls 
98. If the occupant has manually selected a different position, he can 
return to the determined occupant position from the look-up table 100 by 
recalling that determined occupant position from memory using an 
associated control switch on controls 98. 
The seat position controller 106 is further connected to a restraint system 
tailorability look-up table 108. The restraint system look-up table 108 
includes restraint system setting values selected in response to the seat 
position whether that seat position is the determined occupant position 
from the look-up table 100 or a position selected manually by the vehicle 
occupant 32. The restraint system settings include values used for aiming 
the air bag system and regulating the vent value 50. Although not shown, 
seat belt stiffness and the position of a seat belt anchor could also be 
controlled as a function of seat position to improve both comfort and 
restraining potential of the occupant as a function of the measured 
physical characteristics. The restraint system look-up table 108 is 
operatively coupled to a restraint system tailorability controller 110. 
The controller 110 uses the values from the table 108 indicative of 
restraint systems settings of the vehicle restraints to control restraint 
system tailorability drive circuits 44. 
The restraint system tailorability drive circuits ("SSTDC") 44 energize 
motors 46 and 48 and set vent 50 as described in the above-referenced U.S. 
Pat. No. 5,232,243. Basically, the air bag assembly 22 is aimed in 
response to the occupant's position and height. The vent valve 50 is 
controlled as a function of weight and distance between the occupant 32 
and the air bag assembly 22. 
The crash sensor 38 is operatively coupled to an evaluation function 112 in 
the controller 36. The sensor 38 provides an electrical signal to the 
evaluation function 112 indicative of vehicle deceleration. The evaluation 
function 112 processes the output signal from crash sensor 38 and 
determines if a deployment or non-deployment crash event is occurring. The 
evaluation of the accelerometer signal by the evaluation function 112 may 
involve one or a combination of several known evaluation techniques 
including (i) integration of the acceleration signal to determine crash 
velocity, (ii) double integration of the acceleration signal to determined 
crash displacement, (iii) differentiation of the acceleration signal to 
determine crash jerk, (iv) frequency component monitoring to determine the 
presence or absence of certain frequency components in the acceleration 
signal, and/or (v) determination of crash energy from the acceleration 
signal. Each of these evaluation techniques is referred to in the art as 
"a crash algorithm" or "a crash metric." For many particular crash metrics 
that are used, the determined value is typically compared against a 
predetermined threshold value. If the threshold value is exceeded, a 
deployment crash event is occurring. When crash sensor 38 indicates that 
the vehicle is experiencing a deployment crash event, the evaluation 
function 112 provides an actuation signal to air bag actuation circuit 40. 
When the air bag actuation circuit 40 is actuated, the air bag 26 is 
actuated according to the restraint system tailorability control settings. 
Referring to both FIGS. 1 and 2, in accordance with a preferred embodiment 
of the present invention, an occupant 32 enters the vehicle and is seated 
in the seat 34. After either a predetermined time delay or closure of the 
ignition switch 120, the occupant physical characteristic sensors 74 and 
seat position sensors 88 provide signals to the controller 36 indicative 
of the values sensed for each individual sensor. More specifically, the 
occupant physical characteristic sensors 74 provide signals indicating the 
occupant's (i) position and weight, sensor 52, (ii) height, sensor 56, 
(iii) leg length, sensor 60, and (iv) girth, seat belt pay out sensor 68, 
to seat position look-up table 100 of controller 36. The seat position 
sensors 88 provide signals indicative of (i) seat fore and aft position, 
sensor 80, (ii) seat height, sensor 84, and (iii) seat back tilt, sensor 
76. In addition to considering performance capabilities of the air bag 
restraint system, determination of an occupant seat position for the 
vehicle driver, as established in the look-up table 100, includes 
consideration of (i) driver view through vehicle windows and mirrors, (ii) 
driver distance from the steering wheel, (iii) driver position relative to 
the vehicle brake, accelerator, and clutch pedals. Based on the signals 
from the sensors 74 and 88, occupant seat position values for (i) fore and 
aft position, (ii) seat height, and (iii) seat tilt are output from 
look-up table 100 to the seat position controller 106. 
The seat position controller 106 compares the present sensed position of 
seat 34, as sensed by the sensors 88, against the seat position values 
output from the look-up table 100. The seat position controller 106 
provides a control signal to seat position motor drive circuits 90 so as 
to actuate the motors 92, 94, 96 in the appropriate direction until the 
seat position sensors 88 indicate that the seat 34 is at the seat position 
determined from the look-up table 100. 
The seat position controller 106 also provides signals indicative of the 
seat position, occupant position on the seat, and occupant physical 
characteristics to the restraint system tailorability look-up table 108. 
In response to those signals, the restraint system look-up table 108 
outputs values corresponding to settings for the vehicle restraint system 
for an occupant with those physical characteristics located in the sensed 
position. The look-up table 108 provides signals to the restraint system 
tailorability controller 110, which, in turn, controls the restraint 
system tailorability drive circuits 44. The SSTDC 44 controls aiming 
motors 46, 48 and vent valve 50. The restraint system tailorability 
control, in effect, fine tunes the restraint system. 
The occupant (whether driver or passenger) has the option of by-passing or 
overriding the control signal provided by the controller 106 based on seat 
position values from the look-up table 100. Either before or after the 
seat moves, the occupant 32 can use manual controls 98 to override the 
seat position selected from the look-up table 100. These controls include 
a fore and aft switch (not shown) for moving the seat forward and 
backward, a height adjustment switch (not shown) to raise or lower the 
seat 34 relative to the floor 62, a store switch (not shown) used to 
record in memory 102 either a seat position command or a determined 
occupant position based on outputs from look-up table 100 and preferably 
two recall switches (not shown) for each recalling a selected single seat 
position from memory 102. The seat position controller 106 responds to a 
manual input request from controls 98. If the seat 34 is moved through a 
manual switch command to a position other than one based on outputs from 
the look-up table 100, the tailorability controller 110 must make 
relatively greater adjustments to "correct" for this position of the seat. 
Referring to FIG. 3, the control process of the present invention will be 
better appreciated. As mentioned above, the control process of the present 
invention is initiated by the turning "ON" of the ignition switch 120. In 
step 200, the control process is initialized by controller 36 in which 
self-diagnostics of the controller are performed, timers reset, memories 
are cleared, etc., as is well known in the art. Also, in step 200, the 
present seat position is determined by monitoring the sensors 88. In step 
202, the occupant physical characteristic sensors 74 are monitored to 
determine the occupant's physical characteristics. Based on the measured 
physical characteristics of the occupant, the seat position look-up table 
100 provides seat position data to seat position controller 106 in step 
204. Also in step 204, the seat position controller 106 compares the 
determined occupant position from the look-up table 100 against the 
present seat position as indicated by the seat position sensors 88 which 
were monitored during system initialization in step 200. The seat position 
sensors 88 continue to provide signals indicative of the present seat 
position throughout the control process. Control signals are provided by 
the seat position controller 106 to the seat position motor drive circuits 
90 which, in turn, actuate motors 92, 94, and 96 to adjust the seat 34 
until the present seat position matches the seat position values provided 
by the seat position look-up table 100. 
In step 206, a determination is made as to whether the occupant 32 chose to 
store the determined occupant seat position provided by the look-up table 
100 in the seat position memory 102 for future use. As mentioned, the 
control process could be arranged so that the determined occupant position 
provided by the look-up table 100 is automatically stored in memory 102. 
If the determination in step 206 is affirmative, then the present seat 
position is stored for future use in step 208. After the position is 
stored in step 208, or if the occupant chooses not to store the position 
in step 206, the process proceeds to step 210 where controller 36 
determines the restraint system response from the restraint system 
tailorability look-up table 108 for the present seat position and the 
occupant's physical characteristics. The restraint system look-up table 
108 provides the restraint system settings to restraint system 
tailorability control 110 based on the present seat location and the 
physical characteristics of the occupant 32. The restraint system 
tailorability control 110 provides control signals to the restraint system 
tailorability drive circuits 44, which, in turn, actuate air bag aiming 
motors 46, 48 and vent valve 50 so as to fine tune the air bag restraint 
system 21 for that particular seat location and that particular occupant. 
After the system has positioned the occupant 32 in the determined occupant 
position provided by the look-up table 100 and made any necessary 
adjustments to the restraint system 21, the occupant has the option of 
accepting the seat position as the final seat position or choosing a 
different seat position. The process proceeds to step 212 where the system 
determines whether the occupant has requested a seat position change from 
the determined occupant position provided by the look-up table 100. If the 
determination in step 212 is negative, i.e. the occupant has not requested 
a seat position change, the process proceeds to step 214. 
In step 214, position and weight sensor 52 is continuously monitored to 
determined the position of the occupant 32 on the seat 34. It will be 
appreciated that the occupant's position on the seat 34 may be monitored 
using different sensors, for example, ultrasonic sensors or infrared 
sensors. The process proceeds to step 216 where a determination is made as 
to whether there has been a change in the occupant's position on the seat 
34. If the determination in step 216 is affirmative, the process proceeds 
to step 218. In step 218, the controller 36 adjusts the restraint system 
settings based on the new occupant position on seat 34. The process 
returns from step 218 to step 214 from either step 218 or a negative 
determination in step 216. It will be appreciated that the control process 
continuously monitors (step 214) and adjusts (step 218) the restraint 
system settings based upon the occupant's position on the seat 34. 
If the determination in step 212 is affirmative, i.e., occupant seat 
position override controls 98 are used by occupant 32 to select a seat 
position change, the process proceeds to step 220. In step 220, the 
controller 36 determines whether the occupant has selected (i) a 
previously stored seat position or (ii) is adjusting the seat position 
using the fore/aft and/or up-down switches. If the determination in step 
220 is affirmative, i.e. the occupant has selected a previously stored 
seat position, the process proceeds to step 222. In step 222, the seat 
position override command function 104 retrieves from the seat position 
memory 102 the stored seat position selected by the occupant 32 and 
provides the occupant selected seat position data to the seat position 
controller 106 as the final seat position. In step 224, control signals 
are provided by the seat position controller 106 to seat position motor 
drive circuits 90 which, in turn, actuate the motors 92, 94, and 96 to 
adjust the seat 34 until the seat position matches the stored seat 
position. 
The process proceeds to step 226 where controller 36 determines the 
restraint system response from the restraint system tailorability look-up 
table 108 for the seat position selected by the occupant and the 
occupant's measured physical characteristics. The restraint system look-up 
table 108 provides the restraint system settings to the restraint system 
tailorability controller 110. The restraint system tailorability 
controller 110 provides control signals to the restraint system 
tailorability drive circuits 44, which, in turn, actuate the air bag 
aiming motors 46, 48 and vent valve 50 to adjust the restraint system for 
the occupant selected stored seat position. From step 226, the process 
proceeds to step 214 in which the occupant's position on the seat 34 is 
monitored as described above. 
If the determination in step 220 is negative, i.e. the occupant has not 
requested a stored seat position but wants the seat moved under manual 
switch control, the process proceeds to step 228. In step 228, the 
occupant 32 changes the seat position using seat control switches such as 
a fore/aft switch, an up-down switch, or a tilt switch. The occupant 32 
selects the desired seat position by manipulating the switches, as is well 
known in the art. In step 228, control signals are provided by the seat 
position control 106 to the seat position motor drive circuits 90 which, 
in turn, actuate motors 92, 94, and 96 to adjust the seat 34 until the 
occupant stops manipulating the switches. 
The process proceeds to step 230 where the occupant may choose to store the 
manually selected, present seat position in the seat position memory 102 
for future use. If the determination is affirmative, the process proceeds 
to step 232 where the position is stored for future use. After the present 
position is stored in step 232, or if the occupant chooses not to store 
the position in step 230, the process proceeds to step 226 where 
controller 36 determines the restraint system response from the restraint 
system tailorability look-up table 108 for the occupant selected override 
seat position as discussed above. 
The process, in step 226, determines the restraint system response from the 
restraint system tailorability look-up table 108 for the occupant selected 
seat position. The restraint system look-up table 108 provides the 
restraint system settings to the restraint system tailorability control 
110. The restraint system tailorability control 110 provides control 
signals to the restraint system tailorability drive circuits 44, which, in 
turn, actuate the air bag aiming motors 46, 48 and the vent valve 50 to 
adjust the restraint system for the occupant selected seat position. From 
step 226, the process proceeds to step 214 in which the occupant's 
position on the seat 34 is monitored and the restraint system response is 
adjusted as described above. 
Those skilled in the art will appreciate that the order of the steps shown 
in FIG. 3 may be begun upon entry of the occupant 32 into the vehicle or 
after the ignition is turned "ON". Also, the manual control switches of 
the controls 98 could be actuated before the occupant has been moved to 
the determined restraint position provided by the look-up table 100. 
Furthermore, a warning device, such as a light, could be actuated to an ON 
condition whenever the occupant overrides the determined restraint 
position provided by the look-up table 100. 
The present invention further contemplates that the occupant seat can be 
manually moved into the determined occupant position. To accomplish such 
an arrangement, the seat position look-up table 100 would actuate an 
indicator 280 located in view of the occupant 32. The indicator 280 would 
indicate whether the occupant is to move the seat up or down, fore or aft. 
When the seat has been finally positioned at a location corresponding with 
the determined occupant position as sensed by the sensors 88, the 
indicator 280 would provide another indication such as a green light. When 
the seat is not in the determined occupant position, the indicator 280 
would provide another indication such as a red light. 
It is also contemplated that the occupant physical characteristic sensors 
can be used as an intrusion alarm system. The sensors 74, for such a 
system, would continuously be in an active mode. An authorized vehicle 
occupant could disable the alarm feature using a remote transmitter and a 
receiver connected to controller 36. If the alarm system were not 
deactuated prior to or within a predetermined time period after entry into 
the vehicle, the detection of an occupant's presence by sensors 74 would 
result in the controller 36 activating an intrusion alarm. It is also 
possible that the alarm system could compare physical characteristics of 
authorized vehicle users stored in a memory against measured values of the 
present occupant. If a match did not occur, an intrusion alarm could be 
actuated. Such a characteristic matching system would have the capability 
to learn the characteristics of authorized vehicle users in a manner 
similar to the "learn mode" of a garage door system. The occupant would 
sit on seat 34 and activate the system's "learn mode." The system would 
thus measure the occupant's physical characteristics and store them in an 
internal, non-volatile memory as an authorized user characteristic. Only 
occupants matching the authorized user's characteristics within a 
percentage of permitted error would be able to start and/or operate the 
vehicle. 
From the above description of the invention, those skilled in the art will 
perceive improvements, changes and modifications. Such improvements, 
changes and modifications within the skill of the art are intended to be 
covered by the appended claims.