APPARATUS AND METHOD FOR ADJUSTING A VEHICLE COMPONENT

Abstract: A seat adjustment apparatus for adjusting a seat (1) in a passenger compartment of a vehicle including wave sensors (11, 12, 13, 14) for transmitting waves into the passenger compartment toward the seat (1), receiving reflected waves from the passenger compartment and generating an output representative of the reflected waves received by the wave sensors (11, 12, 13, 14), weight sensors (6) associated with the seat (1) for measuring the weight applied onto the seat (1) and generating an output representative of the measured weight applied onto the seat (1) and a processor (19, 20, 21, 22, 23, 24, 25, 26, 28, 29) for receiving the outputs from the wave sensors (11, 12, 13, 14) and the weight sensors (6) and evaluating the seated-state of the seat (1) based thereon. The processor directs a control unit to cause a portion of the seat (1) to move based on the evaluation of the seated-state of the seat (1).

Description: APPARATUS AND METHOD FOR ADJUSTING A VEHICLE COMPONENT FIELD OF THE INVENTION The present invention relates to apparatus and methods for adjusting a vehicle component, system or subsystem in which the occupancy of a seat, also referred to as the "seated state" herein, is evaluated using sensors and the component, system or subsystem may then be adjusted based on the evaluated occupancy thereof. The vehicle component, system or subsystem, hereinafter referred to simply as a component, may be any adjustable component of the vehicle including, but not limited to, the bottom portion and backrest of the seat, the rear view and side mirrors, the brake, clutch and accelerator pedals, the steering wheel, the steering column, a seat armrest, a cup holder, the mounting unit for a cellular telephone or another communications or computing device and the visors. Further, the component may be a system such an as airbag system, the deployment of which is controlled based on the seated-state of the seat. The component may also be an adjustable portion of a system the operation of which might be advantageously adjusted based on the seated-state of the seat, such as a device for regulating tlie inflation or deflation of an airbag that is associated with an airbag system. The present invention also relates to apparatus and method for automatically adjusting a vehicle component to a selected or optimum position for an occupant of a seat based on two measured moφhological characteristics of the occupant. Moφhological characteristics include the weight of tlie occupant, the height of the occupant, tlie length of the occupant's arms, the length of the occupant's legs, the occupant's head diameter and tlie inclination of the occupant's back relative to the seat bottom. Other moφhological characteristics are also envisioned for use in tlie invention. BACKGROUND OF THE INVENTION Automobiles equipped with airbags are well known in the prior art. In such airbag systems, the car crash is sensed and the airbags rapidly inflated thereby ensuring the safety of an occupation in a car crash. Many lives have now been saved by such airbag systems. However, depending on the seated state of an occupant, there are cases where his or her life cannot be saved even by present airbag systems. For example, when a passenger is seated on the front passenger seat in a position other than a forward facing, normal state, e.g., when the passenger is out of position and near the deployment door of the airbag, there will be cases when the occupant will be seriously injured or even killed by the deployment of the airbag. Also, sometimes a child seat is placed on the passenger seat in a rear facing position and there are cases where a child sitting in such a seat has been seriously injured or killed by tlie deployment of the airbag. Furthermore, in the case of a vacant seat, there is no need to deploy an airbag, and in such a case, deploying the airbag is undesirable due to a high replacement cost and possible release of toxic gases into tlie passenger compartment Nevertheless, mosi airbag systems will deploy the airbag m a vehicle crash even if the seat is unoccupied For these reasons, there has been proposed a seated-state detecting unit such as disclosed in the following U S Patents and Patent applications, which are included herein b\ reference, assigned to the current assignee of the present application Breed et al (U S Pat No 5.563.462), Breed et al (U S. Patent application Serial No 08/640.068 filed April 30. 1996). Breed et al (U S Patent app cauon Serial No 08/474,783 filed June 7. 1995) Breed et al (U S Pat No 5.694.320). Breed et al (U S Pat No 5.748.473). and Varga et al (U S Patent application Serial No 08/798.029 filed February 6. 1997) Typicallv. in some of these designs four sets of sensors are installed at four points in a vehicle passenger compartment for transmitting ultrasonic or electromagnetic waves toward the passenger or driver's seat and receiving the reflected waves Using appropnate hardware and software, the approximate configuration of the occupancy of either the passenger or driver seat can be determined thereby identifying and categonzmg the occupancv of the relevant seat However, in the aforementioned literature using ultrasonics, the pattern of reflected ultrasonic waves from an adult occupant who mav be out of position is sometimes similar to the pattern of reflected waves from a rear facing child seat Also, it is sometimes difficult to discriminate the wave pattern of a normally seated child with the seat in a rear facing position from an empty seat with the seat in a more forward position In other cases, tlie reflected wave pattern from a tlun slouching adult with raised knees can be similar to that from a rear facing child seat In still other cases, me reflected pattern from a passenger seat which is in a fonvard position can be similar to the reflected pattern from a seat containing a fonvard facing child seat or a child sitting on the passenger seat In each of these cases, tlie prior art ultrasonic systems can suppress the deployment of an airbag hen deployment is desired or, alternately, can enable deployment en deployment is not desired If the discrimination between these cases can be improved, then the reliability of the seated-state detecting unit can be improved and more people sa\ed from death or serious injurv In addition, the unnecessan deplo\ ment of an airbag can be prevented With respect to the adjustment of a \elucular seat the adjustment of an automobile seat occupied by a d er of the is now accomplished bv the use of either electπcal switches and motors or by mechanical levers As a result, the dnver's seat is rarelv placed at the proper dm ing posiUon which is defined as the seat location which places the e\es of the driver in the so-called ellipse" and permits him or her to comfortably reach tlie pedals and steeπng wheel The "e\e ellipse" is the optimum eve position relative to the windshield and rear view mirror of the vehicle The eye ellipse, which is actually an ellipsoid, is rarely aclueved by the actions of the driver for a variety of reasons One specific reason is the poor design of most seat adjustment systems particularly the so-called "4-wav-seat" It is known diat there are three degrees of freedom of a seat bottom, namely longitudinal, and rotation about the lateral or pitch axis The 4-way -seat provides four mouons to control the seat (1) raising or lowenng the front of the seat. (2) raising or lowenng tlie back of the seat. (3) raising or lowenng the enure seat. (4) moving the seat fore and aft Such a seat adjustment system causes confusion since there are four control motions for three degrees of freedom As a result, vehicle occupants are easily frustrated by such events as when the control to raise die seat is exercised, tlie seat not only is raised but is also rotated Occupants thus find it difficult to place the seat in tlie optimum locauon using this system and frequently give up trying leaving die seat in an improper dnvmg position Many vehicles today are equipped with a lumbar support system that is never used by most occupants One reason is that die lumbar support cannot be preset since the shape of die lumbar for different occupants differs significantly. 1 e . a tall person has significantly different lumbar support requirements than a short person Without knowledge of the size of the occupant, the lumbar support cannot be automatically adjusted As discussed in the above referenced '320 patent, in approximately 95% of tlie cases where an occupant suffers a whiplash injury, the headrest is not properlv located to protect him or her in a rear impact collision Also, the stiffness and damping characteristics of a seat are fixed and no attempt is made in am production vehicle to adjust the stiffness and damping of the seat in relauon to the size either or eight of an occupant, or to the environmental conditions such as road roughness All of Uiese adjustments if they are to be done automaticalh . require knowledge of the moφhology of the seat occupant S\ stems are now being used to attempt to identify the vehicle occupant based on a coded key or other object earned by the occupant This requires special sensors widun the to recogmze the coded object Also, the system only works if the coded object is used bv the particular person for whom the vehicle was programmed If the vehicle is used by a son or daughter, for example, who use their inoUier s ke\ then the wrong seat adjusUnents are made Also, these s stems present die choice of seat position w ithout anv regard for the correctness of the seat position With the problems associated widi the 4- ay seats it is unlikely that the occupant ever properh adjusts the scat Therefore, the error will be repeated en tune the occupant uses the vehicle Moreo\er. these coded systems are a crude attempt to identifv the occupant An improvement can be made if the moφhological charactcnstics of the occupant can be measured as desenbed below Such measurements can be made of the height and weight, for example, and used not only to adjust a yelucular component to a proper position but also to remember that position, as fine tuned by die occupant, for re-positioning the component the next time the occupant occupies the seat For tlie puφoses herein, a oφhological charactenstic will mean anv measurable property of a human such as height, weight, leg or arm length, head diameter etc As discussed more fully below, in a preferred implementation, once at least one and preferably two of the moφhological c aracteπstics of a dnver are determined, e g , by measunng lus or her height and weight, the component such as die seat can be adjusted and other features or components can be mcoφorated into the system including, for example, the automatic adjustment of the rear view and/or side mirrors based on seat position and occupant height In addition, a determination of an out-of- position occupant can be made and based thereon airbag deployment suppressed if the occupant is more likely to be injured bv the airbag Uian by the accident without the protecuon of die airbag Furthermore, the charactensucs of the airbag including the amount of gas produced by die lnflator and die size of the anbag exit orifices can be adjusted to provide better protecuon for small lightweight occupants as well as large, heavy people. Even the direcUon of the airbag deployment can, in some cases, be controlled Still odier features or components can now be adjusted based on die measured occupant moφhology as well as the fact that the occupant can now be identified Some of diese features or components include the adjusunent of seat armrest, cup holder, steeπng wheel (angle and telescoping), pedals, phone location and for that matter the adjustment of all things in the vehicle which a person must reach or interact with Some items that depend on personal preferences can also be automatically adjusted including the radio station, temperature, nde and others Most, if not all. of the problems discussed above are difficult to soKe or unsolvable using conventional technology OBJECTS OF THE INVENTION Accordingly, it is a principal object of the present l ention to new and improved vehicular component adjustment apparatus and methods winch evaluate the occupancy of die seat and adjust the location and/or orientation relative to the occupant and/or operation of a part of the component or the component in its entirety based on the evaluated occupancy of the seat It is another object of die present invention to provide new and improved adjustment apparatus and methods that evaluate the occupancy of the seat and adjust the location and/or onentation relative to the occupant and/or operation of a part of the component or the component in its entirety based on the evaluated occupancy of the seat and on a measurement of the approximate height of the occupant and/or a measurement of the occupant s weight It is another object of the present invention to provide new and unproved adjustment apparatus and methods that evaluate the occupancy of the seat a combination of ultrasonic sensors and addiuonal sensors and adiust the location and/or orientation relatπe to the occupant and/or operation of a part of die component or the component in its entirety based on the evaluated occupancy of the seat It is another object of the present invention to provide new and ιmpro\ed adjustment apparatus and methods that reliably discnminate between a nonnallv seated passenger and a forward facing child seat, between an abnoπnallv seated passenger and a rear facing child seat, and whedier or not die seat is empty and adjust the location and/or orientation relative to the occupant and/or operation of a part of the component or the component in its enϋretv based thereon It is another object of the present invention to provide new and improved adjustment apparatus and mediods that evaluate the occupancy of the seat without the problems mentioned above Additional objects and advantages of this invention include 1 To provide a svstem for passivelv and automatically adjusting die posiUon of a vehicle component to a near optimum location based on the size of an occupant 2 To provide a system for recogmzing a particular occupant of a vehicle and thereafter adjusting vanous components of the vehicle in accordance with die preferences of die recognized occupant 3 To provide systems for approximately locating the eves of a vehicle dnver to thereby permit the placement of die dnver' s eyes at a particular locauon in die vehicle 4 To provide a pattern recognition svstem to permit more accurate location of an occupant's head and the parts thereof and to use this infoπnation to adjust a vehicle component 5 To provide a method of determining whether a seat is occupied and. if not. leaving the seat at a neutral position 6 To provide a system for automatically adjusting the position of vanous components of the vehicle to permit safer and more effective operation of the vehicle including the location of the pedals and steenng wheel 7 To determine whedier an occupant is out-of-position relative to the airbag and if so. to suppress deployment of the airbag in a situation in which the airbag would odienuse be deployed 8 To adjust the flow of gas into and out of the airbag based on the moφhology and posiUon of the occupant to improve the perfoπnance of the airbag in reducing occupant injury 9 To provide a system where the moφhological charactenstics of an occupant are measured by sensors located within the seat Further objects of the present invention will become apparent from the following discussion of the preferred embodiments of the invention SUMMARY OF THE INVENTION A most basic embodiment of the apparatus in accordance with invention includes a first measunng svstem for measunng a first moφhological characteπstic of the occupung item of die seat and a second measuring s stem for measuring a second moφhological characteristic of the occupying item Moφhological characteristic include die weight of the occupung item, the height of the occupying item from the bottom portion of the seat and if the occupying item is a human, the arm lengdi. head diameter and leg length The apparatus also includes processor means for receiving the output of die first and second measunng systems and for processing the outputs to evaluate a seated-state based on the outputs The measunng systems described herein as well as any other conventional measunng systems, may be used in the invention to measure the moφhological characteristics of the occupying item One preferred embodiment of an adjustment svstem in accordance with the invention includes a plurality of wave-receiving sensors for receiving waves from the seat and its contents, if any, and one or more weight sensors for detecting weight of an occupant in the seat or an absence of weight applied onto the seat indicate e of a vacant seat The apparatus also includes processor means for receiving die output of die wave-receiving sensors and die weight sensor(s) and for processing the outputs to evaluate a seated-state based on the outputs The processor means then adjusts a part of the component or d e component in its entirety based at least on the evaluation of the seated-state of the seat The wave- receiving sensors may be ultrasonic sensors, opucal sensors or electromagnetic sensors If the wave- receiving sensors are ultrasonic or optical sensors, then they may also include transmitter means for transmitting ultrasonic or opucal waves toward the seat. If the component is a seat, die system includes power means for moving at least one portion of the seat reladve to the passenger compartment and control means connected to the power means for controlling the power means to move the portιon(s) of the seat In this case, die processor means may direct the control means to affect die power means based at least in part on the evaluation of the seated- state of the seat Wi i respect to the direction or regulation of the control means bv the processor means, this may take the form of a regulation signal to the control means that no seat adjustment is needed, e.g., if die seat is occupied by a bag of groceries or a child seat in a rear or fonvard-facing position as determined by the evaluation of the output from the ultrasonic or optical and weight sensors. On the other hand, tf the processor means determines that the seat is occupied bv an adult or child for which adjustment of the seat is beneficial or desired, then the processor means may direct the control means to affect die power means accordingly For example, if a child is detected on the seat, the processor means may be designed to lower the headrest In certain embodiments, the apparatus mav include one or more sensors each of which measures a moφ ological characteristic of the occupying item of the seat, e g , the height or weight of die occupying item, and the processor means are arranged to obtain the input from these sensors and adjust the component accordingly Thus, once the processor means evaluates the occupancy of die seat and determines that the occupancy is by an adult or child, then the processor means may additionally use eidier the obtained weight measurement or conduct additional measurements of moφhological characteπstics of the adult or child occupant and adjust the component accordingly The processor means may be a single microprocessor for performing all of the functions descnbed above In the alternative, one microprocessor mav be used for evaluating the occupancv of the seat and anodier for adjusung the component The processor means mav compnse an evaluation circuit implemented in hardware as an electronic circuit or in software as a computer program In certain embodiments, a correlation function or state between the output of the vanous sensors and die desired result (I e . seat occupancy identification and categorization) is determined, e g., by a neural network that inav be implemented in hardware as a neural computer or in software as a computer program The correlation function or state that is deteπnmed by employing this neural network mav also be contained in a microcomputer. In dus case, the microcomputer can be employed as an evaluation circuit The word circuit herein will be used to mean both an electronic circuit and die functional equivalent implemented on a microcomputer using software In enhanced embodiments, a heart beat sensor may be provided for detecting the heart beat of the occupant and generating an output representative thereof The processor means additionally receive dus output and evaluate the seated-state of the seat based in part thereon In addition to or instead of such a heart beat sensor, a capacitive sensor and/or a motion sensor may be provided The capacitive sensor detects the presence of the occupant and generates an output representative of the presence of the occupant The motion sensor detects movement of the occupant and generates an output representative thereof These outputs are provided to the processor means for possible use in the evaluation of the seated-state of the seat The portion of the apparatus which includes the ultrasonic, optical or electromagnetic sensors, weight measunng means and processor means which evaluate the occupancy of the seat based on die measured weight of the seat and its contents and the returned waves from the ultrasomc. optical or electromagnetic sensors may be considered to constitute a seated-state detecting unit The seated-state detecting umt may further compnse a seat track position-detecting sensor. Tlus sensor determines the position of the seat on the seat track in the fonvard and aft direction In this case, the evaluation circuit evaluates the seated-state. based on a correlation function obtain from outputs of the ultrasomc sensors, an output of the one or more weight sensors, and an output of the seat track position detecting sensor With this structure, there is the advantage that the identification between the flat configuration of a detected surface m a state where a passenger is not sitting in the seat and the flat configuration of a detected surface which is detected when a seat is slid backwards by the amount of ie thickness of a passenger, that is. of identification of whether a passenger seat is vacant or occupied by a passenger, can be reliably perforated. Furthennore. the seated-state detecting unit may also compnse a reclining angle detecting sensor, and the evaluation circuit may also evaluate the seated-state based on a correlation function obtained from outputs of the ultrasomc. optical or electromagnetic sensors, an output of die weight sensor(s). and an output of the reclining angle detecting sensor In this case, if the tilted angle information of the back portion of the seat is added as evaluation information for the seated-state, identification can be clearly performed between the flat configuration of a surface detected when a passenger is in a slightly slouching state and the configuration of a surface detected when die back portion of a seat is slightly tilted fonvard and similar difiϊcult-to-discπminate cases T is embodiment may e\ en be combined with the output from a seat track position-detecting sensor to further enhance the evaluation circuit Moreo\er. the seated-state detecting unit mav further compnse a companson circuit for companng the output of the weight sensor(s) with a reference value. In dus case, the evaluation circuit identifies an adult and a child based on die reference value Preferabh. the seated-state detecting unit compnses a plurality of ultrasomc. optical or electromagnetic sensors for transmitting ultrasonic or electromagnetic waves toward a seat and receiving reflected waves from the seat, one or more weight sensors for detecting weight of a passenger in die seat; a seat track position detecting sensor; a reclining angle detecting sensor, and a neural network circuit to w luch outputs of the ultrasonic or electromagnetic sensors and the weight sensor(s). an output of the seat track position detecting sensor, and an output of the reclining angle detecting sensor are inputted and which evaluates several kinds of seated-states. based on a correlation function obtained from die outputs. The kinds of seated-states diat can be evaluated and categonzed by the neurai network include die following categones, among others, (1) a normally seated passenger and a fonvard facing child seat, (n) an abnormally seated passenger and a rear-facing child seat, and (in) a vacant seat. The seated-state detecting unit may further compnse a companson circuit for compaπng the output of the weight sensor(s) with a reference value and a gate circuit to which die evaluation signal and a companson signal from the comparison circuit are input. This gate circuit, wluch may be implemented in software or hardware, outputs signals wluch evaluates several kinds of seated-states. These kinds of seated-states can include a (1) normally seated passenger, (n) a fonvard facing child seat, (in) an abnormally seated passenger, (iv) a rear facing child seat, and (v) a vacant seat With dus arrangement, the identification between a normally seated passenger and a forward facing child seat, die identification between an abnormally seated passenger and a rear facing child seat, and the identification of a vacant seat can be more reliably performed The outputs of the plurality of ultrasonic or electromagnetic sensors, die output of die weight sensor(s). the outputs of the seat track position detecting sensor, and the outputs of die reclining angle detecting sensor are inputted to the neural network or other pattern recogmtion circuit, and the neural network circuit determines the correlation function, based on training thereof dunng a training phase The correlation function is then typically implemented in or incoφorated into a microcomputer. For the puφoses herein, neural network will be used to include both a single neural network, a plurality of neural networks, and other similar pattern recognition circuits or algonthms and combinations thereof. To provide the input from the ultrasonic or electromagnetic sensors to the neural network circuit, it is preferable that an initial reflected wave portion and a last reflected wave portion are removed from each of the reflected waves of die ultrasonic or electromagnetic sensors and then die output data is processed The neural network circuit determines the correlation function by performing a weighting process, based on output data from the plurality of ultrasonic or electromagnetic sensors, output data from the weight sensor(s). output data from the seat track position detecting sensor if present, and/or on output data from the reclining angle detecting sensor if present With this arrangement, the portions of the reflected ultrasonic or electromagnetic wave diat do not contain useful information are removed from the analysis and the presence and recogmtion of an object on the passenger seat can be more accurately performed In a disclosed method for detennimng the occupancy of a seat in a passenger compartment of a vehicle in accordance with the invention, waves such as ultrasonic or electromagnetic waves are transmitted into the passenger compartment toward the seat, reflected waves from the passenger compartment are received by a component which then generates an output representative thereof, the weight applied onto the seat is measured and an output is generated representative thereof and tiien die seated-state of the seat is evaluated based on the outputs from the sensors and the weight measunng means The evaluation the seated-state of the seat may be accomplished b\ generating a function correlating die outputs representative of the received reflected waves and the measured weight and die seated-state of die seat, and incoφorating the correlation function into a microcomputer. In the alternative, it is possible to generate a function correlating the outputs representative of the received reflected waves and die measured weight and die seated-state of the seat in a neural network circuit, and execute the function using the outputs representative of the received reflected waves and the measured weight as input into the neural network circuit. To enhance the seated-state determination, the position of a seat track of the seat is measured and an output representative thereof is generated, and then the seated-state of the seat is evaluated based on die outputs representative of the received reflected waves, the measured weight and the measured seat track position In addition to or instead of measunng the seat track position, it is possible to measure the reclining angle of the seat, I e . the angle between the seat portion and the back portion of the seat, and generate an output representative thereof, and then evaluate the seated-state of the seat based on the outputs representative of the received reflected waves, the measured weight and the measured reclining angle of the seat (and seat track position, if measured) Furthermore, the output representative of the measured weight mav be compared witii a reference value, and the occupying object of the seat identified, e g . as an adult or a cluld. based on die companson of the measured weight witii the reference value In additional embodiments, die present invention involves die measurement of one or more moφhological charactenstics of a vehicle occupant and die use of these measurements to classify the occupant as to size and weight, and tiien to use this classification to position a vehicle component, such as die seat, to a near optimum position for that class of occupant Additional information concerning occupant preferences can also be associated with the occupant class so that when a person belonging to that particular class occupies the vehicle, the preferences associated witii diat class are implemented. These preferences and associated component adjustments include the seat location after it has been manually adjusted away from the position chosen initially by the system, the mirror location, temperature, radio station, steenng wheel and steenng column positions, etc The preferred nioφhological characteristics used are the occupant height from the vehicle seat and weight of the occupant The height is dcteπnined by sensors, usually ultrasonic or electromagnetic, located in die headrest or another convenient location The weight is determined by one of a vanety of technologies that measure either pressure on or displacement of the vehicle seat or the force in the seat supporting structure BRIEF DESCRIPTION OF THE DRAWINGS The following drawings are illustrative of embodiments of the invention and are not meant to limit the scope of the invention as encompassed by the claims. FIG 1 shows a seated-state detecting unit in accordance with the present invention and die connections between ultrasonic or electromagnetic sensors, a weight sensor, a reclining angle detecting sensor, a seat track position detecting sensor, a neural network circuit, and an airbag system installed witiun a vehicle compartment. FIG. 2 is a view of a passenger seat in the compartment showing die relative layout of the ultrasomc or electromagnetic sensors, FIG. 3 is a circuit diagram of die seated-state detecting umt of the present invention. FIGS 4(a), 4(b) and 4(c) are each a diagram showing the configuration of the reflected waves of an ultrasonic wave transmitted from each transmitter of die ultrasonic sensors toward die passenger seat, obtained wrtlun the time that the reflected wave arnves at a receiver. FIG 4(a) showing an example of the reflected waves obtained when a passenger is in a normal seated-state. FIG 4(b) showing an example of die reflected waves obtained when a passenger is in an abnoπnal seated-state (w here die passenger is seated too close to the instrument panel), and FIG 4(c) showing a transmit pulse. FIG. 5 is a diagram of die data processing of the reflected wa\es from the ultrasomc or electromagnetic sensors. FIG 6 is a flowchart showing die training steps of a neural network circuit. FIG 7(a) is an explanatory diagram of a process for normalizing the reflected wave and shows normalized reflected waves, and FIG 7(b) is a diagram similar to FIG 7(a) showing a step of extracting data based on die normalized reflected waves and a step of weighting the extracted data bv employing the data of the seat track position detecting sensor, the data of the reclining angle detecting sensor, and the data of the weight sensor FIG. 8 is a perspective view of an automatic seat adjustment system, ith die seat shown in phantom, with a movable headrest and sensors for measuring the height of the occupant from die vehicle seat showing motors for moving die seat and a control circuit connected to the sensors and motors. FIG 9 is a perspective view of the seat shown in FIG 8 with the addition of a weight sensor shown mounted onto the seat FIG 9A is a v tew taken along line 9A-9 A in FIG 9 FIG 9B is an enlarged uew of the section designated 9B in FIG 9A FIG 10 is a side plan view of the interior of an automobile, with portions cut a av and removed. widi two occupant height measuring sensors, one mounted into the headliner above the occupant ' s head and the other mounted onto the A-pillar and also showing a seatbelt associated with the seat wherein the seatbelt has an adjustable upper anchorage point which is automatically adjusted based on the height of the occupant FIG 11 is a view of the seat of FIG 8 showing motors for changing the tilt of seat back and die lumbar support FIG. 12 is a view of die seat of FIG 8 showing a system for changing the stiffness and die damping of the seat FIG 13 is a view as in FIG. 10 showing a dm er and driver seat with an automatically adjustable steenng column and pedal system which is adjusted based on the moφhology of the driver FIG 14 is a perspective view of the intenor of the passenger compartment of an automobile, with parts cut awav and removed, showing a vanetv of transmitters that can be used in a phased array system FIG 15 is a view similar to FIG 8 showing the occupant's eves and die seat adjusted to place the eyes at a particular vertical position for proper viewing through die windshield and rear view mirror FIG 16 is a view similar to FIG 8 showing an inflated airbag and an arrangement for controlling both the flow of gas into and the flow of gas out of the airbag dunng the crash where die determination is made based on a height sensor located in the headrest and a weight sensor in the seat FIG 1 A is a schematic drawing of the basic embodiment of the adjustment svstem in accordance with the invention FIG 17B is a schematic drawing of another basic embodiment of the adjustment svstem in accordance with the invention DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Refernng to the accompanying drawings wherein like reference numbers designate die same or similar elements. FIG 1 shows a passenger seat 1 to wluch an adjustment apparatus including a seated- state detecting unit according to the present invention mav be applied The seat 1 includes a hoπzontally situated bottom seat portion 2 and a vertically oriented back portion 3 The seat portion 2 is provided widi one or more weight sensors 6 that determine the weight of the object occupying die seat. The coupled portion between the seated portion 2 and the back portion 3 is provided witii a reclimng angle detecting sensor 9 which detects the tilted angle of the back portion 3 relative to the seat portion 2 The seat portion 2 is provided with a seat track position-detecting sensor 10 The seat track position detecting sensor 10 fulfills a role of detecting the quantity of movement of the seat 1 which is moved from a back reference position indicated b\ the dotted chain line The seat 1 mav be the driver seat, the front passenger seat or anv other seat in a motor vehicle as well as other seats in transportation vehicles or seats in non-transportation applications Weight measuring means such as the sensor 6 are associated with the seat, e g . mounted into or below the seat portion 2. for measunng the weight applied onto the seat The weight mav be zero if no occupy ing item is present Sensor 6 mav represent a plurality' of different sensors winch measure die weight applied onto the seat at different portions thereof or for redundancy puφoses. e g , such as by means of an airbag 5 in the seat portion 2 Such sensors mav be in the form of force or pressure sensors which measure the force or pressure on the seat or seat back, displacement measunng sensors wluch measure the displacement of the seat surface or the entire seat such as through the use of strain gages mounted on the seat structural members or other appropπate locations, or systems which convert displacement into a pressure wherein a pressure sensor can be used as a measure of weight A.s shown in FIG 2. there are provided four sets of wave-receiung sensor systems 11-14 mounted within the passenger compartment Each set of sensor systems 11-14 compnses a transmitter and a receπ er w Inch mav be integrated into a single unit or individual components separated from one anodier In dus embodiment, the sensor system 11 is mounted on the upper poruon of the front pilkir, A-Pillar, of the vehicle The sensor system 12 is mounted on the upper poruon of die intermediate pillar, B-Pillar The sensor system 13 is mounted on the roof ceding poruon or the headhner (FIG 2). The sensor system 14 is mounted near die middle of an instrument panel 17 in front of the dnver's seat 16 (FIG. 2) The sensor systems are preferably ultrasonic or electromagnetic Althougii sensor systems 11- 14 are descnbed as being ultrasomc or electromagnetic sensors, the invention is equally applicable for other types of sensors (other than ultrasonic or electromagnetic) hich will detect the presence of an occupant from a distance including Capacitive sensors Also, if the sensor SΛ stems 11-14 are passive infrared sensors, then they may only comprise a wave-receiver The ultrasonic or electromagnetic sensor systems 11-14 are controlled or dnven. one at a time or simultaneously, by an appropnate dnver circuit such as ultrasonic or electromagnetic sensor dnver circuit 18 shown in FIG 3 The transmitters of the ultrasonic or electromagnetic sensor svstems 11-14 transmit respective ultrasonic or electromagnetic waves toward the seat 1 and transmit pulses (see FIG 4(c)) in sequence at times tl. t2. t3 and t4 (t4> t3> t2> tl or simultaneously 11=12=13=141 The reflected waves of the ultrasonic or electromagnetic waves are received bv the receivers ChA-ChD of the ultrasomc or electromagnetic sensors 11-14 The receiver ChA is associated with die ultrasomc or electromagnetic sensor system 13. the receiver CliB is associated with the ultrasonic or electromagnetic sensor system 14, the receiver CliD is associated with die ultrasonic or electromagnetic sensor svstem 11. and die receiver ChD is associated with the ultrasomc or electromagnetic sensor svstem 12 The following discussion will apply to the case where ultrasonic sensors are used althougii a similar discussion can be presented relative to the use of electromagnetic sensors such as active infrared sensors, taking into account the differences in the technologies Also, the following discussion will relate to an embodiment wherein the seat 1 is the front passenger seat FIGS 4(a) and 4(b) show examples of the reflected ultrasonic wa\es USRW that arc received b\ receivers ChA-C D FIG 4(a) shows an example of the reflected wave USRW that is obtained when an adult sits in a normally seated space on the passenger scat 1. while FIG 4(b) shows an example of the reflected wa e USRW that are obtained when an adult sits in a slouching state (one of the abnoπnal seated-states) in the passenger seat 1 In the case of a normally seated passenger, as shown in FIG 2. the location of the ultrasonic sensor svstem 12 is closest to the passenger A Therefore, the reflected ave pulse PI is received earliest after transmission bv the receiver ChD as shown in FIG 4(a). and the widdi of the reflected wave pulse PI is larger Next, the distance from the ultrasonic sensor 13 is closer to the passenger A. so a reflected wave pulse P2 is received earlier by the receiver ChA compared with the remaining reflected wave pulses P3 and P4 Since the reflected wave pauses P3 and P4 take more time than the reflected wave pulses PI and P2 to arnve at the receivers ChC and CliB. the reflected wave pulses P3 and P4 are received as the timings shown in FIG 4(a) More specifically, since it is believed that the distance from die ultrasomc sensor s stem 11 to the passenger A is shghtlv shorter than the distance from the ultrasomc sensor system 14 to the passenger A. the reflected wave pulse P3 is received shghtlv earlier bv the receiver ChC tiian the reflected wave pulse P4 is received bv the receiver CliB In the case where the passenger A is sitting in a slouching state in die passenger seat 1, the distance between the ultrasomc sensor svstem 11 and die passenger A is shonest Therefore, die time from transmission at time t3 to reception is shortest, and the reflected wa e pulse P3 is received by the receiver ChC, as shown m FIG 4(b) Next, the distances between the ultrasomc sensor system 14 and die passenger A becomes shorter, so the reflected wave pulse P4 is received earlier bv die receiver CliB uian the remaining reflected wave pulses P2 and PI When the distance from the ultrasomc sensor system 13 to the passenger A is compared witii that from the ultrasonic sensor svstem 12 to the passenger A. the distance from the ultrasonic sensor svstem 13 to the passenger A becomes shorter so the reflected wave pulse P2 is received bv the receiver ChA first and the reflected wave pulse PI is thus received last by die receiver ChD The configurations of the reflected wave pulses P1-P4 the times diat the reflected wave pulses P1-P4 are received, the sizes of the reflected wave pulses P1-P4 are vaned depending upon the configuration and position of an object such as a passenger situated on the front passenger seat 1 FIGS 4(a) and (b) merelv show examples for the puφose of descnption and therefore it is a matter of course that the present invention is not limited to these examples The outputs of the receivers ChA-CliD as shown in FIG 3. are input to a band pass filter 20 through a multiplex circuit 19 wluch is switched in synchronization with a timing signal from die ultrasomc sensor dnve circuit 18 The band pass filter 20 removes a low frequency wave component from the output signal based on each of the reflected wave USRW and also removes some of die noise The output signal based on each of the reflected wave USRW is passed through the band pass filter 20, then is amplified bv an amplifier 21 The amplifier also removes the high frequencv earner wave component in each of the reflected USRW and generates an envelope wave signal This envelope wave signal is input to an analog/digital converter (ADC) 22 and digitized as measured data The measured data is input to a processing circuit 23 which is controlled bv the timing signal which is in turn output from the ultrasonic sensor d e ci rcuit 18 The processing circuit 23 collects measured data at intervals of 7 ms and 47 data points are generated for each of the ultrasomc sensor svstems 11-14 For each of these reflected waves USRW the initial reflected wave portion Tl and the last reflected wave portion T2 are cut off The reason for this will be described when the training procedure of a neural network circuit is descπbed later, and die descnption is omitted for now With this 32 data points 31 data points 37 data points, and 38 data points will be sampled bv the ultrasonic sensor svstems 11 12 13 and 14 respectively The reason whv the number of data points differs for each of the ultrasonic sensor svstems 11-14 is that die distance from the passenger seat 1 to the ultrasonic sensor systems 11-14 differ from one another Each of the measured data is input to a normalization circuit 24 and normalized The normalized measured data is input to the neural network circuit 25 as wave data The output of the weight sensor(s) 6 is amplified bv an amplifier 26 coupled to the weight sensor(s 6 and the amplified output is input to the analog digital converter 27 The reclimng angle detecting sensor 9 and die seat track position-detecting sensor 10, which each mav compnse a vanable resistor, are connected to constant-current circuits, respectively A constant-current is supplied from die constant-current circuit to the reclimng angle detecting sensor 9. and the reclimng angle detecting sensor 9 converts a change in the resistance value on the tilt of die back portion 3 to a specific voltage. This output voltage is input to an analog/digital converter 28 as angle data, i.e . representative of die angle between the back portion 3 and the seat portion 2. Similarly, a constant current is supplied from the constant-current circuit to die seat track position detecting sensor 10 and die seat track position detecting sensor 10 converts a change in the resistance value based on die track position of the seat portion 2 to a specific voltage. This output voltage is input to an analog/digital converter 29 as seat track data. Thus, die outputs of the reclining angle-detecting sensor 9 and the seat track position-detecting sensor 10 are input to the analog digital converters 28 and 29, respectively Each digital data value from the ADCs 28.29 is input to the neural network circuit 25 Although die digitized data of the weight sensor(s) 6 is input to the neural network circuit 25. the output of the amplifier 26 is also input to a companson circuit The comparison circuit, which is incoφorated in the gate circuit algonthm. determines whether or not the weight of an object on the passenger seat 1 is more than a predetermined weight, such as 60 lbs., for example When the weight is more titan 60 lbs., die companson circuit outputs a logic 1 to the gate circuit to be described later When the weight of die object is less than 60 lbs . a logic 0 is output to the gate circuit A heartbeat sensor 31 is arranged to detect a heart beat, and die magmtude diereof. of a human occupant of the seat, if such a human occupant is present The output of the heart beat sensor 31 is input to the neural network circuit 25 The heartbeat sensor 31 may be of the type as disclosed in McEwan (U.S Patent Nos 5.573.012 and 5.766,208 which are included herein in their entirety by reference) The heartbeat sensor 31 can be positioned at anv convenient position relative the seat 1 where occupancy is being monitored A preferred location is within the vehicle seatback A capacitive sensor 32 is arranged to detect the presence of an occupung item on the seat i and the output thereof is input to the neural network circuit 25 Capacitor sensors appropriate for this function are disclosed in Kitlnl (U S Patent No 5.602.734 which is included herein by reference) Capacitive sensors can in general be mounted at locations 11-14 in FIG 2 A motion sensor 33 is arranged to detect motion of an occupying item on the seat 1 and die output thereof is input to the neural network circuit 25 Motion sensors can utilize a micro-power impulse radar (MIR) svstem as disclosed, for example, in McEwan (U S Patent No 5.361.070. wluch is included herein by reference), as well as many other patents by the same inventor Motion sensing is accomplished by monitonng a particular range from the sensor as disclosed in that patent. MIR is one form of radar which has applicability to occupant sensing and can be mounted at locations such as 11-14 in FIG 2 It has an advantage over ultrasonic sensors in that data can be acquired at a higher speed and thus die motion of an occupant can be more easily tracked The ability to obtain returns over die entire occupancy range is somewhat more difficult than with ultrasound resulting in a more expensive system overall MIR has additional advantages in lack of sensitivity to temperature variation and has a comparable resolution to about 40 kHz ultrasound Resolution comparable to higher frequency is feasible but has not been demonstrated Additionally, multiple MIR sensors can be used when high speed tracking of the motion of an occupant dunng a crash is required since tiiey can be individually pulsed without mterfeπng with each through time division multiplexing The neural network circuit 25 recogmzes the seated-state of a passenger A by training as descnbed in several books on Neural Networks referenced in the above referenced patents and patent applications Then, after training die seated-state of the passenger A and developing the neural network weights, the svstem is tested The training procedure and the test procedure of the neural network circuit 25 will hereafter be descnbed with a flowchart shown in FIG 6 As diagrammed in FIG 6. die first step is to mount the four sets of ultrasomc sensor sy stems 11- 14, the weight sensor 6, the reclimng angle detecting sensor 9. and die seat track position detecting sensor 10 into a vehicle (step S 1) Next, in order to provide data for the neural network circuit 25 to learn the patterns of seated states, data is recorded for patterns of all possible seated states and a list is maintained recording the seated states for which data was acquired The data from the sensors transducers 6. 9-14 and 31-33. for a particular occupancv of the passenger seat is called a vector (step S 2) It should be pointed out that the use of the reclining angle detecting sensor 9. seat track position detecting sensor 10. heart beat sensor 31. capacitive sensor 32 and motion sensor 33 are not essential to the detecting apparatus and method in accordance with die invention However, each of these sensors, in combination with any one or more of the other sensors would likely enhance die evaluation of the seated-state of the seat For the vectors of data, adults and children each with different postures, states of windows etc within the passenger compartment, and occupied and unoccupied child seats ere selected The selected adults include people with a vanety of different physiques such as fat. lean, small, large, tall, short, and glasses wearing persons The selected children ranged from an infant to a large child (for example, about 14 vear old) In addition, the selected postures include, for example, a sitting state with legs crossed on a seat, a sitting state ith legs on an instrument panel, a sitting state hile reading a newspaper, a book, or a map. a sitting state while holding a cup of coffee, a cellular telephone or a dictation machine, and a slouching state with and without raised knees Furthermore, the selected compartment states include vanations in the seat track position, the window-opening amount, headrest position, and varying positions of a sun-visor Moreover, a multitude of different models of cluld seats are used in die fonvard facing position and. where appropnate. in a rear facing position The range of weights and die corresponding normalized values are as follows Class Weight Range Normalized Value Empty seat 0 to 2 2 lbs 0 to 0 01 Rear Facing Child Seat 2 2 to 60 lbs 001 to 0 27 Fonvard facing Child Seat 2 2 to 60 lbs 001 to 0 27 Normal Position Adult 601bs and greater 0 27 to 1 Obviously, other weight ranges mav also be used in accordance witii die inv enuon and each weight range may be tailored to specific conditions, such as different vehicles Vanous vehicle setups were prepared by a combination of diese vanations and. for in dus embodiment, almost 500,000 or more vectors should be prepared for the patterns to be used as data for the neural network training Next, based on the training data from the reflected waves of the ultrasonic sensor systems 11-14 and die other sensors 6. 31-33. the vector data is collected (step S 3) Next, the reflected waves P1-P4 are modified bv removing the initial reflected waves with a short reflection time from an object (penod Tl in FIG 5) and the last portion of the reflected waves with a long reflection time from an object (penod P2 in FIG. 5) (step S 4) It is believed that die reflected waves with a short reflection time from an object is a due to cross-talk, that is. waves from the transmitters which leaks into each of their associated receivers ChA-CliD It is also believed that the reflected waves with a long reflection time are reflected waves from an object far a av from the passenger seat or from multipath reflections If these two reflected wave portions are used as data, thev will add noise to the training process Therefore, these reflected wave portions are eliminated from the data As shown in FIG 7(a), measured data is normalized bv making die peaks of die reflected wave pulses P1-P4 equal (step S 5) This eliminates the effects of different reflectivities of different objects and people depending on the charactenstics of their surfaces such as their clothing Data from the weight sensor, seat track position sensor and seat reclining angle sensor are also normalized based typically on fixed noπnahzation parameters Therefore, the normalized data from the ultrasonic transducers the seat track position detecting sensor 10. the reclining angle detecting sensor 9. from the weight sensor(s) 6 from the heart beat sensor 31. die capacitive sensor 32 and the motion sensor 33 are input to the neural network circuit 25. and the neural network circuit 25 is then trained on this data More specificall . the neural network circuit 25 adds up the normalized data from the ultrasonic transducers from the seat track position detecting sensor 10. from the reclining angle detecting sensor 9. from the weight sensor(s) 6. from the heart beat sensor 31, from the capacitive sensor 32 and from the motion sensor 33 with each data point multiplied by a associated weight according to the conventional neural network process to detennine correlation function (step S 6) In this embodiment. 144 data points are appropnatelv interconnected at 25 connecting points of layer 1. and each data point is mutually correlated through the neural network traimng and weight determination process The 144 data points consist of 138 measured data points from die ultrasomc transducers, the data (139th) from the seat track position detecting sensor 10. the data (140th) from the reclimng angle detecting sensor 9. the data (141st) from the weight sensor(s) 6. the data (142 nd ) from die heart beat sensor 31. the data (143 rd ) from the capacitive sensor and the data (144 Ul ) from the motion sensor Each of the connecting points of the laver 1 has an appropriate threshold value, and if the sum of measured data exceeds die tiireshold value, each of the connecting points ill output a signal to the connecting points of la er 2 The connecting points of the layer 2 compnses 20 points, and die 25 connecting points of the layer 1 are appropnately interconnected as the connecting points of die layer 2 Similarly, each data is mutually coπelated tiirough the traimng process and weight determination as descnbed above and in die above referenced neural network texts Each of the 20 connecting points of die laver 2 lias an appropπate threshold value, and if the sum of measured data exceeds the threshold value, each of the connecting points ill output a signal to the connecting points of laver 3 The connecting points of the laver 3 compnses 3 points, and the connecting points of the layer 2 are interconnected at the connecting points of the laver 3 so that each data is mutually coπelated as descnbed above If the sum of the outputs of the connecting points of layer 2 exceeds a tiireshold value, the connecting points of the latter 3 will output Logic values (100). (010). and (001) respectivelv The threshold value of each connecting point is detennined bv multiplying weight coefficients and summing up the results in sequence, and the aforementioned traimng process is to determine a weight coefficient Wj so that the threshold value (ai) is a previously detennined output aι=Σ Wj »Xj =1 to N) wherein Wj is the weight coefficient, Xj is the data and N is the number of samples Based on this result of the training, the neural network circuit 25 generates the weights for die coefficients of the correlation function or the algorithm (step S 7) At the time the neural network circuit 25 has learned a suitable number of patterns of the training data the result of the traimng is tested bv the test data In the case ere the rate of correct answers of the seated-state detecting unit based on this test data is unsatisfacto . the neural network circuit is further trained and the test is repeated In this embodiment, the test was performed based on about 600.000 test patterns When die rate of correct test result answers was at about 98%. die traimng as ended The neural network circuit 25 has outputs 25a. 25b and 25c Each of the outputs 25a. 25b and 25c outputs a signal of logic 0 or 1 to a gate circuit or algonthm 30 Based on the signals from the outputs 25a. 25b and 25c. any one of tiiese combination (100), (010) and (001) is obtained In another preferred embodiment, all data for the empty seat was removed from the traimng set and die empty seat case was detennined based on the output of the weight sensor alone This simplifies the neural network and improves its accuracv In this embodiment the output (001) correspond to a vacant seat, a seat occupied by an inanimate object or a seat occupied bv a pet (VACANT), the output (010) coπesponds to a rear facing child seat (RFCS) or an abnormally seated passenger (ASP), and die output (100) coπesponds to a normally seated passenger (NSP) or a forward facing child seat (FFCS). The gate circuit (seated-state evaluation circuit) 30 can be implemented by an electronic circuit or by a computer algorithm by those skilled in the art and the details will not be presented here. The funcdon of the gate circuit 30 is to remove the ambiguity that sometimes results when ultrasonic sensors and seat position sensors alone are used. This ambiguity is that it is sometimes difficult to differentiate between a rear facing child seat (RFCS) and an abnoπnally seated passenger (ASP), or between a normally seated passenger (NSP) and a fonvard facing child seat (FFCS). By the addition of one or more weight sensors in the function of acting as a switch when the weight is above or below 60 lbs., it has been found that this ambiguity can be eliminated. The gate circuit therefore takes into account die output of the neural network and also the weight from the weight sensor(s) as being above or below 60 lbs. and thereby separates the two cases just described and results in five discrete outputs. Thus, the gate circuit 30 fulfills a role of outputting five kinds of seated-state evaluation signals, based on a combination of three kinds of evaluation signals from the neural network 25 and superimposed information from the weight sensor(s). The five seated-state evaluation signals are input to an airbag deployment deteπnining circuit that is part of the airbag system and will not be described here. Naturally, as disclosed in the above reference patents and patent applications, the output of this system can also be used to activate a variety of lights or alarms to indicate to the operator of die vehicle the seated state of the passenger. Naturally, the system that has been here described for die passenger side is also applicable for the most part for the driver side. In this embodiment, although the neural network circuit 25 has been employed as an evaluation circuit, the mapping data of the coefficients of a coπelation function may also be implemented or transfeπed to a microcomputer to constitute the valuation circuit (see Step S 8 in FIG. 6). According to the seated-state detecting unit of the present invention, the identification of a vacant seat (VACANT), a rear facing child seat (RFCS). a fonvard facing child seat (FFCS). a normally seated adult passenger (NSP). an abnormally seated adult passenger (ASP), can be reliably performed. Based on this identification, it is possible to control a component, system or subsystem in the vehicle. For example, a regulation valve which controls the inflation or deflation of an airbag may be controlled based on die evaluated identification of the occupant of the seat. This regulation valve may be of die digital or analog type. A digital regulation valve is one that is in either of two states, open or closed. The control of the flow is then accomplished by varying the time that the valve is open and closed, i.e.. die duty cycle. Moreover, the seated-state detecting unit described above may be used in a component adjustment system and method described below when the presence of a human being occupying die seat is detected. The component adjustment system and methods in accordance with the invention automatically and passively adjust the component based on the moφhology of the occupant of the seat. As noted above, the adjustment system may include the seated-state detecting unit described above so diat it will be activated if the seated-state detecting unit detects that an adult or child occupant is seated on the seat. i.e.. the adjustment system will not operate if the seat is occupied by a cluld seat, pet or lnammate objects. Obviously, the same system can be used for any seat in the vehicle including die dnver seat and the passenger seat(s) This adjustment system may incoφorated the same components as die seated-state detecting unit descnbed above, i.e., die same components may constitute a part of both the seated-state detecting unit and die adjustment system, e.g., the weight measunng means. The adjustment system descnbed herein, altiiough improved over die pnor art, will at best be approximate since two people, even if they are identical in all other respects, may have a different prefeπed driving position or other prefeπed adjusted component location or onentatton A system diat automatically adjusts the component, dierefore. must learn from its eπors Thus, when a new occupant sits in the vehicle, for example, the system automatically estimates the best location of the component for diat occupant and moves the component to that location, assuming it is not already at die best location. If the occupant changes the location, die system must remember that change and incoφorate it into the adjustment the next time that person enters the vehicle and is seated in the same seat Therefore, die system need not make a perfect selection the first time but it must remember the person and the position the component was in for that person The system, therefore, makes one. two or three measurements of moφhological characteristics of the occupant and then adjusts the component based on an algonthm. The occupant will coπect the adjustment and the next time that the system measures the same measurements for those measurement charactenstics, it will set the component to die coπected position. As such, prefeπed components for vvhich the system in accordance with the invention is most useful are those which affect a dnver of the vehicle and relate to the sensory abilities of the dnver. i.e.. die mirrors, die seat, die steenng wheel and steenng column and accelerator, clutch and brake pedals.. The first charactenstic used is a measurement of the height of the occupant from the vehicle seat. This can be done bv a sensor in die ceding of the vehicle but this becomes difficult since, even for the same seat location, the head of the occupant will not be at the same angle with respect to the seat and therefore the angle to a ceiling -mounted sensor is in general unknown at least as long as onlv one ceding mounted sensor is used This problem can be solved if two or three sensors are used as descnbed in more detail below The simplest implementation is to place the sensor in the seat In the "320 patent mentioned above, a rear impact occupant protection apparatus is disclosed which uses sensors mounted vvitiun the headrest This same system can also be used to measure the height of the occupant from die seat and thus, for no additional cost assuming the rear impact occupant protection svstem descnbed in die '320 patent is provided, the first measure of the occupant's moφhology can be aclueved For some applications, this may be sufficient since it is unhkelv that two operators will use the vehicle who have the same height For other implementations, one or more additional measurements are used. Refernng now to FIG 8, an automatic adjustment system for adjusting a seat (wluch is being used onlv as an example of a vehicle component) is shown generally at 100 with a movable headrest 111 and ultrasonic sensor 120 and ultrasonic receiver 121 for measunng the height of the occupant of the seat. Power means such as motors 191. 192. and 193 connected to the seat for moving die base of the seat, control means such as a control circuit or module 150 connected to the motors and a headrest actuation mechanism using servomotors 160 and 170 which mav be servomotors are also illustrated The seat 110 and headrest 111 are shown in phantom Vertical motion of die headrest 111 is accomplished when a signal is sent from control module 150 to servomotor 160 through a wire 131 Servomotor 160 rotates lead screw 162 which engages with a threaded hole in member 164 causing it to move up or down depending on the direction of rotation of the lead screw 162 Headrest support rods 165 and 166 are attached to member 164 and cause the headrest 111 to translate up or down with member 164 In dus manner, the vertical position of the headrest can be controlled as depicted by arrow A-A Ultrasonic transmitter and receiver 120.121 mav be replaced bv other appropπate wave-generating and receiving devices, such as electromagnetic, active infrared transmitters and receivers Wire 132 leads from control module 150 to servomotor 170 which rotates lead screw 172 Lead screw 172 engages with a threaded hole in shaft 173 which is attached to supporting structures within the seat shown in phantom The rotation of lead screw 172 rotates servo motor support 161. upon which servomotor 160 is situated which in turn rotates headrest support rods 165 and 166 in slots 168 and 169 in the seat 110 Rotation of the sen'omotor support 161 is facilitated bv a rod 171 upon which the servo motor support 161 is positioned In tlus manner, the headrest 111 is caused to move in the fore and aft direction as depicted bv arrow B-B Naturallv there are other designs w luch accomplish die same effect in moving the headrest up and down and fore and aft The operation of the system is as follows When an adult or cluld occupant is seated on a seat containing the headrest and control system descnbed above as detennined bv the neural network circuit 25, die ultrasonic transmitter 120 emits ultrasonic energy which reflects off of the head of die occupant and is received bv receiver 121 An electronic circuit in control module 150 contains a microprocessor wluch detennines the distance from the head of the occupant based on the time between the transmission and reception of an ultrasomc pulse Control module 150 mav be within the same microprocessor as neural network circuit 25 or separate therefrom The headrest 111 moves up and down until it finds the top of the head and then the veπical position closest to the head of the occupant and then remains at diat position Based on the time delav between transmission and reception of an ultrasonic pulse, the system can also determine the longitudinal distance from the headrest to the occupant s head Since the head mav not be located preciselv in line with the ultrasonic sensors, or the occupant mav be vveanng a hat. coat with a high collar, or mav have a large hairdo, there mav be some error in dus longitudinal measurement When an occupant sits on seat 110 the headrest 111 moves to find the top of die occupant's head as discussed above This is accomplished using an algonthm and a microprocessor wluch is part of control circuit 150 The headrest 111 then moves to the optimum location for rear impact protection as descnbed in the above referenced '320 patent Once the height of the occupant has been measured, anodier algorithm in the microprocessor in control circuit 150 compares the occupant's measured height widi a table representing the population as a whole and from this table the appropriate positions for die seat coπesponding to the occupant s height is selected For example, if the occupant measured 33 inches from die top of the seat bottom, dus might coπespond to a 85% human, depending on die particular seat and statistical tables of human measurements Careful study of each particular vehicle model provides the data for die table of die location of die seat to properly position the eyes of the occupant within the "eye-ellipse", die steenng wheel within a comfortable reach of the occupant's hands and the pedals within a comfortable reach of the occupant's feet, based on his or her size, etc. Once the proper position has been determined by control circuit 150. signals are sent to motors 191, 192. and 193 to move the seat to that position If dunng some set tune penod after the seat has been positioned, the operator changes these adjustments, the new positions of the seat are stored in association with an occupant height class in a second table within control circuit 150 When die occupant again occupies the seat and his or her height has once again been detennined. the control circuit will find an entry m the second table which takes precedence over the basic, oπgmal table and the seat returns to the adjusted position When the occupant leaves the vehicle, or even when the engine is shut off and the door opened, the seat can be returned to a neutral position which provides for easv entn and exit from the v elude The seat 110 also contains two control switch assemblies 180 and 182 for manually controlling the position of the seat 110 and headrest 111 The seat control switches 180 peπrut the occupant to adjust the position of the seat if he or she is dissatisfied with the position selected by the algondim. The headrest control switches 182 peπrut the occupant to adjust the position of the headrest in die event diat the calculated position is uncomfortably close to or far from the occupant ' s head A woman widi a large hairdo might find that the headrest automatically adjusts so as to contact her hairdo This adjustment she might find annoying and could then position the headrest further from her head For tiiose vehicles wluch have a seat memory system for associating the seat position with a particular occupant, which has been assumed above, the position of the headrest relative to the occupant ' s head could also be recorded Later, w en the occupant enters the vehicle, and the scat automatically adjusts to the recorded preference, the headrest will sim arlv automatical!} adjust (FIG 17B) The height of the occupant, although probably the best initial moφhological characteπstic. may not be sufficient especially for distinguishing one driver from another when thev are approximately the same height A second characteπstic, the occupant ' s weight, can also be readilv detennined from sensors mounted within the seat in a vanety of ways as shown in FIG 9 which is a perspective view of the seat shown in FIG 8 with a displacement or weight sensor 200 shown mounted onto the seat Displacement sensor 200 is supported from supports 202 and 204 Refernng now to FIG 9A. wluch is a view of die apparatus of FIG. 9 taken along line 9A-9A. seat 230 is constructed from a foam layer 232 wluch is supported by a spπng system 234 wluch is in contract with the displacement sensor 200. The displacement sensor 200 compnses an elongate cable 205 retained at one end by support 210 and a displacement sensor 220 situated at an opposite end This displacement sensor 220 can be any of a vanetv of such devices including, but not limited to. a linear rheostat, a linear variable differential transformer (LVDT). a linear vanable capacitor, or any other length measunng device. Alternately, die cable can be replaced widi a spnng and die tension in die spring measured using a strain gage or other force measunng device or the strain in the seat support structure can be measured by appropπately placing strain gages on one or more of die seat supports One seat design is illustrated in FIG 9 Siπular weight measurement systems can be designed for other seat designs Also, some products are available which can approximately measure weight based on pressure measurements made at or near the upper seat surface 236 It should be noted diat die weight measured here will not be the entire weight of die occupant since some of the occupant's weight will be supported bv his or her feet which are resting on the floor or pedals As noted above, the weight mav also be measured bv the weight sensor(s) 6 descnbed above in the seated-state detecting umt As weight is placed on die seat surface 236. it is supported bv spnng 234 wluch deflects downward causing cable 205 of the sensor 200 to begin to stretch axiallv Using a LVDT as an example of length measunng device 220. the cable 205 pulls on rod 221 tending to remove rod 221 from cylinder 223 (FIG 9B) The movement of rod 221 out of cylinder 223 is resisted bv a spring 222 wluch returns the rod 221 into the cylinder 223 when the weight is removed from the seat surface 236 The amount wluch the rod 221 is removed from the cylinder 223 is measured bv the amount of coupling between die windings 226 and 227 of the transformer as is well understood bv those skilled in the art LVDT's are commercially available devices In dus matter, the deflection of the seat can be measured which is a measurement of the weight on the seat The exact relationship between weight and LVDT output is generally determined expeπmentally for this application By use of a combination of weight and height, the driver of the vehicle can m general be positively identified among the class of dnvers who operate the vehicle Thus, when a particular dnver first uses the vehicle, the seat will be automatically adjusted to the proper position If the dnver changes that position within a prescnbed tune period, the new seat position ill be stored in the second table for the particular driver s height and weight When the driver reenters the vehicle and lus or her height and weight are again measured, the seat will go to the location specified in the second table if one exists Odienvise. the location specified in the first table will be used This svstem provides an identification of the driver based on two moφhological charactenstics luch is adequate for most cases As additional features of the vehicle interior identification and inonitonng system descnbed in the above referenced patent applications are implemented, it will be possible to obtain additional moφhological measurements of the dnver which ill provide even greater accuracv in dnver identification Two charactenstics mav not be sufficient to rely on for tiieft and secuπty purposes, however, many other dnver preferences can still be added to seat position with dus level of occupant recogmtion accuracy These include the automatic selection of a prefeπed radio station, vehicle temperature, steenng wheel and steenng column position, etc. One advantage of using only the height and weight is that it avoids the necessity of the seat manufacturer from having to interact with the headhner manufacturer, or other component suppliers, since all of the measunng transducers are in the seat This two characteπstic system is generally sufficient to distinguish drivers that noπnallv dπve a particular vehicle This svstem costs little more dian the memory systems now in use and is passive. 1 e . it does not require action on die part of die occupant after his initial adjustment has been made Instead of measunng die height and weight of die occupant, it is also possible to measure a combination of any two moφhological charactenstics and dunng a traimng phase, denve a relationship between the occupancy of the seat, e.g , adult occupant, cluld occupant, etc . and die data of die two moφhological charactenstic Tlus relationship may be embodied within a neural network so diat dunng use, by measunng the two moφhological charactenstics. the occupancy of the seat can be determined Naturally, there are other methods measunng the height of the driver such as placing the transducers at other locations in the vehicle Some alternatives are shown in FIG 10 wluch is a side plan view wherein two height measunng sensors 320. 321 are shown, sensor 321 being mounted into the headliner above the occupant s head and the other sensor 320 being mounted onto the A-pillar A sensor as used herein is the combination of two transducers (a transmitter and a receiver) or one transducer luch can both transmit and receive The headliner is the tnm w ich provides the inteπor surface to die roof of the vehicle and the A-pillar is the roof-supporting member which is on either side of die windshield and on which the front doors are lunged These transducers mav already be present because of other implementations of the vehicle intenor identification and monitonng system descnbed in the above referenced patent applications In this case, the use of both transducers provides a more accurate determination of location of the head of the dnver Using transducer 321 alone, die exact position of die head is ambiguous since the transducer measures the distance to the head regardless of what direction the head is By knowing the distance from the head to transducer 320. the ambiguity is substantially reduced This argument is of course dependent on the use of ultrasonic transducers Optical transducers using CCD or CMOS arrays are now becoming pπce competitive and. as pointed out in the above referenced patent applications, will be the technology of choice for interior vehicle monitonng A single CCD arrav of 160 bv 160 pixels, for example coupled with the appropπate pattern recognition software. can be used to form an image of the head of an occupant and accuratelv locate the head for the puφoses of dus invention FIG 10 also illustrates a system where the seatbelt 330 has an adjustable upper anchorage point 331 which is automatical!} adjusted by a motor 332 to a location optimized based on the height of the occupant The calculations for this feature and the appropπate control circuitn can also be located in control module 301 or elsewhere if appropriate Manv luxury automobiles todav have the ability to control the angle of the seat back as well as a lumbar support These additional motions of the seat can also be controlled by the seat adjustment system in accordance ith the invention FIG 11 is a view of the seat of FIG. 8 showing motors 481 and 482 for changing the tilt of the seat back and die lumbar support Three motors 482 are used to adjust the lumbar support in tlus implementation The same procedure is used for these additional motions as descnbed for FIG 8 above An initial table is provided based on the optimum positions for vanous segments of the population For example, for some applications the table mav contain a setting value for each five percentile of the population for each of die 6 possible seat motions, fore and aft. up and down, total seat tilt, seat back angle, lumbar position, and headrest position for a total of 120 table entries. The second table similarly would contain the personal preference modified values of die 6 positions desired by a particular driver. In FIG. 8, die ultrasonic transducers 120 and 121 were described as one being a transmitter and the other being a receiver. For some applications, it is desirable to use botii transducers as both transducers and receivers. Similarly, a third combination transmitter and receiver 122 may also be utilized as shown in FIG. 11. This arrangement permits many of the advantages of a phased array system to be achieved. The resolution of a transducer is proportional to the ratio of die wavelength to die diameter of die transmitter. Once three transmitters and receivers are used, the approximate equivalent single transmitter and receiver is one which has a diameter approximately equal to the shortest distance between any pair of transducers. In this case, the equivalent diameter is equal to the distance between transmitter 120 or 121 and 122. This provides far greater resolution and. by controlling the phase between signals sent by the transmitters, the direction of the equivalent ultrasonic beam can be controlled. Thus, die head of die driver can be scanned with great accuracy and a map made of the occupant's head. Using tins technology plus an appropriate pattern recognition algorithm, such as a neural network, an accurate location of the driver's head can be found even when the driver's head is partially obscured by a hat, coat, or hairdo. This also provides at least one other identification moφhological characteristic wluch can be used to further identify the occupant, namely the diameter of the driver ' s head. With a knowledge of the weight of an occupant, additional improvements can be made to automobile and truck seat designs, in particular, the stiffness of the seat can be adjusted so as to provide the same level of comfort for light and for heavy occupants. The damping of occupant motions, which heretofore has been largely neglected, can also be readily adjusted as shown on FIG. 12 which is a view of the seat of FIG. 8 showing one of several possible arrangements for changing the stiffness and die damping of the seat. In the seat bottom 520. there is a container 515. the conventional foam and spring design has been replaced by an inflated rectangular container very much like an air mattress which contains a cylindrical inner container 18 which is filled with an open cell urethane foam. An adjustable orifice 525 connects the two container 515.518 so that air can flow in a controlled manner tiierebetween. The amount of opening of orifice 525 is controlled by control circuit 150. A small air compressor 555 controls the pressure in container 515 under control of the control circuit 150. A pressure transducer 560 monitors the pressure within container 515 and inputs this information into control circuit 150. The operation of the system is as follows. When an occupant sits on the seat, pressure initially builds up in the seat container 515 which gives an accurate measurement of the weight of the occupant. Control circuit 150. using an algoridim and a microprocessor, then detennines an appropriate stiffness for the seat and adds pressure to achieve that stiffness. The pressure equalizes between the two containers 515 and 518 through the flow of air through orifice 525. Control circuit 150 also determines an appropriate damping for the occupant and adjusts the orifice 525 to achieve that damping. As die vehicle travels down the road and die road roughness causes the seat to move up and down, die lnertial force on die seat by the occupant causes the air pressure to πse and fall in container 518 and also, but, much less so. in container 515 since die occupant sits mainly above container 518 and container 515 is much larger than container 518 The major deflection in the seat takes place first m container 518 which pressunzes and transfers air to container 515 through orifice 525 The size of the orifice opening determines die flow rate between the two containers and therefore the damping of die motion of die occupant Since this opening is controlled bv control circuit 150. the amount of damping can tiiereby also be controlled Thus, in this simple structure, both the stiffness and damping can be controlled to optimize the seat for a particular dnver Naturally, if the dnver does not like the settings made by control circuit 150. he or she can change diem to provide a stiffer or softer πde The stiffness of a seat is die change in force divided by the change in deflection Tlus is important for manv reasons, one of wluch is that it controls the natural vibration frequency of die seat occupant combination It is important that this be different from the frequencv of vibrations which are transmitted to the seat from the vehicle in order to minimize the up and down motions of die occupant The damping is a force wluch opposes the motion of the occupant and which is dependent on die velocity of relative motion between the occupant and the seat bottom It thus removes energy and numimzes the oscillaton motion of the occupant These factors are especially important in trucks where die vibratory motions of the dnver ' s seat, and tiius the driver, have caused many senous back mjimes among truck dnvers In an automobile, there is an approximately fixed vertical distance between die optimum location of the occupant's eyes and die location of the pedals The distant from a dπver ' s eyes to his or her feet, on the other hand, is not the same for all people An individual dnver now compensates for this discrepancy bv moving the seat and bv changing the angle between his or hers legs and body For both small and large drivers, tlus discrepancy cannot be fullv compensated for and as a result, their eyes are not appropπatelv placed A similar problem exists with the steering wheel To help coπect these problems, the pedals and steering column should be movable as illustrated in FIG 13 wluch is a plan view similar to that of FIG 10 showing a driver and driver seat with an automatical adjustable steering column and pedal svstem which is adjusted based on the moφhology of the driver In FIG 13. a motor 650 is connected to and controls die position of the steenng column and another motor 660 is connected to and controls the position of the pedals Both motors 650.660 are coupled to and controlled by control circuit 150 wherein now the basic table of settings includes values for both the pedals and steenng column locations As vanous parts of the vehicle inteπor identification and monitonng system descnbed in die above reference patent applications are implemented, a vanety of transmitting and receiving transducers will be present in the vehicle passenger compartment If several of these transducers are ultrasonic transmitters and receivers, thev can be operated in a phased aπay manner, as descnbed above for the headrest, to permit precise distance measurements and mapping of the components of die passenger compartment T is is illustrated in FIG 14 which is a perspective view of the inteπor of die passenger compartment showing a vanety of transmitters and receivers. 700-706 wluch can be used in a phased array system In addition, information can be transmitted between die transducers using coded signals in a ultrasomc network through the vehicle compartment airspace If one of these sensors is an optical CCD or CMOS array, the location of the dnver' s eyes can be accuratelv determined and die results sent to the seat ultrasonically Obviously, many other possibilities exist The eye ellipse discussed above is illustrated at 810 in FIG 15, wluch is a view similar to FIG 1, showing the occupant's eves and die seat adjusted to place the eves at a particular vertical position for proper viewing through the windslueld and rear view minor Manv svstems are now under development to improve vehicle safety and dnving ease For example, right vision svstems are being tested which project an enhanced image of the road ahead of the vehicle onto the windslueld in a heads-up display" The main problem with the systems now being tested is that the projected image does not precisely overlap the image as seen through the windshield This parallax causes confusion in the dnver and can onlv be corrected if the location of the driver s eves is accuratelv known One method of solving this problem is to use the passive seat adjustment svstem descnbed herein to place the occupant s eves at the optimum location as descnbed above Once this has been accomplished in addition to solving die parallax problem, the eves are properly located with respect to the rear view lmπor 820 and little if any adjustment is required in order for the dnver to have the proper view of what is behind the vehicle Several svstems are in development for determining the location of an occupant and modifying the deployment of the airbag based of his or her position These svstems are called "smart airbags" The passive seat control system in accordance with this invention can also be used for this puφose as illustrated in FIG 16 This figure is a view similar to FIG 1 showing an inflated airbag 900 and an arrangement for controlling both the flow of gas into and out of the airbag dunng a crash The determination is made based on height sensors 120 121 and 122 located in the headrest, a weight sensor 200 in the seat and the location of the seat luch is known bv control circuit 150 (See FIGS 8 9 and A) Other smart airbags svstems relv onlv on the position of the occupant determined from vanous position sensors using ultrasonics or optical sensors The weight sensor coupled with the height sensor and the occupant s velocity relative to the vehicle, as determined bv the occupant position sensors, provides information as to the amount of energy wluch the airbag will need to absorb during the impact of the occupant with the airbag This, along with the location of the occupant relative to the airbag. is then used to detennine the amount of gas which is to be injected into the airbag dunng deployment and the size of the exit orifices which control the rate of energy dissipation as the occupant is interacting with the airbag dunng the crash For example, if an occupant is particularly heavy then it is desirable to increase the amount of gas, and dius the initial pressure, in the airbag to accommodate the larger force which will be required to arrest the relative motion of the occupant Also, the size of the exit oπfices should be reduced, since there ill be a larger pressure tending to force the gas out of the oπfices. in order to prevent the bag from bottoming out before the occupant s relative velocity is aπested Simdarlv for a small occupant the initial pressure would be reduced and die size of die exit orifices increased If. on the other hand, die occupant is already close to die airbag then the amount of gas injected into the airbag needs to be reduced There are many ways of varying the amount of gas injected into die airbag some of which are covered in die patent literature and include, for example, lnflators where die amount of gas generated and the rate of generation is controllable For example, in a particular hybnd mflator manufactured by the Allied Signal Coφoration, two pyrotechnic charges are available to heat the stored gas in die mflator Either or both of the pyrotechnic charges can be ignited and the timing between the ignitions can be controlled to significantly vary the rate of gas flow to the airbag The flow of gas out of the airbag is traditionally done through fixed diameter oπfices placed in the bag fabnc Some attempts have been made to provide a measure of control through such measures as blowout patches applied to the exteπor of the airbag Other svstems were disclosed in U S Patent application 07/541.464 filed 2/9/89. now abandoned FIG 16 A illustrates schematically an mflator 910 generating gas to fill airbag 900 through control valve 920 The flow of gas out of airbag 900 is controlled bv exit control valve 930 The valve 930 can be implemented in many different ways including for example, a motor operated valve located adjacent the mflator and in fluid communication widi die airbag or a digital flow control valve as discussed above When control circuit 150 determines the size and weight of the occupant, die seat position and the relative velocity of the occupant, it then determines the appropπate opemng for the exit valve 930. which is coupled to die control circuit 150 A signal is then sent from control circuit 150 to the motor controlling this valve wluch provides the proper opening In a like manner, other parameters can also be adjusted, such as the direction of die airbag, by properly positioning the angle and location of the steenng wheel relative to the dnver If seatbelt pretensioners are used, the amount of tension in the seatbelt or the force at which the seatbelt spools out. for the case of force limners could also be adjusted based on the occupant moφhological charactenstics detennined bv the svstem of this invention Once the moφhology of the driver and the seat position is known, manv other objects in die vehicle can be automaticallv adjusted to conform to the occupant An automatically adjustable seat annrest. a cup holder, the cellular phone, or anv other objects with wluch the driver interacts can be now moved to accommodate the driver This is in addition to the personal preference items such as die radio station, temperature, etc discussed above Once the svstem of this invention is implemented, additional features become possible such as a seat hich automatically makes slight adjustments to help alleviate fatigue or to account for a change of position of the dnver in the seat, or a seat which automatically changes position slighdy based on die time of day Many people prefer to sit more upπght when dnving at night, for example Other similar improvements based on a knowledge of the occupant oφhology will now become obvious to those skilled in the art Although several preferred embodiments are illustrated and descnbed above, diere are otiier possible combinations using different sensors which measure either the same or different moφhological charactenstics. such as knee position, of an occupant to accomplish the same or similar goals as those descnbed herein There are also numerous additional applications in addition to those descnbed above This invention is not limited to die above embodiments and should be determined bv die following claims It should be mentioned diat die adjustment svstem may be used in conjunction witii each vehicle seat In dus case, if a seat is determined to be unoccupied, then the processor means mav be designed to adjust the seat for the benefit of other occupants 1 e , if a front passenger side seat is unoccupied but the rear passenger side seat is occupied, dien adjustment svstem might adjust the front seat for die benefit of the rear-seated passenger, e g , move the seat base fonvard

Claims: CLAIMS 1 An adjustment system for adjusting a component of a vehicle based on occupancy of a seat, compπsing at least one wave sensors for receiving waves from an area of die seat in die passenger compartment and generating an output representative of the reflected waves received by said at least one wave sensor, weight measurement means associated with the seat for measunng the weight applied onto die seat and generating an output representative of the measured weight applied onto the seat. adjustment means arranged in connection with the component for adjusting the component, and processor means for receiving the outputs from said at least one vvav e sensor and said weight measunng means and evaluating die seated-state of the seat based thereon and based at least on die evaluation of the seated-state of the seat, directing said adjustment means to adjust the component 2 The svstem of claim 1, wherein said at least one wave sensor is structured and arranged to transmit waves into the passenger compartment toward the seat 3 The system of claim 1. wherein said at least one wave sensor is an ultrasomc sensor structured and aπanged to receive ultrasonic waves 4 The system of claim 1, wherein said at least one wave sensor is an electromagnetic sensor structured and aπanged to receive electromagnetic waves 5 The svstem of claim 1. wherein the component is at least one of a backrest of a seat and a bottom portion of a seat 6 The sv stem of claim 1 w herein the component is a rear v lew mirror, a driver side mirror, a passenger side mirror, a steering column a steering wheel an accelerator pedal, a clutch pedal, a brake pedal or a v alve for regulating the flow of gas into or out of an airbag 7 The system of claim 1. wherein said processor means compnse a microcomputer into luch a function correlating the outputs from said at least one wave sensor and said weight measunng means and die seated-state of the seat is mcoφorated 8 The system of claim 1. wherein said processor means compnse a neural network circuit wluch generates a function correlating the outputs from said at least one wave sensor and said weight measunng means and the seated-state of the seat and executes the function using the outputs from said at least one wave sensor and said weight measunng means as input to detennine the seated-state of the seat 9 The system of claim 1. further compπsing a seat track position detecting sensor for determining die position of a seat track of the seat and generating an output representative of the position of die seat track of the seat, said processor means receiving die outputs from said at least one wave sensor, said weight measunng means and said seat track position sensor and evaluating die seated-state of die seat based diereon 10 The system of claim 1. further compπsing a reclining angle detecting sensor for determining the reclining angle of die seat back and generating an output representative of the reclined angle of the seat back, said processor means receiving the outputs from said at least one wave sensor, said weight measuring means and said reclimng angle detecting sensor and evaluating the seated-state of the seat based thereon. 11 The svstem of claim 1. further compπsing a heart beat sensor for detecting die heart beat of the occupant and generating an output representative thereof, said processor means receiving die outputs from said at least one wave sensor, said weight measunng means and said heart beat sensor and evaluating the seated-state of the seat based thereon 12 The system of claim 1, further compnsing a capacitive sensor arranged in connection with the seat for detecting the presence of the occupant and generating an output representative of the presence of the occupant, said processor means receiving the outputs from said at least one wave sensor, said weight measunng means and said capacitive sensor and evaluating the seated-state of die seat based diereon. 13 The svstem of claim 1. further comprising a motion sensor for detecting movement of the occupant and generating an output representative thereof, said processor means receiving the outputs from said at least one wave sensor, said weight measuring means and said motion sensor and evaluating the seated-state of the seat based thereon 14 The system of claim 1. further compnsing companson means for compaπng the output of said weight measuring means witii a reference value, said weight measunng means compπsing a sensor structured and arranged to identify an adult and a child based on the comparison of die measured weight with the reference value 15 The system of claim 1. wherein said processor means direct said adjustment means to adjust the component based on the output of said weight measunng means representative of die measured weight applied onto the seat 16 The svstem of claim 15. further compπsing height measunng means for measunng the height of the occupant of die seat from the seat, said processor means being coupled to said height measunng means and directing said height measunng means to measure the height of die occupant from the seat if the occupant is determined to be unrestrained by a child seat, said processor means further being aπanged to direct said adjustment means to adjust die component based on die output of said height measunng means and on die output of said weight measunng means representative of the measured weight applied onto die seat 17 The system of claim 1. further compnsing height measunng means for measunng the height of the occupant of the seat from die seat, said processor means being coupled to said height measunng means and directing said height measunng means to measure the height of die occupant from the seat if the occupant is determined to be unrestrained bv a child seat, said processor means further being aπanged to direct said adjustment means to adjust the component based on die output of said height measuring means 18 The svstem of claim 17 wherein said seat further compnses a headrest, said height- measuπng means being attached to or at least partially incoφorated within said headrest 19 The system of claim 17. wherein the vehicle has a headliner and said height measunng means are attached to said headliner 20 The system of claim 17 wherein the vehicle has a roof including support pillars and said height measunng means are attached to at least one of said support pillars 21 The svstem of claim 1. wherein said weight measuring means are attached to the seat 22 A method for adjusting a component of a vehicle based on occupancy of a seat, compnsing the steps of receiving reflected waves from an area of the seat in the passenger compartment and generating an output representative of the received reflected waves. measunng the weight applied onto the seat and generating an output representative of die measured weight applied onto the seat. evaluating the seated-state of the seat based on the outputs representative of the received reflected waves and the measured weight applied onto the seat, and moving the component based on the evaluation of the seated-state tiiereof 23 The method of claim 22. wherein the step of evaluating the seated-state of the seat compnses the steps of generating a function coπelating the outputs representative of die received reflected waves and die measured weight and die seated-state of the seat, and incoφorating die coπelation function into a microcomputer. 24. The method of claim 22. wherein the step of evaluating die seated-state of die seat compnses the steps of: generating a function coπelating the outputs representative of the received reflected waves and the measured weight and the seated-state of the seat in a neural network circuit, and executing the function using the outputs representative of the received reflected waves and die measured weight as input into the neural network circuit. 25 The method of claim 22. further compπsing the steps of detennining the position of a seat track of the seat and generating an output representative of the position of the seat track of the seat, and evaluating the seated-state of the seat based on the outputs representative of the received reflected waves and the measured weight and the determined position of the seat track. 26. The method of claim 22. further compnsing the steps of: determining the reclining angle of the seat and generating an output representative of the reclined angle of the seat, and evaluating the seated-state of the seat based on the outputs representative of die received reflected aves and the measured weight and the determined reclining angle of the seat 27 The method of claim 22. further comprising the steps of comparing the output representative of the measured weight with a reference value, and identifying an adult and a child based on the comparison of the measured weight with the reference value 28 In a motor vehicle having a passenger compartment including a seat, at least one component each adjustable by an occupant of the seat . and respective control means for controlling adjustment of the at least one component, an automatic adjustment system compnsing. first measurement means for measunng a first moφhological characteπstic of the occupant and generating a first signal based on said first measured moφhological characteristic. second measurement means for measunng a second moφhological charactenstic of the occupant different than said first moφhological charactenstic and generating a second signal based on said second measured moφhological charactenstic, and a processor for detennining an optimum position or operation of the at least one component for the occupant based on said first and second measured moφhological charactenstics, said processor providing a control signal to said respective control means to adjust the at least one component to the optimum position or to provide die optimum operation 29 The system of claim 28. wherein the component is at least one of a backrest of a seat and a bottom portion of a seat and said processor determines an optimum position thereof. 30 The system of claim 28. wherein the component is a rear view mirror, a dnver side mirror, a passenger side mirror, a steenng column, a steering wheel, an accelerator pedal, a clutch pedal or a brake pedal and said processor determines an optimum position thereof 31 The system of claim 28. wherein the component is a valve for regulating die flow of gas into or out of an airbag and said processor determines optimum operation thereof 32 The svstem of claim 28 wherein the first and second moφhological charactenstics are each selected from a group consisting of the weight of the occupant, the height of the occupant from a bottom of the seat, the length of the occupant s arms, the length of the occupant s legs and die inclination of die occupant's back relative to the seat 33 In a motor vehicle having a passenger compartment including a seat, at least one component each adjustable by an occupant of the seat, and respective control means for controlling adjustment of the at least one component, a method for automatically adjustment die component compπsing the steps of measunng a first moφhological charactenstic of the occupant and generating a first signal based on said first measured moφhological characteristic. measunng a second moφhological characteπstic of the occupant different than said first moφhological characteristic and generating a second signal based on said second measured moφhological characteristic. detennining an optimum position or operation of the at least one component for die occupant based on said first and second measured moφhological charactenstics. and providing a control signal to said respective control means to adjust the at least one component to die detennined optimum position or to provide the optimum operation 34 The method of claim 33. wherein the component is at least one of a backrest of a seat and a bottom portion of a seat that is adjusted by said control means to the optimum position 35 The method of claim 33. wherein the component is a rear view mirror, a dnver side mirror, a passenger side mirror, a steenng column, a steering wheel, an accelerator pedal, a clutch pedal or a brake pedal which is adjusted by said control means to the optimum position 36 The method of claim 33. wherein the component is a valve for regulating the flow of gas into or out of an airbag that is adjusted bv said control means to provide the optimum operation thereof 37 The mediod of claim 33. further compnsing the step of selecting the first and second moφhological charactenstics from a group consisting of the weight of the occupant, the height of the occupant from a bottom of the seat, the length of the occupant's arms, the length of the occupant's legs and the inclination of the occupant's back relative to die seat 38 A seated-state detecting unit for determining the occupancy of a seat in a passenger compartment of a vehicle, compπsing a plurality of wave sensors for transmitting waves into the passenger compartment toward die seat, receiving reflected waves from die passenger compartment and generating an output representative of the reflected waves received bv said wave sensors a weight measunng means associated with the seat for measuring the weight applied onto die seat and generating an output representative of the measured weight applied onto the seat, and processor means for receiving the outputs from said wave sensors and said weight measunng means and evaluating the seated-state of the seat based thereon 39 The seated-state detecting unit of claim 38 wherein said processor means compnse a microcomputer into which a function coπelating the outputs from said wave sensors and said weight measunng means and the seated-state of the seat is incoφorated 40 The seated-state detecting unit of claim 38 wherein said processor means compnse a neural network circuit which generates a function correlating the outputs from said wave sensors and said weight measunng means and the seated-state of the seat and executes the function using the outputs from said wave sensors and said weight measunng means as input to determine the seated-state of the seat 41 The seated-state detecting unit of claim 38 further compnsing a seat track position detecting sensor for detennining the position of a seat track of the seat and generating an output representativ e of the position of the seat track of the seat, said processor means receiving the outputs from said wave sensors and said weight measunng means and said seat track position sensor and evaluating die sealed-state of the seat based diereon 42 The seated-state detecting unit of claim 38 further compπsing a reclimng angle detecting sensor for detennining the reclining angle of the seat back and generating an output representativ e of the reclined angle of the seat back, said processor means receiv mg the outputs from said wave sensors and said weight measunng means and said reclimng angle detecting sensor and evaluating the seated-state of die seat based diereon 43 The seated-state detecting unit of claim 38, further compnsing companson means for comparing die output of said weight measunng means with a reference value, said weight measuring means compnsing a sensor structured and arranged to identify an adult and a child based on die companson of the measured weight with die reference value 44 The seated-state detecting unit of claim 38. wherein said wave sensors are ultrasomc sensors structured and arranged to transmit and receive ultrasonic waves 45 A seated-state detecting umt for determining the occupancy of a seat in a passenger compartment of a vehicle, compπsing a plurality of wave sensors for transmitting waves into the passenger compartment toward die seat, receiving reflected waves from die passenger compartment and generating an output representative of the reflected waves received bv said sensors. a weight measunng means associated with the seat for measunng the weight applied onto the seat and generating an output representative of the measured weight applied onto the seat, a seated track position detecting sensor for determining the position of a seat track of die seat and generating an output representative of the position of the seat track of the seat. a reclining angle detecting sensor for determining the reclining angle of the seat and generating an output representative of the reclined angle of the seat, and a neural network circuit for receiving the outputs of said wave sensors said weight measunng means said seat track position detecting sensor and said reclining angle detecting sensor and evaluating at least three kinds of seated-states based on said outputs 46 The seated-state detecting unit of claim 45 wherein said at least three kinds of seated- states include a first state of a normally seated passenger or a fonvard facing child seat, a second state of an abnoπnallv seated passenger or a rear facing child seat, and a third state of a vacant seat, and wherein said neural network circuit outputs evaluation signals wluch evaluate said first state, said second state, and said third state 47 Tlie seated-state detecting umt of claim 46, further compnsing companson means for compaπng the output of said weight measunng means witii a reference value and generating a comparison signal, and a gate circuit to which said evaluation signals from said neural network circuit and the companson signal from said companson means are input, wherein said gate circuit outputs signals which evaluate five kinds of seated-states 48 The seated-state detecting unit of claim 47 wherein said five kinds of seated-states are a normally seated passenger, a forward facing child seat, an abnormally seated passenger, a rear facing child seat and a vacant seat 49 The seated-state detecting umt of claim 45. wherein the outputs of said wave sensors, said weight measunng means, said seat track position detecting sensor, and said reclimng angle detecting sensor are input to a neural network circuit, and said neural network circuit generates a function correlating the outputs from said wave sensors, said weight measunng means, said seat track position detecting sensor and said reclimng angle detecting sensor and the seated-state of the seat based on traimng 50 The seated-state detecting umt of claim 49 wherein said coπelation function is implemented in a microcomputer 51 The seated-state detecting unit of claim 49 wherein an initial reflected wave portion and a last reflected wave portion are removed from each of the reflected waves received bv said wave sensors pπor to generating the output therefrom representative of the reflected waves 52 The seated-state detecting unit of claim 49. wherein said neural network circuit generates said correlation function by performing a weighting process based on die output from said wave sensors, said weight measuring means, said seat track position detecting sensor and said reclimng angle detecting sensor 53 The seated-state detecting unit of claim 45 wherein said wave sensors are ultrasonic sensors structured and arranged to transmit and receive ultrasonic waves 54 A method for determining the occupancy of a seat in a passenger compartment of a vehicle, comprising the steps of transmitting waves into the passenger compartment toward the seat. receiving reflected waves from the passenger compartment and generating an output representative of the received reflected waves. measunng the weight applied onto the seat and generating an output representative of the measured weight applied onto the seat; and evaluating the seated-state of die seat based on the outputs representative of die received reflected vvav es and the measured weight 55 The method of claim 54 wherein the step of evaluating the seated-state of die seat compnses the steps of generating a function correlating the outputs representative of the received reflected waves and die measured weight and die seated-state of the seat, and incoφorating the coπelation function into a microcomputer 56 Tlie method of claim 54, wherein die step of evaluating the seated-state of die seat compnses die steps of generating a function coπelating the outputs representative of the received reflected waves and the measured weight and the seated-state of the seat in a neural network circuit, and executing the function using the outputs representative of the received reflected waves and die measured weight as input into the neural network circuit 57 The method of claim 54. further compπsing the steps of deteπ mng the position of a seat track of the seat and generating an output representative of the position of the seat track of the seat, and evaluating the seated-state of the seat based on the outputs representative of the received reflected waves and the measured weight and the determined position of the seat track 58 The method of claim 54 further comprising the steps of determining the reclimng angle of the seat and generating an output representative of the reclined angle of the seat, and evaluating the seated-state of the seat based on the outputs representative of the received reflected waves and the measured weight and the determined reclining angle of the seat 59 The method of claim 54 further comprising the steps of comparing the output representative of the measured weight with a reference value, and identifying an adult and a child based on the companson of the measured weight with the reference v alue

Inventors: BREED DAVID S, DUVALL WILBUR E, MORIN JEFFREY L, BREED, DAVID, S., DUVALL, WILBUR, E., MORIN, JEFFREY, L.
Applicants: AUTOMOTIVE TECH INT, AUTOMOTIVE TECHNOLOGIES INTERNATIONAL, INC.
Application year: 1998
Main classification: B60N2
IPC codes: B60N2, B60R21, B60R22, G01G19, G01S15