ULTRASONIC VEHICLE OCCUPANT POSITION SENSING SYSTEM

Abstract: A vehicle occupant position sensing system (10) has a transmitter (12) for generating a pulse modulated transmitter signal. A receiver (14) having a relatively low Q factor receives a reflection of the transmitter signal. A controller (16) is responsive to the receipt of the reflected signal and generates an indication of the distance between a vehicle occupant and the transmitter.

Description: ULTRASONIC VEHICLE OCCUPANT POSITION SENSING SYSTEM The present invention relates to a vehicle occupant position sensing system and more particularly to an ultrasonic position sensing system. Ultrasonic sensors have been used for proximity or distance measurement. These devices typically transmit a short burst of ultrasonic sound toward a target which reflects the sound back to the sensor. The system then measures the time for the echo to return to the sensor and computes the distance to the target using the speed of sound in the medium. In the context of a vehicle safety restraint system this medium is air. To accurately use the echo as a measurement of distance, various environmental and operating parameters need to be taken into account or chosen carefully. As an example, the speed of sound in air will vary as a function of temperature. It is also known that the wavelength of sound changes as a function of both speed of sound and the frequency. There are also various attenuation factors such as the reduction of the amplitude of the sound wave due to humidity. Other factors in inaccuracies will enter the system due to background noise. The present invention provides vehicle occupant position sensing system as set forth in appended claim 1 that will operate adequately in an acoustically and mechanically noisy environment such as the environment that will be found within the passenger compartment of a vehicle Brief Description of the Drawings FIG. 1 shows a typical ultrasonic distance measuring system. FIG. 2 shows an ultrasonic transmitter. FIG. 3 shows various system waveforms. FIG. 4 shows an ultrasonic receiver. FIG. 5 shows other system waveforms FIG. 6 illustrates a data threshold. FIG. 7 shows data point collected by the system. FIG. 8 is a block diagram illustrating the operation of one embodiment of the invention. Detailed Description of the Invention The ultrasonic vehicle occupant position sensor will be used in what is called a "smart" vehicle occupant restraint system. "Smart" systems are intended to control safety restraint devices, such as airbags, during a crash to provide more protection to the vehicle occupant. Typically when a crash occurs, a control device receives a signal originating from a crash sensor indicating that a crash has occurred. Various sensors positioned about the passenger compartment are utilized to define the size and position of a vehicle occupant and these parameters are used by the controller to determine how best to operate the safety restraint devices. One of the critical elements in a smart vehicle occupant restraint system is the capability to determine accurately the position of a vehicle occupant relative to an airbag door, that is, the location of the non- deployed airbag. FIG. 1 shows a typical vehicle occupant position sensing system 10. The system includes a transmitter 12 and a receiver 14. The transmitter and receiver are controlled by a control unit 16 which is used to activate the transmitter, receive the echo or reflected signal and calculate the vehicle occupant's position. The transmitter 12 and the receiver are analogous to a speaker and microphone found in many acoustic systems. One physical device or sensor can operate as both a transmitter and receiver or separate components can be used. In general, the transmitter will generate an ultrasonic pulse or burst of pulses 18 at or centered about a predetermined frequency fO, typically about 40 kHz. The duration of the transmitted signal is shown as Tl . This signal, as graphically illustrated in FIG. 1, will strike the vehicle occupant 20 and its echo or the reflection 22 will be reflected back during interval T2 , toward the receiver 14. This signal, as graphically illustrated in FIG. 1, will strike the vehicle occupant 20 and its echo or the reflection 22 will be reflected back toward the receiver 14. The receiver senses or collects the reflected signal 22 and communicates it to the control unit 16. The control unit determines the time differential between transmission and reception of the reflected signal and calculates the distance between the vehicle occupant and the transmitter/receiver unit. The control unit may include means for compensating for environmental factors, which effect the speed of sound such as temperature and humidity. FIG. 1 also shows a weight sensor 28 positioned below the vehicle occupant such as within a seat cushion (which is not shown) . This weight sensor is representative of other sensors that may be used to provide information about the vehicle occupant. FIG. 2 illustrates a typical ultrasonic transmitter 12. The transmitter includes a sinusoidal oscillator 32 operating a frequency fO, a pulse generator 34, multiplier circuit 36, an amplifier 38 and a piezoelectric transducer 40. Other transducers such as magnetostrictive may be substituted. The output of the multiplier 36 is a pulse-modulated signal (line 3, FIG. 3) resulting from multiplying the sinusoidal signal 32a (line 1, FIG. 3) and the pulsed signal 34a (line 2, FIG. 3) emanating from the sinusoidal oscillator and pulse generator respectively. The pulse-modulated signal 36a is appropriately modified by the amplifier 38, if used. It is this signal which excites the transducer 40. The output of the transducer will vary slightly from the pulse modulated wave form and depend upon its physical characteristics as discussed below and is shown in line 4, FIG. 3. In general, the pulse modulated wave 36a and the output of the transmitter are waveforms which have period equal to Tl + T2. In the present invention the total period of the transmitted signal Tl and the echo T2 is approximately 5 - 20 milliseconds, and Tl is about 250 microseconds and T2 is approximately 5 milliseconds. The pulse modulation permits the ultrasonic wave to be broadcast during a first duration or period Tl . The transmitter is essentially turned off during the second duration or period T2. T2 is also referred to as the listening time of the receiver 14. In a preferred embodiment both the transmitter 12 and the receiver 14 use piezoelectric transducers. Further, the transmitter is physically turned off during period T2 to reduce mechanical and electrical interference between the transmitter and the receiver. FIG. 4 illustrates the receiver 14 of the present invention. The receiver preferably comprises a low- cost electromechanical, piezoelectric transducer 60, the output of which is received by a band pass filter 62. Of course, any suitable transducers may be substituted for the piezoelectric transducer 60. The output of the band pass filter 62 is communicated to an amplifier 64 which feeds an envelope detector 66. The output of the envelope detector is fed to an analog-to-digital converter 68 and then to the control unit 16. Any of the filter 62, the amplifier 64, the detector 66 and the converter 68 can also be part of the control unit 16. The transducers 40, 60 can be identical and one transducer can be used as both the transmitting element and the receiving element. Both the electromechanical transmitting transducer 40 and the electromechanical receiving transducer 60 oscillate or are forced to oscillate at determinable frequencies. Oscillatory systems, whether electrical or mechanical, can be described by a Q factor. This factor is often called "quality factor." In other contexts it is called the "sharpness of resonance." The higher the Q value of a circuit or a transducer, the lower the driving power levels, energy or force needed to excite and drive the transducer. The piezoelectric transducer 40 will oscillate at a predefined frequency or band of frequencies dependent on the Q- factor. With regard to the transmitting transducer 40 its Q-factor can be high or low, each approach has its inherent benefits and detriments. However, with regard the receiving transducer 60 of the present invention, it is preferable that it be characterized as a low Q element. If the transducer 60 is designed to be a high Q element, then any noise such as resulting from a high slew rate modulation in the passenger compartment will cause the transducer to oscillate. High slew rate noise can be characterized as broadband noise. This type of noise can arise for example, by turning the radio on and off at full power to the speaker. This oscillation may induce error in the determination or calculation of the distance d, between the airbag (the location of the transducer 40) and the vehicle occupant. This noise can result from mechanical or electrical sources and may be transmitted by conduction or radiated through the air. Spurious excitation may also arise because of the cross coupling between the transmitter and receiver. Mechanical or electrical components with a very high Q factor are extremely oscillatory and are susceptible to being excited by unwanted signals or signal components. While a high Q transmitter is usable with the present invention a lower Q transmitter is preferred. With reference to line 4 of FIG. 3, there is shown a relatively low Q transmitter 12 (transducer 40) . With a high Q transducer 40 the transducer may continue to resonate even after the transmitter is turned off. This resonance extends into period T2 , that is, the listening time of the receiver 14. This oscillation may be sensed by the receiver 14 and identified by the control unit 16 as a valid reflected signal indicative of however, an incorrect position. In the present invention the receiving element 60 is also characterized by a low Q factor. Based upon testing it has been found that adequate receiver response can be characterized by a Q of less than 5, with, a Q of approximately 1 being preferable, however a receiving element with a Q of about 20 is acceptable. The receiving element 60 will convert mechanical sound energy to electrical energy. Implicitly, the low Q factor means that the frequency response of the receiving transducer will be broadband centered about the transmission frequency fO. As such the power or magnitude associated with the frequencies on either side of the center or design frequency fO are relatively attenuated. The broadband electrical signal emanating from the acoustic transducer or receiver is filtered by the band pass filter 62. In the present invention the band pass filter is a narrow band filter centered at the transmitted frequency fO. In this manner, the band pass filter 62 attenuates noise or other signals that are not centered about the transmitted frequency fO. The filtered signal is amplified 64 and passed to an envelope detection circuit 66 , the output 8Oof which is shown on line 1 of FIG. 5. The output of the A/D converter 68 is a digital value which corresponds to the output of the envelope detector. In the present invention, the A/D converter samples the analog input signal at a clocking rate determined by the control unit 16. The sampling speed in the illustrated embodiment is about 5 - 20 microseconds, which may correspond to the internal clock of the control unit 16 which will yield between about a plurality of data points in the interval T2 (of course dependent upon the duration of this interval) . This data is used to calculate the position 82bof the vehicle occupant as shown on line 2 of FIG. 5. Included within this burst of data received in the interval T2 is information defining the distance of the vehicle occupant to the datum (such as the location of the receiver 14. In one embodiment the present invention uses the first data point (or data cluster) that exceeds a defined threshold as the measure of vehicle occupant distance. Each data point (or data cluster) is tested against a threshold, the time Tc corresponding the first data point or cluster which is above the threshold is stored and used as a measure of the distance as illustrated in equation (1) below. d = (Vs * Tc) l_ (1) where d is the distance to the vehicle occupant from the transmitter 12, Vs is the speed of the sound (as adjusted for temperature and humidity) . The above threshold can be a constant, a band or a variable as described below. FIG. 6 shows a variable threshold 90. The horizontal axis is time (which is also inherently position) and the vertical axis is signal magnitude. The magnitude of the threshold, in this embodiment, decreases with time, this is, the time Tc, to receive the echo or reflected signal (which is equatable to the distance to the vehicle occupant) . This variation relates to the fact that the reflected signal or echo will be stronger, i.e. a high magnitude, if the vehicle occupant is positioned close to the transmitter 12 and receiver 14 and that any effect of dispersion or beam angle of the transmitted ultrasonic wave 18 and reflected wave 22 and any attenuation or variation of the speed of the transmitted signal are low. Consequently if a valid signal were detected at, for example, time Tc = tl the magnitude of the signal would exceed a large value as the vehicle occupant is in close proximity to the transmitter 12. If however, the reflected signal were received at, for example, a time Tc = t2 , where t2 is a longer duration than tl, the magnitude of the received signal would be correspondingly reduced. As such a variable threshold, such as 90 is chosen which requires the received signals to exceed a larger threshold, if received in a small time increment. The variable threshold is also reduced to account for the expected attenuation of magnitude of the reflected signals that take' longer to be received (and which correspond to larger measured vehicle occupant distances) . As mentioned above a fixed threshold can be used such as indicated by numeral 94. The threshold, rather being a line as shown can be an area between upper and lower thresholds 90, 90a. The threshold can be linear or curved and chosen based on the characteristics of the particular transmitter and receiver. As the sensing environment is less than ideal the present invention contemplates a further filtering of the data received by the control unit 16.. Rather than testing for the first data point that is above the threshold the control unit 16 stores cluster of data to generate a moving average such as defined in equation (2) below: Aavg =(tn + tn-1 + tn-2 +tn-3 +tn-4 + tn-5 + tn-6 + tn-7)/8 (2) In the embodiment shown each cluster of data averages eight successive bits of data received from the A/D converter. The average can be calculated using any number of data points such as for example, n = 2 through 7. The control unit 16 will store the time Tc when the running average Aavg , for the data cluster at time Tc, exceeds the threshold either variable or constant threshold and use this time as a measure of the distance to the vehicle occupant per equation (1) above . FIG. 7 illustrates a plurality of data that has been received by a respective sensing device. This data or rather data points D(l) through D(ll), in the preferred embodiment, are generally received at constant periodic time intervals. A visual inspection of FIG. 7 will lead to a possible conclusion that data points D(5) and D(8) may be representative of a transient occurrence since these data points deviate dramatically from the trend established by the prior data points. It is also an object of the present invention to eliminate data that may have been generated by such transient events. These transient events may arise because of electrical or mechanical noise or some other source of signal corruption. In the context of a vehicle occupant position sensor, or system, which attempts to determine the position of the vehicle occupant's upper torso relative to the position of the transmitter, such as 12, transient data may arise. For example, if the vehicle occupant momentarily places his or her arm, a book, a piece of paper, etc. between the chest and the transmitter transient data will arise. Transient signals may also arise in the measurement of the vehicle occupant's weight or in the output of any sensor. FIG. 7 represents a system 10 which samples sensor output signal (such generated by the receiver 14) or weight sensor 28 at defined, though relatively small, periods, such as 5ms. The control unit 16 monitors each new data point and compares the new data point to the prior data point or points. If the magnitude of change of this new data point exceeds a permitted bound (± ) , this new data point will be discarded and replaced with a substitute data point. The value of this substituted data point will be based upon previous data received and collected by the control unit 16. As an example, if the absolute value of the new data point such as D(5) exceeds the magnitude of an older data point (or points) such as D(4) ± , the "new" data point D(5) is discarded and replaced with a substitute new data point D' (5) . The substituted value of this data point D' (5) may be a) equated to the value of the previous data point D(4) or alternatively, b) the substitute data point such as D' (5) may be equated to a running average of a number of the prior data points. One example of this running average is: Davg = (D4 + D3 + D4)/3. Running averages using more or less data points can be substituted. FIG. 8 is a flow diagram of the running average aspect of the invention. Data is collected and stored (block 100) . If the data is originally received in analog form, it is first digitized. The stored data will at least be the current or new value of measured data D (n) and the immediate prior value D(n-l) . If for example, the invention utilizes the running average calculation described above, additional prior data points are stored. The magnitude or value of the most current data point D(n) is compared to the value of the data point just immediately received, that is D(n-l) (block 102). If the value of the new and prior data points (block 104) are equal, the new data point is considered a valid data point (block 106) . If, however, the new and old data points are not equal, the new data is tested to see whether or not it exceeds a high threshold level determined by D (n) + (block 108) and is then tested to see if the new data point exceeds a low threshold (block 110) of D(n) - . If the new data point exceeds the upper and/or lower thresholds, this data point (such as D(5) in the above example) is discarded and replaced by a substitute data point D' (n) (block 112) . This substitute data point is now used, in subsequent calculations, as the "old" data point in block 102. Beginning again with block 106 and as mentioned above, if the new data point D (n) is a valid data point it is stored to be used in subsequent calculations as the old data point. This step of storing is represented by repeating block 102. In addition, the new data value or data point established in block 106 is used to calculate the substitute value D' (n) (block 114) to be used in conjunction with the newest data point (block 112) during the subsequent computational cycle. Alternatively, a root-mean- square calculation or median calculation can be used. Finally, the new data point achieved in block 106 is used to calculate the high and low threshold to be used to test the newest (or next) data point. In the context of a vehicle occupant sensing system, the value of , defining the threshold, is chosen based upon empirical data which provides a basis for determining how fast a vehicle occupant's torso or arm can move during a crash. In the context of the present invention, is chosen as 12.7mm/5ms. Physically this limit would mean that a part of the vehicle occupant would be moving at a speed in excess of 2,540 cm per second that is not realizable in a typical vehicular crash. Other values that are representative of the maximum level of vehicle occupant motion under various crash scenarios can be substituted. This technique of insuring the quality of the data collected can be used to ensure the data quality of the output of any sensor. In the context of a weight sensor the vehicle occupant will vary the output of the sensor as he slowly moves voluntarily about the seat, and is moved relative to the seat during a vehicular crash. The appropriate threshold value , for use with a weight (or other) sensor is also determined by experimentation.

Claims: CLAIMS 1. A vehicle occupant position determining system (10) comprising: a transmitter (12) for generating a pulse modulated transmitted signal; and a receiver (14) for receiving a reflection of the transmitted signal, the receiver means having a relatively low Q factor. 2. The vehicle occupant position sensing system defined in Claim 1 further including a controller (16) that is responsive to the receipt of the reflected signal and generates an indication of the distance between a vehicle occupant the transmitter (12) . 3. The vehicle occupant position sensing system defined in Claim 1 or 2 wherein the transmitter and the receiver are provided by a single device. 4. The vehicle occupant position sensing system defined in any of the preceding claims wherein the transmitter (12) also has a relatively low Q factor. 5. The vehicle occupant position sensing system defined in any of the preceding claims wherein the Q factor of the receiver (14) is 1 Q 20. 6. The vehicle occupant position sensing system defined in Claim 4 or 5 wherein the Q factor of the transmitter (12) is 1 Q 20. 7. The vehicle occupant position sensing system defined in Claim 2 wherein the transmitter (12) includes an electric to acoustic transducer. 8. The vehicle occupant position sensing system defined in Claim 2 wherein the receiver (14) includes an acoustic to electric transducer (60) of relative low Q factor, a narrow band filter (62) for filtering the output of the transducer. 9. The vehicle occupant position sensing system as defined in any of the preceding claims wherein the transmitter (12) includes means for generating a pulse modulated signal during a first time period Tl and having a dwell or off period substantial equal to a duration T2.

Inventors: BLACKBURN BRIAN K, BURLEY EDWARD, FRECH HENRY D, GENTRY SCOTT B, LOTITO JAMES C, MAZUR JOSEPH F, MURAD MOHANNAD F, BLACKBURN, BRIAN, K., BURLEY, EDWARD, FRECH, HENRY, D., GENTRY, SCOTT, B., LOTITO, JAMES, C., MAZUR, JOSEPH, F., MURAD, MOHANNAD, F.
Applicants: BREED AUTOMOTIVE TECH, BREED AUTOMOTIVE TECHNOLOGY, INC.
Application year: 2000
Main classification: B60R21
IPC codes: B60R21, G01S7, G01S15