Abstract:
A mounting system for a control module in a vehicle comprises a housing with a flange formed with an opening adapted to receive a fastener for securing the housing to the vehicle. A crack initiator causes a crack to occur in the flange or the housing and thus reduces bending of the housing during a side impact collision causing lateral forces. Preferably, an attachment bolt extends through the opening into the vehicle and the flange forms a C-shape around the opening to allow lateral forces during the side impact collision to force the attachment bolt to slide out of the opening. Preferably, electronic components in the module include an event data recorder for recording data about the vehicle collision and relaying the data after the collision, a communications system for calling for assistance and a controller for cutting off the vehicle fuel supply.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of Invention 
     The present invention pertains to the field of electronic control module mounting systems designed to protect electronic controls mounted within a control module of a vehicle when the vehicle is in a collision, particularly when the vehicle is subjected to a side impact. 
     2. Background of the Invention 
     Various electronic control systems are used in automotive vehicles. The control systems may relate to all aspects of vehicle control. Transmission control systems, for example, have numerous sensors that are connected by wires to one or more control modules. The transmission control modules are also connected to actuators within the transmission so that the control modules are able to control the transmission based on various sensed parameters obtained from the sensors. The sensed parameters relevant to transmission control typically include driver demand from a throttle sensor, engine speed through an engine speed sensor, etc. The transmission control modules then cause the transmission to shift between various speed ratios as the vehicle is driven. Other control modules include a fuel control module and an engine control module for regulating a fuel pump and an engine respectively. Typically, the different types of control modules will communicate with each other. For example, the transmission control module preferably signals the engine control module to reduce power during certain speed ratio shifts and the engine control module signals the fuel control module to provide more or less fuel based on the needs of the engine. 
     Yet another type of control module is a restraint crash control module, which is involved with controlling activation of seat belts and airbags during a crash. The restrain crash module receives information from sensors and determined if the vehicle is in a collision. An event data recorder, often referred to as a “black box”, is another type of control module. This module records data during a collision and preserves the data for later retrieval. The functions of the event data recorder may be performed by a stand-alone control module or incorporated into another control module, such as the restrain crash module. 
     While the different types of control modules serve different and sometimes overlapping functions, each module is usually provided with a housing that is mounted to a structural member of the motor vehicle. Within the housing each module preferably has one or more printed circuit boards supporting electronic components that preform the tasks required of the control module. Additionally, control module housings are provided with connectors for wiring that provide communication to sensors, actuators and other control modules. In the past, control modules did not have to function after a collision. Throughout a collision event, control of restraint systems, such as airbag deployment or seatbelt control, is important for the safety of passengers. However, the systems did not need to function after the collision. 
     Government regulations now require vehicle crash data to be recorded during the collision and retrievable at a later time after the collision. Additional regulatory requirements specify that the control system for the vehicle call emergency responders by, for example, calling 911, both to request assistance and transmit data to emergency responders regarding details of the collision until the control system receives confirmation that the request has been received. Also, the control system must cut the fuel supply when a collision is sensed. Furthermore, the control module performing these functions must still be able to function after severe side impacts. A standard test for such side impacts is described in Federal Motor Vehicle Safety Standard 214, “Side Impact Protection” (promulgated by the United States Department of Transportation, National Highway Traffic Safety Administration and hereinafter referred to as FMVSS 214). FMVSS 214 describes the details of severe side impacts used to test vehicles including details of a 20 mile per hour side impact into a pole. 
     Such severe side impacts will usually destroy the functionality of existing control modules. Even when modules are mounted in relatively protected areas of the vehicle, the modules are often destroyed. A conventionally mounted control module placed on the center tunnel of a vehicle between the front seats will survive long enough to control deployment of restraint devices but still will not meet the new government regulatory requirements. As the tunnel or other mounting surface deforms, the housing of the control module also deforms, thus damaging the circuit boards and other electronic components of the module and rendering the module inoperable, thereby being incapable of meeting the new government requirements. 
     As can be seen by the above discussion, there exists a need for a mounting system allowing for an electronic control module to survive a severe vehicle side impact collision and still be able to record data that can be retrieved later, send a distress signal until the control module receives confirmation that the signal has been received, and send a signal to the fuel control module to cut off the fuel supply. 
     SUMMARY OF THE INVENTION 
     A mounting system for a control module in a vehicle comprises a housing with a central cavity. Electrical components are located in the cavity. A flange extends from the housing and is formed with an opening adapted to receive a fastener, such as an attachment bolt for securing the housing to the vehicle. The flange forms a C-shape around the opening to allow lateral forces during the side impact collision to force the attachment bolt to slide out of the opening. In order to further protect the electrical components, a crack initiator can be provided which causes a crack to occur in the flange or the housing and thus reduces bending of the housing due to lateral forces developed during a side impact collision. The crack initiator is preferably established by a V-shaped slot oriented relative to the vehicle to produce a crack when subject to the lateral forces, with the crack causing the flange to break away from the housing during the collision of the vehicle. The crack initiator extends generally parallel to the longitudinal axis of the vehicle. 
     The housing includes a front wall, a back wall and side walls extending between the front wall and back wall. An electrical connector is mounted on the back wall. The flange is attached to one sidewall with a reinforcing fin or gusset. The crack initiator is positioned to propagate a crack through the reinforcing fin. Optionally, there are two additional flanges extending from the other side wall with two crack initiators per flange, specifically with a crack initiator located on each side of a respective bolt opening. Preferably, the electronic components include an event data recorder for recording data about the vehicle collision and relaying the data after the collision, a communications system for calling 911 for assistance and a module for cutting off the vehicle fuel supply. 
     Additional objects, features and advantages of the invention will become more readily apparent from the following detailed discussion of preferred embodiments wherein like reference numerals refer to corresponding parts in the several views. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a diagram showing a vehicle incorporating a control module mounted in accordance with the invention; 
         FIG. 2  is a top isometric view of a control module incorporating a mounting system with C-shaped mounting flanges in accordance with a first preferred embodiment of the invention; 
         FIG. 3  is cross-sectional view of the control module shown in  FIG. 2  taken along the line  3 - 3 ; 
         FIG. 4  is a bottom isometric view of a control module incorporating a mounting system in accordance with mounting flanges having crack initiators in accordance with a second preferred embodiment of the invention; and 
         FIG. 5  is an isometric view of the control module of  FIG. 4  mounted to a vehicle showing damage caused by a side impact collision. 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     With initial reference to  FIG. 1 , there is shown an automotive vehicle  10  having a body  11  and an engine  12  with a battery  15 . Power from engine  12  is transmitted to a transmission  18 , then to the other portions of a powertrain  20  and eventually to drive wheels  22 . Vehicle  10  is shown as a rear wheel drive vehicle but any type of powertrain arrangement, including front wheel or all wheel drive systems, could be employed. In addition, although engine  12  is shown as an internal combustion engine, other types of drive arrangements, including hybrid drive systems, could be utilized. A controller  25  is connected to engine  12  and transmission  18  by communication lines  27  and  28  respectively. Controller  25  uses inputs from several sources to obtain information used to control engine  12  and transmission  18 . A seat belt sensor  40  determines if a seat belt  41  is buckled or unbuckled and is also connected to controller  25  through a communication line  42 . An airbag  43  is connected to controller  25  through communication line  44 . An ignition switch  47  and a brake sensor  48  are connected to controller  25  through lines  50  and  51  respectively. Controller  25  is able to control engine  25  in response to different events that occur when automotive vehicle  10  is operating. For example, controller  25  is able to control fuel being supplied to engine  12 . 
     Controller  25  is shown schematically as a box. However, controller  25  is preferably formed from different modules. One such module is a crash restraint module  55  designed to control the deployment of airbag  43  and operation of seat belt  41  during a collision. Crash restraint module  55  preferably is mounted in a relatively secure area of vehicle  10 , such as between a driver&#39;s seat  60  and a passenger&#39;s seat  61  on what is commonly referred to as a tunnel  70 . Tunnel  70  is preferably formed of sheet metal and extends in a longitudinal direction  71  along vehicle  10  above powertrain  20 . Since crash restraint module  55  is designed to perform various tasks when vehicle  10  is in a collision, crash restraint module  55  is placed in a secure area and designed to survive the forces developed due to the collision. A communication line  75  in vehicle  10  enables crash restraint module  55  to communication with other systems in vehicle  10  such as the airbag  43 , seat belt  41  and the fuel supply to engine  12 . Preferably, crash restraint module  55  is also connected to a communication device  90  such as a radio or telephone so that crash restraint module  55  can broadcast an emergency signal during a collision. 
     With reference to  FIGS. 2 and 3 , depicted are enlarged views of crash restraint control module  55  incorporating a mounting system  115  that allows module  55  to be protectably attached to vehicle  10 . Module  110  has an outer housing  120  preferably made from a relatively strong material such as aluminum or steel. Outer housing  120  is generally box-shaped and provided with front  121 , back  122 , top  124 , bottom  126 , and both left and right side walls  127  and  128  surrounding an inner cavity  130  for containing various electronic components  135 . More specifically, crash restraint module  55  is provided with a printed circuit board  140  supporting electronic components  135 . Electronic components  135  include a central processing unit  150  connected to a memory unit  152  and an other electronic unit  154 . Central processing unit  150  is also connected to a set of externally spaced electrical connectors  160 . Connectors  160  are attached to communication line  75  as described above and provided along back wall  122  where connectors  160  are well protected from lateral forces and do not interfere with mounting system  115 . Right side wall  128  is provided with longitudinally spaced mounting flanges  170 ,  172  which extend flush with bottom wall  126 . Mounting flanges  170 ,  172  are reinforced with gussets  182 ,  184 ,  186  and  188  that extend upward along right side wall  128 . Two gussets  182 ,  184 ,  186  and  188  are provided for each mounting flange  170 ,  172 . Each flange  170 ,  172  is provided with a central opening  190 ,  192  adapted to receive a fastener, such as an attachment bolt  195 ,  196 . Preferably, left side wall  127  also includes an attachment bolt  198  and an associated flange  199 . Bolts  195 ,  196 ,  198  are not only utilized to mount housing  120 , but can also function to ground electronic components  150 ,  152 ,  154 . 
     One of the main causes of damage to circuit board  140  and electronic components  150 ,  152  and  154  is deformation of housing  120 . During a collision, the sheet metal of tunnel  70  can be bent and crushed. If housing  120  is securely attached to the sheet metal of tunnel  70  in a conventional manner then housing  120  would deform along with the sheet metal of tunnel  70  which, in turn, would cause damage to the electronic components. To counter this problem, each flange  170 ,  172 ,  199  is specifically configured to be C-shaped, thereby allowing each flange  170 ,  172 ,  199  and its respective bolt  195 ,  196 ,  198  to separate when vehicle  10  is subject to large lateral forces that deform tunnel  70 . 
     More specifically with particular reference to  FIG. 2 , module  55  has three flanges, with two flanges  170 ,  172  along right side wall  128  and one flange  199  on a corner portion of left side wall  127 . The forces present in a side impact crash will tend to force the bolts  195 ,  196 ,  198  laterally toward or away from the side walls  127 ,  128 . Since each opening  190 ,  192  in a respective C-shaped flange  170 ,  172  is aligned with the relative motion of the bolts  195 ,  196 ,  198 , the bolts  195 ,  196  or  198  on one side of module  55  will be able to readily separate from the flanges  170 ,  172  or  199  during a side impact. For example, bolts  195 ,  196  can readily separate from flanges  170 ,  172  while bolt  198  will continue to be retained in flange  199  to retain housing  55  on tunnel  70  without damaging housing  55  or electronic components  150 ,  152 ,  154  found therein. In order to enable this bolt release function to occur, the bolts  195 ,  196 ,  198  can be tightened to a predetermined torque or upon respective sleeves (not shown) arranged in the openings  190 ,  192  to control the force applied by the bolts  195 ,  196 ,  198  to the flanges  170 ,  172 ,  199 . 
     Turning now to  FIGS. 4 and 5  there is shown a module  55 ′ incorporating a mounting system  115 ′ in accordance with a second preferred embodiment of the invention wherein like reference numerals refer to corresponding parts when compared to the embodiment of  FIGS. 1-3 . The overall structure of module  55 ′ is the same as that shown the first preferred embodiment but with some distinct differences in the mounting system. Therefore, a discussion of the overall structure of module  55 ′ and mounting system  115 ′ will not be provided. Instead, the differences between modules  55 ,  55 ′ will be discussed below. In accordance with this embodiment, module  55 ′ is provided with flanges  170 ′,  172 ′,  199 ′ which not C-shaped but rather have central holes  190 ′  192 ′,  197 ′ to receive a respective attachment bolt  195 ,  196  (only two bolts being shown). With this arrangement, the attachment bolts  190 ′,  192 ′ will not detach from flanges  170 ′,  172 ′ during a collision. Instead, crack initiators  201 ,  202 ,  203 ,  204  are provided near holes  190 ′,  192 ′,  197 ′ on bottom wall  126  of module  55 ′. Crack initiators  201 ,  202 ,  203 ,  204  are placed at a base of each flange  170 ′,  172 ′ at positions laterally spaced from side wall  128  and under a respective gusset  182 ,  184 ,  186 ,  188 . Preferably, each crack initiator  201 / 204  takes the form of a longitudinal slot having a V-shape, as exemplified by the V-shape of initiator  204  having side walls  210 ,  211 . With this construction, crack initiators  201 - 204  are strategically positioned and shaped to initiate a crack  250  along a respective gusset  182 ,  184 ,  186 ,  188 . 
     More specifically, with particular reference to  FIG. 5 , a significant side impact to body  11  of vehicle  10  will cause tunnel  70  to deform, such as shown at  260 . Based on this exemplary side impact, flange  172 ′ will be subject to lateral forces from attachment bolt  196 . As a weakened portion is established through the provisions of crack initiator  204 , flange  172 ′ will be caused to strategically crack from bottom wall  126  through gusset  188  in order to partially or completely separate flange  172 ′ from housing  55 ′. Therefore, based on this side impact, housing  55 ′ will only be held in place by remaining bolts  196 ,  198 . Most importantly, housing  55 ′ is isolated from the deformation of the sheet metal  260  on tunnel  70  and thus electronic components  150 ,  152 ,  154  are protected so as to remain grounded and connected to communication device  90 . In particular, it has been found that electronic components  150 ,  152 ,  154  will remain functional at least through a 20 mph side impact crash into a pole or other side impacting object, including another vehicle. In addition, as wiring connection  160  is attached to back wall  122 , this arrangement to minimizes possible damage and twisting loads involved with communication line  75  from a collision. 
     Based on the above, it should be readily apparent that the mounting systems of the invention control the dynamic interaction between the restraint control module housing and the tunnel. In each embodiment disclosed, at least one bolt will remain attached to restrain the crash module after a collision and the electronic components will remain grounded and connected to the communication device. As the crash module retains information and functions as an event data recorder, it is important that the module not only survive the collision, but at least portions of the module stay in contact as long as possible with the tunnel during side impact, as well as frontal, rear and rollover accidents. However, in connection with the side impacts wherein the module is not as well protected from other energy absorption structure of the vehicle, a controlled lateral breakaway of at least one of the attachment flanges is assured, thereby removing undesired loading stresses from the remaining attachment flange(s) and protecting restrain control module from being pulled with tunnel deformation. In this manner, the information will be retrievable after the collision. Also, the module will still operate to call for assistance after a collision and preferably continues to call until confirmation that a distress call has been received. Furthermore, since the control module is connected to the engine, the fuel supply can be advantageous cut off when a collision has been detected. 
     Although described with reference to preferred embodiments of the invention, it should be readily understood that various changes and/or modifications could be made to the invention without departing from the spirit thereof In particular, although the C-shaped flange and the crack initiator arrangements have been separately described in detail, it should be recognized that these two aspects of the invention can be used in combination such that direct lateral forces will cause the mounting bolts to shift relative to the flanges, but any significant twisting forces will cause the respective flange to crack. In general, the invention is only intended to be limited by the scope of the following claims.