WO2000009368A1

WO2000009368A1 - Programmable automatic locking retractor having a high 'g' override

Info

Publication number: WO2000009368A1
Application number: PCT/US1999/018018
Authority: WO
Inventors: Matthew J. Knox
Original assignee: Autoliv Asp, Inc.
Priority date: 1998-08-13
Filing date: 1999-08-13
Publication date: 2000-02-24

Abstract

A system for controlling, coordinating and optimizing the operation of primary and supplemental restraints in vehicle occupant safety systems is described. This system includes an improved programmable locking retractor (108), a variety of sensors (204, 205, 206, 207), a control module (201) and a high 'g' override capability (603). The improved programmable locking retractor employs a sensor in communication with control module (201), which in turn is in communication with supplemental restraints, such as air bags (604), pretensioners (605) and curtains (607). The control module (201) is adapted to make deployment decisions based on sensor inputs and to provide such restraint features as emergency locking, automatic locking, lock dwell, sensor tuning, and built-in diagnostics.

Description

PROGRAMMABLE AUTOMATIC LOCKING RETRACTOR HAVING A HIGH "G" OVERRIDE

Background of the Invention

Field of the Invention. This invention relates to automobile passenger restraints. More specifically, this invention relates to automatic locking retractors for seat belt mechanisms which are integrated into a programmable system which coordinates the functioning of the retractor with other passenger restraints, such as air bags, curtains, pre-tensioners and the like. Moreover, this invention relates to seat belt retractors whose function is controlled based upon receiving certain inputs including the occurrence of a high "g" condition.

Description of Related Art. Automobile occupant restraints, including seat belts, airbags and belt tensioners are important well-known components of automobile safety systems. When a vehicle experiences sudden deceleration, a vehicle occupant using a seat belt system imposes a force against the seat belt webbing with his or her body. The force of the occupant's body urges the spool on which the webbing is wound to rotate in the withdrawal direction. A retractor is a device, which includes a mechanism for blocking the rotation of the spool in the withdrawal direction in response to sudden vehicle deceleration. Thus, the blocking mechanism prevents further withdrawal of the belt webbing from the retractor, thereby restraining the forward movement of the vehicle occupant . Generally such restraints are categorized as either primary or supplemental restraints. Typically primary restraints include occupant seat belts and associated components, while supplemental restraints include control pretensioners, frontal airbags, side airbags, and inflatable curtains. Historically, primary restraints functioned independent of the supplemental restraints, thereby creating an open loop safety control system, which can result in inefficient and sometimes dangerous conditions. Also, primary restraints have previously operated without consideration as to particular occupant situation. For example, such variables as belt displacement, seat position, seat back angle, weight, belt usage, high "g", and vehicle tilt have typically been ignored in providing the retraction function of the primary restraint. A wide variety of restraints for vehicle occupants have been suggested in prior U.S. Patents, including the following U.S. Patents: 3,610,361 3,632,058 3,679,152 3,679,228 3,682,412 3,770,225 3,771,814 3,777,840 3,781,034 3,795,411 3,798,731 3,838,832 3,893,703 3,897,082 3,901,459 3,985,314 3,990,651 4,042,277 4,071,204 4,082,236 4,101,091 4,103,842 4,116,295 4,123,013 4,130,298 4,170,329 4,189,109 4,198,011 4,244,600 4,245,856 4,248,456 4,303,208 4,309,001 4,313,622 4,384,735 4,427,164 4,434,953 4,437,623 4,447,017 4,447,018 4,483,494 4,492,348 4,518,132 4,537,365 4,555,075 4,600,164 4,655,312 4,708,364 4,738,413 4,738,485 4,765,558 4,856,728 4,871,190 4,925,123 4,940,193 4,946,196 4,966,394 5,119,999 5,211,423 5,289,987 5,301,893 5,358,192 5,364,129 5,364,169 5,372,328 5,451,009 5,484,190 5,501,293 5,511,739 5,522,619 5,529,259 5,529,381 5,549,356 5,558,370 5,568,941 5,570,932 5,607,118 5,613,647 5,618,006 5,626,203 5,626,306 5,687,925 5,716,097 each of which is recommended to the reader for background information and is incorporated by reference in its entirety for the material contained therein.

U.S. Patent No. 3,610,361 describes an emergency- locking seatbelt retractor having a solenoid-operated, spring-biased lock connected to the vehicle's electrical system to automatically unlock the retractor when the ignition circuit is energized and to automatically lock the retractor in response to various abnormal vehicle operating conditions.

U.S. Patent No. 3,632,058 describes a safety seat belt retractor having means for locking the reel against rotation in the direction in which the belt is extended in response to a predetermined extension rate. U.S. Patent No. 3,679,152 describes a motor vehicle shoulder strap retracting device for use with an inertia responsive belt element-locking device.

U.S. Patent No. 3,679,228 describes a vehicle occupant restraint apparatus including a shoulder strap having a connector on the free end thereof adapted to be engaged with a floor-mounted connector so as to be positioned diagonally across the upper torso of an occupant, and being secured within a spring biased retraction device supported by an outer wall of the vehicle and a stowing clip also supported on the vehicle outer wall so that the shoulder strap may be stowed in an out-of-the- way position when not in use.

U.S. Patent Mo. 3,682,412 describes a safety restraint system for use in a vehicle having a seat with a backrest through which an occupant is restrained during emergency conditions. The disclosed system includes a shoulder or chest belt mounted at one end to a retraction device permitting protraction of the belt to a first length so that it may be connected to a restraint element and disposed diagonally across the upper torso of the occupant. U.S. Patent No. 3,770,225 describes safety seat- belt retractors made with roller pawl means having the free-run direction in the belt retracting direction of the retractor and means biasing the rollers of the pawl means against movement into the no-run position, e.g., where the rollers are moved outwardly by a cam for the no-run position, a coiled spring ring biases the rollers inwardly against their outward movement into the no-run or locking position .

U.S. Patent No. 3,771,814 describes a safety restraint system for use in a vehicle, such as an automobile, which includes a lap strap which in the active position circumscribes the lap of an occupant on a vehicle seat the outboard end of the strap being connected to a retractor.

U.S. Patent No. 3,777,840 describes a door mounted seat belt retracting and locking unit, one belt end being secured to an anchor plug lockable in a translatable, cable-guiding anchor bracket by a vacuum bellows actuated latch; a flexible cable from the inner plug end being wound on a spring return-biased reel, having sprocketed flanges engaged in a rack in a unit base or frame attached to the vehicle door.

U.S. Patent No. 3,781,034 describes a forwardly swinging and hinged automobile door securing one end of a belt portion of a safety strap rigging for an adjacent seat position by door mounted mechanism including a linkage engaging a door-framing fixed part of the vehicle; whereby the belt strap portion is proximate to the door space, with any shoulder strap connected thereto, is swing away from the seat upon the doox opening to facilitate entering and leaving the seat, and upon door closing is brought automatically into proper passenger restraining disposition relative to the seat.

U.S. Patent No. 3,795,411 describes a mechanism for automatically applying a safety restraining belt to the occupant of a vehicle seat includes a pair of linear or curved arms movable between retracted positions with their fee ends withdrawn to the sides of the seat and advanced positions with the free ends near each other above the seat cushion and forward of the seat back, and motors which are energized upon occupation of the seat and the closing of the vehicle door to advance and retract the arms.

U.S. Patent No. 3,798,731 describes an apparatus for assembly of a retractor device including a safety belt wherein the apparatus includes parallel upper and lower conveyor means for simultaneous advancement of a plurality of holding means for assembly of retractor devices on the lower conveyor while safety belts depending from the upper conveyor are advanced in corresponding relation to respective holding means. U.S. Patent No. 3,838,832 describes a vehicle acceleration sensitive locking device for use^' with a conventional safety belt retractor having a shaft mounted ratchet .

U.S. Patent No. 3,893,703 describes a multiple duty passenger restraining system of the fully automatic, passive or nondependent type.

U.S. Patent No. 3,897,082 describes a mechanism for automatically applying a safety belt to a seat occupant including a forwardly open arcuate case extending rearwardly of the seat and slideably housing a pair of radially offset quadrant arcuate transfer arms.

U.S. Patent No. 3,901,459 describes a vehicle acceleration sensitive locking device for use with a conventional safety belt retractor having a shaft mounted ratchet .

U.S. Patent No. 3,985,314 describes a reel type retractor for a safety belt having at least two locking pawls, staggered in relation to ratchet teeth incorporated into the reel and arranged for independent engagement therewith .

U.S. Patent No. 3,990,651 describes a vehicle acceleration sensitive locking device for use with a conventional safety belt retractor having a shaft mounted ratchet .

U.S. Patent No. 4,042,277 describes a passenger restraint system for automobiles and the like and, more particularly, to an improved seat belt system. U.S. Patent No. 4,071,204 describes a reel type retractor for a safety belt having at least two locking pawls, staggered in relation to ratchet teeth incorporated into the reel and arranged for independent engagement therewith. U.S. Patent No. 4,082,236 describes a reel-type retractor for a vehicle safety belt designed for halting rotation of the reel in response to an inertial device, and having the added feature that the belt can be withdrawn from the retractor for buckling up without interference from the locking pawl.

U.S. Patent No. 4,101,091 describes a vehicle safety belt, which is mounted to an automatic winding device, which is provided with increased longitudinal rigidity in the region of the winding device, which tends to reduce the spring force of the winding device applied to the passenger when the safety belt is used.

U.S. Patent No. 4,103,842 describes an emergency locking retractor system for storing a length of safety belt incorporating a sensor which includes a multi- directional pendulum device displaceable from its rest position by acceleration.

U.S. Patent No. 4,116,295 describes an emergency- locking seatbelt retractor having a solenoid-operated, spring-biased lock connected to the vehicle's electrical system responsive to movement of an inertia sensitive device to automatically unlock the retractor when a seat switch is energized, irrespective of energization of the ignition circuit, and to automatically lock the retractor in response to various abnormal vehicle operating conditions .

U.S. Patent No. 4,123,013 describes safety belt retractors in the form of spring driven belt rewinding mechanisms . U.S. Patent No. 4,130,298 describes a system for restraining and protecting the driver and passengers on the front seat of an automotive vehicle against injury as a result of a collision with another vehicle or object, wherein an expansible bag is stored in a folded, inoperative position in a compartment on the underside of the roof of the vehicle and generally overlying the laps of the driver and passengers.

U.S. Patent No. 4,170,329 describes an emergency locking safety belt retractor reel device which includes a U-shaped bracket and a belt take-up reel rotatably supported between the side walls and spring biased to rotate in a belt retraction direction and including a shaft projecting beyond a side wall.

U.S. Patent No. 4,189,109 describes an automatic locking safety belt retractor, which includes a mounting frame having side walls between which a spring biased retractor reel is journalled and a ratchet wheel rotatable with the reel is located on the outer face of a side wall. U.S. Patent No. 4,198,011 describes a seat belt retractor with a belt tension eliminator comprises a retractor shaft, a retracting spring, means producing a belt fastening signal, and a tension eliminator which prevents retraction of the belt with a measure of slack in the same, so that the tension or stress exerted on the body of the belt wearer by the belt fastening is eliminated by rendering the force of the retraction spring to be inactive in the normal driving position and posture assumed by the belt wearer.

U.S. Patent No. 4,244,600 describes a seat belt retractor having a main locking pawl for engaging the ratchet wheel on the reel to prevent the belt from being pulled out and a second pawl and ratchet responsive to either acceleration of the sensing pendulum or inertia of an inertia assembly which senses acceleration of the reel when the belt is pulled out and is disabled from being locked, thereby permitting the belt to be pulled out freely, by a blocking member which engages the second pawl to keep it from engaging the second ratchet and a device or system for moving the blocking member into and out of engagement with the second pawl.

U.S. Patent No. 4,245,856 describes an emergency release mechanism in a passive seat belt system which provides a vehicle occupant with an extra section of belting material by which the occupant may extricate himself from the vehicle in emergency situations where the position of the vehicle or the condition of the system is such that the seat belt could not otherwise be slackened. U.S. Patent No. 4,248,456 describes a seatbelt system for a motor vehicle which automatically fastens or unfastens the belt around the passenger which includes a passenger restraining belt and a retractor mechanism coupled to the top of a tunnel located on an approximate center line of the motor vehicle.

U.S. Patent No. 4,303,208 describes a safety belt retractor of the emergency locking type having a safety belt wound upon a spool rotatably journaled in a retractor frame which is provided with a friction clutch operated dual tension belt retraction means wherein a first biasing means is provided for biasing the spool in a belt rewind direction, friction clutch means are interconnected between a second biasing means and the first biasing means and actuator means are provided for operating the friction clutch means to selectively apply and prevent operation of the second biasing means upon the first biasing means.

U.S. Patent No. 4,309,001 describes an emergency locking safety seat belt retractor for restraining in a vehicle that has a seat belt wound upon a spool biased toward a fully wound condition, a pawl and ratchet means operable in response to vehicle deceleration to lock the spool against belt unwinding movement and a unitary pawl control means carried by a helically threaded shaft mounted on the retractor frame and rotatably driven by protractive and retractive rotation of the spool to inhibit pawl and ratchet locking of the spool in predetermined manner in response to both the direction of rotation of the spool and the amount of protractive rotation of the spool as the seat belt is placed in use.

U.S. Patent No. 4,313,622 describes a passive seatbelt system for a vehicle including a tape having a plurality of holes formed therein at regular intervals, a passenger restraining seatbelt coupled at one end to the thick tape, a sprocket wheel which is engaged with the holes in the thick tape and a motor means which is coupled to a power source of the motor vehicle for driving the sprocket wheel. U.S. Patent No. 4,384,735 describes a safety restraint system for an occupant of a vehicle seat provided with adjusting means for varying the seat position and/or seatback inclination. U.S. Patent No. 4,427,164 describes a cinch lock for safety belt retractors in which a manually operated plunger acts on the lock pawl to apply a spring bias to the pawl toward lock engagement with the retractor ratchets and in prevention of webbing withdrawal independent of the automatic inertial locks and independent of associated comfort mechanisms.

U.S. Patent No. 4,434,953 describes a dual spool pretensioner serving dual spool retractors in a common frame by transversely projecting a piston element between the adjacent shaft extensions.

U.S. Patent No. 4,447,017 describes a seatbelt webbing retracting device having a main shaft threadably coupled to a base mounted on a vehicle body, and this main shaft is biased by a spring in the axial direction thereof. U.S. Patent No. 4,447,018 describes a toggle type web lock using articulated bars in a channel frame to close on webbing with a force dependent upon tension in the webbing.

U.S. Patent No. 4,437,623 describes an improved dual locking safety belt retractor mechanism having a frame, a spool of safety belt webbing rotatably carrier with respect to the frame by a reel, the reel being provided with a primary ratchet wheel and a deformable program ratchet wheel .

U.S. Patent No. 4,483,494 describes a winding mechanism of a seat belt retractor which includes a planetary gear train between the winding spring and the belt reel shaft, whereby the tensile force acting on the belt when it is done up is low and the belt is more comfortable to the wearer. U.S. Patent No. 4,492,348 describes a locking apparatus for use with safety belts of the type protracted and retracted on a spool which is locked by inertia forces in an emergency. U.S. Patent No. 4,518,132 describes a combination seat belt retractor which converts between an emergency locking retractor which locks only when the vehicle is subjected to a deceleration level above a predetermined level to an automatic locking mode wherein the seat belt webbing cannot be withdrawn from the retractor.

U.S. Patent No. 4,537,365 describes an over-the- shoulder automotive safety seat belt system having a latch providing a tensionless comfort setting for the belt during use and having a remotely operable thermostat metal means to release the latch and permit automatic belt retraction after use.

U.S. Patent No. 4,555,075 describes a dual mode seat belt retractor assembly which converts between an emergency locking retractor which locks only when the vehicle is subjected to a deceleration level above a predetermined level to an automatic locking mode wherein withdrawal of webbing from the retractor is inhibited.

U.S. Patent No. 4,600,164 describes an over-the- shoulder automotive safety seat belt system having a latch providing a tensionless comfort setting for the belt during use and having remotely operable thermostat metal means to release the latch and permit automatic belt retraction after use.

U.S. Patent No. 4,655,312 describes a safety restraint system having a seat belt retractor actuated by an electric motor, a logic control responsive to the state of a buckle switch and the outputs of a motor current sensor, a motor terminal voltage sensor and a crash sensor for generating mode signals corresponding to the operational state of the system and a motor power control responsive to the mode signals for adjusting the seat belt for optimum safety of the occupant .

U.S. Patent No. 4,708,364 describes a seat belt retraction apparatus including a seat belt retractor mechanism, an inertia sensor and an electrical circuit interconnected with the inertia sensor and the retractor mechanism.

U.S. Patent No. 4,783,413 describes an improved harness restraint system for a vehicle seat occupant which includes a unique single-point release device having laterally spaced connectors for attachment of shoulder harness straps.

U.S. Patent No. 4,738,485 describes an assembly for use in a vehicle, which includes a seat for a vehicle occupant, which is supported for forward movement relative to the vehicle during a collision.

U.S. Patent No. 4,765,558 describes a seat belt retractor of the vehicle sensitive type and which is selectively convertible to function as an automatic locking type seat belt retractor in which the protraction of the webbing to a particular extent achieves the conversion and the vehicle sensitive mode is restored upon a selected amount of webbing retraction. U.S. Patent No. 4,856,728 describes a seat belt retractor assembly particularly adapted for mounting in a motor vehicle door as part of a passive belt system. The retractor includes both an inertia sensitive actuator and tension relief or "comfort" features. U.S. Patent No. 4,8/1,190 describes a safety apparatus having a belt, which restrains an occupant of a vehicle against movement relative to the vehicle. A tongue assembly is mounted on the belt and is connectable with a buckle to secure the belt across the lap and torso of the occupant of the vehicle.

U.S. Patent No. 4,925,123 describes a safety belt retractor, which is associated with a belt retightener, which comprises a coupling mechanism provided between a pulley and the belt spool of the retractor.

U.S. Patent No. 4,940,193 describes a safety belt retraction apparatus is provided for use in a vehicle having at least one door and a chassis. The apparatus includes a safety belt retractor mechanism mounted on the vehicle door, and having a reel about which the webbing of the safety belt is wound.

U.S. Patent No. 4,946,196 describes an automotive safety belt retractor comprising a remotely-operable, electromechanical tension-relieving system. The tension- relieving system is shifted into a tension-relieving mode by a conveniently located manual switch.

U.S. Patent No. 4,966,394 describes a safety restraint system for a vehicle comprising: a safety belt having a seat belt portion connected to a buckle and a shoulder belt portion connected to a motorized retractor which includes a reversible motor.

U.S. Patent No. 5,119,999 describes a combination seat belt retractor particularly useful for motor vehicles, which converts between an emergency locking retractor which locks only when the vehicle is subjected to a deceleration level above a predetermined level to an automatic locking mode wherein the seat belt webbing cannot be withdrawn from the retractor. U.S. Patent No. 5,211,423 describes a vehicle- sensitive belt tensioning mechanism provided for taking up slack in a seat belt in response to a high deceleration condition for restraining the seat occupant against forward excursion . U.S. Patent No. 5,289,987 describes a safety belt retractor for providing motor vehicle occupant protection.

The retractor has a rotatable spool for storing safety belt webbing and a rewind spring for exerting a retraction force on the belt webbing.

U.S. Patent No. 5,301,893 describes a seat belt retractor, which has a noise suppression mechanism.

U.S. Patent No. 5,364,129 describes a vehicle safety belt tensioning mechanism that is actuated in response to a vehicle deceleration exceeding a predetermined critical value for retracting the belt buckle so as to apply a tension loading on the safety belt for minimizing forward excursions of the seat occupant.

U.S. Patent No. 5,358,192 describes a seat belt retractor having a rattle suppression mechanism to be operative when the retractor is not in use including a gear mechanism driven by a seat belt supporting reel and coupled to drive a pawl control mechanism between a first position holding a reel locking pawl in an inoperative position, when the seat belt is fully wound and immobilizing the pawl against rattling, and a second position, when the seat belt is protracted, in which the pawl is released for movement into a locking position with ratchet wheels on the reel.

U.S. Patent No. 5,364,169 describes a linear-type belt retractor, which can be incorporated into the safety belt restraint system of a vehicular seat, auxiliary child seat or integral child seat.

U.S. Patent No. 5,372,328 describes a restraint belt retractor having a shaft on which the restraint belt is wound and which is rotatably mounted in the side walls of a U-shaped frame.

U.S. Patent No. 5,484,190 describes a seat belt retractor that includes a frame, a spool, and a locking pawl . U.S. Patent No. 5,501,293 describes a retractor for a vehicle safety belt comprises a housing, a spindle rotatably mounted within the housing and to which one end of a safety belt is attached, the spindle being spring- biased for retracting the safety belt so that the belt is wound around the spindle.

U.S. Patent No. 5,451,009 describes a seat belt retractor has a web-sensitive locking mechanism including a primary inertia member which lags rotation of the retractor spool upon acceleration of the spool at a rate above a first predetermined rate.

U.S. Patent No. 5,511,739 describes an energy absorbing seat belt retractor comprising: a frame; a spool rotatably mounted relatively to the spool including a lock wheel having a plurality of lock teeth associated therewith and adapted to receive a seat belt thereabout; a lock pawl for engaging the spool upon sensing a one of a vehicle deceleration and seat belt extraction above certain determinable levels; and movable nut located in the spool and for prohibiting relative movement between the lock wheel and spool below a threshold input force level generated in part by occupant load on the set belt and for generating a controlled energy dissipating reaction force on the seat belt after the input force exceeds the threshold level to permit a controlled rotation of the spool and the controlled pay out of the seat belt from the spool .

U.S. Patent No. 5,522,619 describes an end release belt buckle that is operable for releasably latching a tongue plate of a vehicular safety belt restraint system.

U.S. Patent No. 5,529,259 describes a seat belt retractor comprising: a frame, a spool, first and second disk positioned relative to the spool, a plurality of bars or pins, a shaft linked to the disks for providing an axis of rotation of the spool and disks, and a locking mechanism for engaging the disks to prevent protraction of safety belt webbing.

U.S. Patent No. 5,529,381 describes a linear-type belt retractor, which can be incorporated into the safety belt restraint system of a vehicular seat, auxiliary child seat or integral child seat. The linear type belt retractor includes a stationary lock plate and a latch assembly supported for reciprocal longitudinal movement relative to the lock plate.

U.S. Patent No. 5,549,356 describes a child restraint system includes shoulder belts and which engages the shoulders of a child seated in a vehicle.

U.S. Patent No. 5,558,370 describes a method and system for controlling the tensioning of a vehicle seat belt, utilizing a control processor and a motor to provide initial tensioning of the seat belt.

U.S. Patent No. 5,568,941 describes a vehicle inertia or declaration sensing device of a seat belt retractor comprising: an outer housing member and a support member for holding the housing part at another angle, such angles corresponding to mounting angles of a frame of the retractor .

U.S. Patent No. 5,570,932 describes a linear-type belt retractor is disclosed which can be incorporated into the safety belt restraint system of a vehicular seat, auxiliary child seat or integral child seat.

U.S. Patent No. 5,607,118 describes an energy absorbing seat belt retractor comprising: a frame; a spool; a lock pawl; and movable nut located in the spool and for prohibiting relative movement between the lock wheel and spool below a threshold input force level. U.S. Patent No. 5,613,647 describes an energy absorbing seat belt retractor comprising: a frame; a spool; a lock pawl; and a movable nut.

U.S. Patent No. 5,618,006 describes a seat belt webbing retractor including a spool assembly around which seat belt webbing is wound.

U.S. Patent No. 5,626,203 describes an active control of a vehicle occupant's body in a frontal collision including a double-acting hydraulic cylinder connected between a vehicle seat frame and a vehicle frame upon which the seat frame is slidably mounted for movement in a longitudinal direction relative to the vehicle.

U.S. Patent No. 5,626,306 describes an energy absorbing seat belt retractor comprising: a frame; a spool, a lock pawl; and a moveable nut.

U.S. Patent No. 5,687,925 describes a seat belt webbing retractor including a spool assembly around which seat webbing is wound.

U.S. Patent No. 5,716,097 describes a child restrain assembly integrated into the backrest portion of a passenger seat in a motor vehicle.

Summary of the Invention

It is desirable to provide a retractor for use with automobile primary restraints that operates under the control of a programmable control module to coordinate the functioning of the primary restraint with the functioning of supplemental restraints and to improve the performance and comfort of the primary restraint by controlling the latching and unlatching of the primary restraint based upon such factors as belt usage; weight at the seat; seat position; high "g", automatic locking, and emergency locking conditions. It is also desirable to provide a vehicle occupant restraint system that provides such features as "lock dwell" and sensor tuning. Also, it is desirably to enhance the user's comfort and ease in obtaining and fastening of the seat belt through the use of a belt presenter. And, it is desirable to provide controlled load management of the restraint during "High G" events. Moreover, it is desirable to provide a programmable locking retractor that merges the safety devices of an automobile into a coordinated safety system.

Therefore, it is an object of this invention to provide a programmable locking retractor system with improved primary restraint performance and comfort.

It is a further object of this invention to provide a programmable locking retractor system having a solenoid- powered latch to control the restraint. It is another object of this invention to provide a programmable locking retractor system, which interfaces with an electronic controller to coordinate its functioning with supplemental restraints.

Another object of this invention is to provide a programmable locking retractor system which considers such variables as belt displacement, seat position, weight at the seat, high "g", emergency locking and automatic locking conditions when activating and/or deactivating the primary restraint . A still further object of this invention is to enhance the user' s comfort and ease of use through the use of a belt presenter to assist the user in obtaining and fastening the seat belt.

Another object of this invention is to provide controlled load management of the restraint system during "High G" events.

It is a further object of this invention to provide a programmable locking retractor system which incorporates "lock dwell," whereby the occupant restraint is maintained throughout relatively long impacts, such as those encountered during roll over and secondary impact accidents .

Another object of this invention is to provide a programmable locking retractor system which employs sensor tuning to evaluate the sensor signals prior to locking the retractor and which improves the quality of normal ride and drive performance by filtering out retractor activations caused by rough roads. A further object of this invention is to provide a programmable locking retractor system, which is an adaptable system for making closed loop decisions for both the deployment of the supplemental restraints and the retraction of the primary restraint. A still further object of this invention is to provide a programmable locking retractor system, which has integrated diagnostics.

A further object of this invention is to provide a programmable locking retractor system which requires less physical space, has lower weight and which generates less audible noise.

It is another object of this invention to provide a programmable retractor capable of operating in a vehicle safety system control bus network. Another object of this invention is to provide a programmable locking retractor system, which provides an indicator to give the occupant information concerning the status of the system.

A further object of this invention is to provide a programmable locking retractor system, which provides improvements in system reliability.

A still further object of this invention is to provide a programmable locking retractor system which senses low

"g" accelerations, tilt and high "g" accelerations and uses this information in determining whether to latch the primary restraint.

Another object of this invention is to provide a programmable locking retractor system having an override for high "g" conditions which provides a back up for both electrically and mechanically activated systems.

These and other objectives of this invention will be readily understood by those of ordinary skill in the art upon consideration of the following detailed description, preferred embodiment, drawings and claims of the present invention. The objects of this invention are achieved by a system which comprises a solenoid powered seat belt retractor electrically connected to a digital process (control module) which in turn receives inputs from sensors which is used to determine the appropriate state of the primary and supplemental restraints.

Brief Description of the Drawings

Figure 1 shows a vehicle incorporating the programmable locking retractor system with the primary restraint, a supplemental restraint the sensors identified.

Figure 2 shows a system block diagram of the major component parts of the preferred programmable locking retractor system. Figure 3 shows an illustration of the preferred safety belt retractor.

Figure 4 shows a side view of the preferred safety belt retractor showing the electrical connections to the restraint . Figure 5 shows an end elevation view of the preferred safety belt retractor.

Figure 6 shows a block diagram of the preferred high "g" override function of the invention. Figure 7 shows a simplified block diagram of the preferred embodiment of the control module system architecture used in combination with the preferred embodiment of the invention. Figure 8 shows a detailed block diagram of the preferred embodiment of the control model system architecture used in combination with the preferred embodiment of the invention.

Figure 9 shows a representative buckle device as used with the preferred embodiment of the invention.

Detailed Description of the Invention

This invention is a programmable locking retractor system which coordinates the operation of both primary and supplemental restraints, as used in automobiles, using such inputs as belt displacement, seat position, weight to the seat, high "g" conditions, emergency locking and automatic locking conditions. This system uses a programmable electronic controller along with electronic communications between the various restraint devices to provide a closed loop control system. Moreover, this invention accounts for the seat position and, indirectly, the weight of the occupant in determining the appropriate restraint function. Also, by providing a high "g" override feature, this invention interfaces the low "g" acceleration and tilt sensing of the primary restraint controller with the high "g" acceleration sensing of the supplemental restraint system. This linking of the function of both the primary and the supplemental restraint represents significant improvements in the control of restraint systems by providing a closed loop control system for vehicle occupant primary and secondary restraints.

Referring now to figure 1, which shows a vehicle 100 having a driver 101 seated in a conventional seat assembly 102 in the vehicle's passenger compartment. A safety seatbelt system, generally indicated at 103 is mounted adjacent to the seat assembly 102 and includes a lap belt 109 connected to a floor mounted retractor 108, and a shoulder belt 104 which is connected to an overhead mounted retractor 110. The lap belt 109 and the shoulder belt 104 form part of a restraining system for an occupant 101 of the seat assembly 102. The seatbelt system 103 allows the occupant 101 to perform various body motions within the passenger compartment of the vehicle while the vehicle 100 is in operation. A supplemental restraint system 106, depicted in figure 1 as an air bag assembly, is shown installed in the steering wheel assembly 111 where it is preferably placed for driver supplemental restraint. Additional air bags may be mounted in the doors or interior side panels to provide protection from side impacts. A number of sensors, illustrated by example as 107 and 108, are provided to detect and communicate to a controller 201 the weight on the seat as well as the seat position. Other sensors to detect high "g" conditions (associated with rapid vehicle deceleration) 204, tilt (not shown) and belt usage 205 are also provided.

Alternative configurations of this occupant restraint system can accommodate passengers whether they are sitting in the front passenger side of the vehicle or the rear seats of the vehicle. In these alternative configurations, the primary restraint seat belts for the passengers are fixed in a similar manner. The supplemental restrains are typically mounted in the dashboard, although alternative air bag mounting positions are possible and can easily be incorporated into the system of this invention.

Figure 2 shows the system block diagram depicting the major component parts of the preferred embodiment of the invention. A control module 201 provides centralized control and coordination of the other major components of the invention. In its preferred embodiment, the control module 201 is a programmable electronic micro controller having a variety of inputs and outputs for communicating with sensors, status indicators and restraint systems. The control module 201 has been designed with the ability to increase primary restraint intelligence, occupant comfort and coordinated restraint performance. Additional detail regarding the control module 201 is provided below in reference to figure 8. The control module 201 communicates electrically, or via a serial bus, with the primary restraint 202. The preferred primary restraint 202, of this invention, is a combination seat and shoulder belt having a locking retractor, which is controlled by the operation of a solenoid that is electrically connected to the control module 201. This connection between the solenoid and the control module 201 requires two electrical conductors . Additional detail regarding the operation of the primary restraint locking retractor is provided below in reference to figures 3, 4, and 5. The control module 201 is also in electrical communication with the supplemental restraint 203. The preferred supplemental restraint 203 are frontal air bags, although alternative supplemental restraints including pretensioners, side air bags, and inflatable curtains can and are envisioned to be accommodated by this invention. The control module 201 coordinates the functioning of the primary restraint 202 and the supplemental restraint 203 thereby providing a closed loop control system, which improves the safety performance of the system as a whole. An Automatic Locking Retractor (ALR) 208 function is provided whereby the primary restraint is latched (or locked) based upon sensor inputs to the control module 201 as well as by the full extraction of the seat belt webbing by the occupant. Alternatively, the ALR can be activated through use of belt displacement. The de-activation of the ALR function is typically accomplished by full retraction of the belt webbing, thereby resulting in the release of the latching function. The preferred ALR is programmably set and is not confirmed until the seat belt buckle is buckled. An Emergency Locking Retractor (ELR) 209 function is provided to latch (or lock) the primary restraint if a sensor indicates that the acceleration or tilt of the vehicle exceeds a specified value. In the event that no acceleration or tilt is present, the ELR 209 de-activates this latching function. The control module 201 of this invention incorporates both ALR 208 and ELR 209 functions thereby providing a Programmable Locking Retractor (PLR) which activates or de-activates the primary restraint based on the standard ALR 208 and ELR 209 conditions, as well as such sensor inputs as belt displacement, seat position, seat weight and high "g" conditions. Moreover, the control module 201 also provides such improvements in restraint controls as lock dwell, whereby once a latch (or lock) condition is sensed it is held for a period of time

(nominally 300 ms with a preferred design maximum of 500 ms) to maintain the restraint of the occupant throughout the event which triggered the restraint; and sensor tuning to evaluate the sensor signal prior to locking the retractor and filter out activations due to rough roads thereby improving the normal ride and drive performance .

The control module 201 also activates a buckle status lamp 210 and/or an ALR status lamp 211 depending on the seat belt buckle status and the ALR status 211, providing visual feedback to the occupant. A high "g" sensor 204 is provided to sense high "g" accelerations, which typically activate the supplemental restraint 203, and which in this preferred embodiment of the invention also generates a high "g" override signal for control module's 201 use in linking the primary restraint 202 with the supplemental restraint 203. As previously described, traditional primary and supplemental restraint systems do not communicate with each other, that is the traditional vehicle restraint system is an open loop system. This invention provides the means of communicating between the primary restraint 202 and the supplemental restraints 203 - giving a closed loop restraint system. The preferred primary restraint controller has the ability to sense low "g" accelerations and tilt. In the event that the primary restraint controller senses "g" or tilt greater than a specified value, the primary restraint controller latches (or locks) the primary restraint (seat belts) 202. The preferred primary restraint controller is capable of omni-directional sensing. The supplemental restraint system controller monitors high "g" accelerations, the sensor of which is typically restricted to motion in the x-y directions, and triggers the activation of the preferred supplemental restraint (air bags) 203 when high "g" accelerations are sensed. This invention addresses the issues of optimum belt payout/latching and air bag deployment by using the control module 201 to link each system's activation. The control module 201 links the supplemental restraint controller (also known as the Air Bag Electronic Control Unit (ECU) ) to the primary restraint controller using the high "g" override input from the high "g" sensor. Additional detail on the operation of the high "g" sensor is provided below in reference to figure 6. The control module 201 also receives sensor inputs from a seat belt usage sensor 205; a seat position sensor 206 and a seat weight sensor 207. Optimum performance of both the primary 202 and the supplemental 203 restraints is dependent on whether the occupant seat belt is being used, on where the seat is positioned, including both forward and back positioning as well as seat back recline positioning, and the weight at each occupant seat. The weight sensed can serve to inform the control module 201 if the seat is occupied and, if occupied, if a small person is seated, and if seated, where within the seat the occupant is positioned. The use of this information permits the control module 201 to address the issue of the supplemental restraint (air bag) 203 potentially causing harm to an occupant because the occupant is either a relatively small person and/or is seated close to the supplemental restraint 203. In such situations, the supplemental restraint 203 may be deactivated even though a collision may have occurred which otherwise would have triggered the activation of the supplemental restraint 203.

The preferred seat weight sensor 207 is a strain gage type sensor located within the seat structure 102 to provide occupant weight and position within the seat information to the control module 201 via an electrical connection. The control module 201 receives this input along with belt usage 205 and seat position 206 and uses this information to determine whether or not the ALR function 208 should be activated or if supplemental system deployments are required, and if so at what intensity. If some weight, but less than a predetermined amount of weight is present and the belt is properly buckled (see figure 9 below) the ALR 208 will automatically engage thereby restricting the occupant in the primary restraint 202 (belt system) . The control module 201 in determining whether to activate the supplemental restraint 203 if triggered by a high "g" condition may also consider this information. In this way the system provides automatic primary restraint 202 of child occupants, thereby enhancing their safety in the vehicle. If the weight sensed is greater than a specified value, the control module 201 will evaluate other inputs, such as "g" or tilt conditions, to determine whether the ALR 208 will be activated or de-activated. This provides maximum comfort to the adult driver and adult occupants of the vehicle without compromising safety. It is important to note that in the preferred embodiment of the invention, the ALR 208 cannot be activated until the belt is buckled.

The preferred seat position sensor 206 is a proximity (or alternatively an encoder device or pulse generator) located at or near the pivot point of the seat back 112 and the seat track 113. The control module 201 receives the seat position information from the seat position sensor 206 to determine the occupant position relative to a programmed potentially harmful zone. If the occupant, via the seat position, moves forward into a potentially harmful zone, the control module 201 is designed to restrict or limit the belt displacement accordingly. The vehicle occupant can rotate the seat 102 back away from the potentially harmful zone, which is then sensed by the seat position sensor 206 thus indicating to the control module 201 that the ALR 208 can be de-activated. This sensor 206 feature limits the occupant's forward excursion by limiting the pay out of the primary restraint 202 (seat belt) . For example, if the control module 201 identifies that a full forward seat position has created a potentially harmful condition relative to air bag deployment and/or in relation to the front instrument panel, then the seat position sensor 206, in combination with the control module 201, will begin to limit the belt 202 displacement. This belt limit is made generally in proportion to the seat forward position. A vehicle occupant, who has his or her seat 102 in the full forward position with the primary restraint 202 excursion limited by the sensor 206 and the control module 201, can increase his or her mobility within the belted system 202 simply by reclining the seat back 112. By reclining the seat back 112 the occupant is moved away from the potentially harmful zone, allowing the system of this invention to adjust for both occupant comfort and to optimize occupant safety. The control module 201 monitors the seat position input received from the seat position sensor 206 to activate and/or de-activate the ALR function 208. The ALR function 208 status is forwarded by the control module 201 to the supplemental restraint 203 controller. When the ALR function 208 is active, the supplemental restraint (typically the air bag) 203 controller reevaluates the deployment decisions of the supplemental restraint 203 devices, including the air bag and/or pretensioners. In sum, the seat position sensor 206 information, in combination with the belt usage sensor 205 provide information used in controlling the programmable locking retractor of this invention. For example, if the seat belt 104 is used and buckled, this system automatically adjusts the limits of belt excursion based on seat position. That is, if the seat 102 is full forward less belt/occupant displacement is permitted, while if the seat 102 is full forward with the seat back 112 adjusted backwards increased belt/occupant displacement is permitted.

The seat belt usage sensor 205 monitors belt 104 displacement within the retractor 105 and communicates this information to the control module 201, in its current preferred embodiment, through the use of a pulse generator. A plus negative count starting from zero is established upon the buckling of the primary restraint 202. This count is logged into the control module 201 via the belt usage sensor 205. The greacest negative count can then be used to establish a reference or a floating zero. Belt displacement in plus/negative counts are used with seat position information from the seat position sensor 206 by the control module 201 to determine how much occupant/belt excursion will be permitted. The control module 201 is programmed to activate/de-activate the ALR function 208 based on optimum safety parameters. Belt displacement positive or negative counts can also be used to activate or deactive the ALR once it is buckled. Typically, the trigger value for activation and deactivation is programmably set.

Figure 3 provides an illustration of the preferred safety belt 104 retractor 105 used as a key component of the primary restraint 202. This embodiment of the retractor mechanism 300 comprises a housing 303 containing a rotatably mounted spool 301 to which one end of a safety belt 302 is connected. The safety belt 302 is designed to be retracted on to the spool 301 and for this purpose a spring (not shown in the drawings) is provided which tends to rotate the spool 301 in a clockwise direction, as indicated by the arrow 304, in order to draw the safety belt 302 into the housing 303 so that it is wound onto the spool 301. The other end of the safety belt 302 is connected to an anchorage point on the chassis of the vehicle 100 so that the safety belt 302 may be withdrawn from the retractor and a tongue, further described below in reference to figure 9. This belt 302 can be connected to a buckle (see figure 9) in order to provide a "three point" safety belt restraint. In this embodiment of the retractor 105, a housing 303, which typically in practice is in the form of a U-shaped metal frame with a spool 301 being rotatably supported by the arms of the frame which is usually fixed to the chassis of the vehicle 100 in which the retractor 105 is installed. The term housing 303 is to be understood to mean a cover for the retractor 105. This retractor 105 is provided with a locking mechanism which is actuated upon command of the control module 201 in response to either acceleration or deceleration of the vehicle 100 in which the safety belt retractor 105 is mounted in excess of a predetermined limit and/or in response to rapid withdrawal of the safety belt 302 from the housing 303 of the retractor mechanism 300.

Figure 4 depicts a side view of the preferred safety belt retractor 300, which further shows the electrical connections 401 from the control module 201 to the retractor 300. As shown in figure 4, this preferred retractor 300 further comprises a switch or cam 402 for riding the belt 302 off the spool 301 shaft 407; a spacer 403 between the switch 402 and the retractor housing 303; a spool 301 with a belt 302 attached; the retractor housing 303; a solenoid 404; a solenoid cover 408; an inertial lever arm 405 for engaging the ratchet wheel of the retractor; a cover base 406; and electrical connections 401 between the solenoid 404 and the control module 201. This electrical connection 401 is preferably accomplished through the use of a wiring pigtail 409. In the preferred embodiment, no additional wiring is required, including no changes to existing power and ground signals. Once the belt 302 is fully extended, the control module 201 senses a rise in the vehicle occupant sensor current and upon confirmation of the buckle, initiates the ALR function 208. The ALR function 208 is reset when the buckle is released or the battery is removed. This embodiment of the retractor 300 requires no retraction into the stole position of the belt 302 for a reset. The control module 201 logic insures that the ALR function 208 is maintained until intentionally reset through unbuckling. Figure 5 depicts the end view of the preferred safety belt retractor 300. A mounting plate 512, which provides support for one end of the spool 301, is illustrated.

The mounting plate 512 has apertures 510, 511 by which the mounting plate 512 may be secured in position within the housing 302. The retractor 300 has a central shaft 513 on which is fixed a cam end 506. The spool 301 has a central spindle 507 which works in cooperation of an arrangement that is provided to indicate whether the safety belt 302 is wound on the spool 301 or is withdrawn from the retractor 300, i.e., an indication as to whether or not the belt 302 is being worn by the occupant.

This arrangement is comprised of a gear transmission 505 between the spindle 507 and a rotatable element 503 which activates a sensor 501 when the safety belt 302 is being used and much of the belt 302 is extracted from the spool 301. The gear transmission 505 transmits rotational movement of the spindle 507 to the element 503 and because of the nature of the gear transmission 505, i.e., the fact that it provides a positive drive between the spindle 507 and the element 503, it provides a reliable and accurate indication of the rotational position of the spindle 507, that is to say the number of rotations of the spindle 507 from the position in which the belt 302 is fully retracted to the position where the belt 302 is in use.

The transmission 505 comprises first, a relatively small gear wheel 514 which is fixed to one end of the spindle 507, gear wheel 514 meshing with a second, larger gear wheel 506 mounted upon a shaft 513. A third gear wheel 515 co-driven by the second gear wheel 506 is fixed to the element 503, which in turn has a cam protrusion 504, for activating the sensor 501. When rotated the cam protrusion 504 comes in physical contact with a resistant contact 502, pressing the contact portion 516 into contact with the sensor 501 contact 517, thereby creating a closed electrical circuit. This gear transmission 505 is arranged such that the cam protrusion 504 engages the contact 502 and activates the sensor 501 when the safety belt 302 is being used, i.e., when all or substantially all of the belt 302 is extracted from the spool 301. When the sensor 501 is activated, that is when a closed electrical circuit is created by the physical contact between the contact portion 516 and the sensor 501 contact 517, electrical current flows through the conductors 401 thereby shunting the solenoid coil 404. The preferred embodiment of this retractor has the solenoid coil 404 shunted at about 600 mAmps of current through the conductors 401. The shunting of the solenoid coil 404 is communicated over electrical conductors 401 to the control module 201. Upon confirmation of the belt latch, the control module 201 activates the ALR function 208. The closing of the contact 502 also causes the ALR function lamp 211 to be illuminated. Arrows are provided to designate the ALR - Cam rotation direction 509 and the Belt Usage - Cam rotation direction 508.

Now in reference to figure 6, which depicts the detailed block diagram of the high "g" override function of the preferred embodiment of the invention. By way of review, the high "g" override function is used to interface the primary restraint 202 with the supplemental restraint 203. Typically, the primary restraint 202 is a seat belt, while the supplemental restraint 203 can be frontal air bags, side air bags, curtain, pre-tensioners, or any other safety related restraint. The primary restraint 202 comprises a primary restraint controller 602 as well as both driver side seat belts 613 and passenger side seat belts 612. The primary restraint controller 602 has the ability to sense low "g" accelerations as well as tilt. In the event the primary restraint controller 602 senses a low "g" acceleration or tilt greater than a specified level, the system of this invention will latch or lock the primary restraint belts 612, 613. The primary restraint controller 612 is capable of omni-directional sensing, while the supplemental restraint 203 monitors high "g" accelerations and is restricted to x-y sensing directions. The supplemental restraint 203 further comprises a supplemental restraint controller 601 and such restraints as a driver's side air bag 608, a driver's side pre-tensioner, a driver's side side air bag 610, a driver's side curtain, a passenger's side air bag 604, a passenger's side pre- tensioner 605, a passenger's side side air bag 606, and/or a passenger's side curtain 607. The key to coordinating optimum belt payout/latching and air bag deployment time allocations is in knowing when the activation of each system occurs. This concept of linking and coordinating the primary and supplemental systems represents a closed loop system, optimizing vehicle restraint control and constitutes the heart of this invention.

The control module 201 interfaces with the supplemental restraint controller 601 via the high "g" interface 603. Generally the control module 201 will attempt to latch the primary restraint 202 through its controller 602 within .7 g, however the mechanics of the preferred restraint, see figure 5, takes significant time. For example, in the preferred control module 201 the maximum time to sense .7 g is between 61 and 65 ms, at which point the solenoid is de-energized which takes a maximum of 8 ms to drop out. The first retractor tooth is then engaged. This tooth must travel a maximum of 6.2 mm to fully engage a retractor lock dog, which is another 7.9 mm. The time that is required to complete the latching of the restraint at .7 g is the sum of the sense, solenoid, and retractor time and distance. Optimal latching of the restraint at .7 g must be completed within 25.4 mm or 109 ms . These values represent optimum time and distances, which may not be achievable in a real-world environment. A target latch displacement of 19.2 mm with an allowance of one tooth or 6.2 mm is chosen to accommodate real-world operation. This example represents a compromise in performance intended to maximize reliability, convenience and occupant comfort. Alternative timings can be incorporated and are envisioned as being within the scope of this invention.

The high "g" interface 603 the control module 201 uses the internal high "g" sensor to activate the primary restraint 202, however when the high "g" is present and sensed first, the supplemental restraint controller 601 overrides the primary restraint controller 602. This override feature 603 serves as a back-up, a link between the supplemental restraint controller 601 and the primary restraint controller 602, as well as providing intelligence to the pre-tensioner and air-bag deployment decision of the supplemental restraint controller 601. In this manner the supplemental restraint controller 601, through the high "g" sensing, is able to control the activation of the primary restraint 202, by calculating the optimum deployment time from both the time/distance required for the restraint to latch as well as the full time required to pre-tension the belt 104 and to fully deploy the air bag 106. For example and by way of illustration, if the supplemental restraint controller 601 sensed high "g" and determined to deploy air bags at 30 ms, then controller determines the optimum time for locking the primary restraint 202 in relation to the supplemental restraint 203 with time to spare. Testing and evaluation of this invention has led to the determination that a window of 0 to 5 ms is ideal, in this preferred embodiment of the invention, for the activation of the primary restraint latch during a high "g" condition.

The closed loop system operation depicted in figure 6 permits the activation and precision control of each component 604-613 at the same or different programmed activation times. For example, the activation times can be activated in a controlled serial sequence or a parallel manner as experimentally determined to obtain the maximum and optimum vehicle occupant restraining system. Figure 7 depicts the top-level control module architecture. This figure shows the control module 201 receiving input data from two major sources: vehicle status data 702 and safety restraint status data 701. This figure also shows the control module 201 in control communications with each of the preferred safety restraint devices, including: the seat belt buckle 718, the automatic locking retractor/programmable locking retractor (ALR/PLR) 719, the passenger restraints (ELR) 717, the passenger automatic locking retractor/programmable locking retractor (ALR/PLR) 716, real-time load management 715 and the air bag/electronic control unit 714. The vehicle status data 702 which is used by the controller 201 to determine the appropriate controls for the restraints include: the battery status 712, the ignition status 709, the electrical ground 713, the sensor status 710, and whether the driver and/or the passenger doors are ajar 711. The safety restraint data 701 received by the controller 210 and used in the controller's determination of appropriate controls for the restrains, include the seat belt usage status 706, the air bag electronic control unit input 707, the seat position and seat back angle status 708, the automatic locking retractor input 703, the belt displacement status 704, and the seat usage (weight) status input 705. Figure 8 depicts a detailed block diagram of the preferred control module system used in combination with the sensors and retractors of this invention. This control module system provides the programmable electronic controls for the primary 202 and supplemental restraints of this invention, using the sensor inputs, previously described, as control inputs. A micro controller 801 is provided to perform preprogrammed functional control for the occupant restraints 202, 203. Internal control input conditioning circuitry 803 provides power and acceleration/tilt signals to the micro controller 801. This internal control input conditioning circuitry 803 includes an acceleration/tilt diagnostic 827, an acceleration/tilt sensor 826, a base timing oscillator 825, a voltage ignition sensor 824, voltage transient protection 823, and a voltage regulator 822. Control module 201 inputs are connected to the control module 201 via an input connector block 802. The diagnostic for acceleration and/or vehicle tilt 827 can be initiated by the micro controller 801, which provides a test input to the acceleration / vehicle tilt sensor 826, of this invention, which in turn provides an acceleration and/or vehicle tilt input to the micro controller 801. A voltage ignition sensor circuit 824 is provided to sense the status of ignition power for the micro controller 801. A base timer oscillator 825 is provided for the creation of a system clock for the micro controller 801. Transient power protection 823 is provided to protect the electronic circuitry of the micro controller 801. A voltage regulator 822 provides vehicle battery isolation for the circuitry of the micro controller 8ul.

A number of inputs are provided to the control module 201, including a passenger's door ajar status switch 815, a driver's door ajar status switch 816, a passenger's belt in use switch 816, a driver's belt in use switch 817, a passenger seat in use switch 819 and a passenger seat position switch 820. Also, a safety system signal input is provided 821. Each of these inputs is provided to the control module 201 through connectors 806. Two spare input connections 813, 814 are also provided to permit the future expansion of the control module 201 system.

Also, provided is internal control module conditioning circuitry 804, which includes two spare input conditioning circuits 836, 837 which are provided to receive electrical signals from the spare input connections 813, 814 thereby providing for future expansion of the control module 201. A passenger's door ajar signal conditioning circuit 838, which receives the status of the passenger' s door from the passenger's door switch 815 through the connector 806, is provided along with a driver's door ajar conditioning circuit 840, which receives the status of the driver's door from the driver's door ajar switch 816, which together with the door ajar circuit 839 provides vehicle door ajar status to the micro controller 801. A passenger belt use conditioning circuit 841 receives the passenger belt usage from the passenger belt usage switch 817 through the connector 806, and provides the usage status of the passenger belt to the micro controller 801. A driver's belt usage conditioning circuit 842 receives the driver's belt usage from the driver's belt usage switch 818 through the connector 806, provides the usage status of the driver's belt. A passenger seat usage conditioning circuit 843, receives the passenger seat usage from the passenger set usage switch 819, and provides an indication of whether the passenger seat is occupied to the micro controller 801. A passenger's seat position conditioning circuit 844, receives the passenger seat position from the passenger seat position switch 820, and provides the passenger's seat position status to the micro controller 801. A safety system input conditioning circuit 845 provides the micro controller 801 with the safety system input signal.

Several outputs are provided by the micro controller 801, including a control signal for controlling the passenger's restraint 808, a control signal for controlling the driver's restraint 810, a system status lamp 811 and a safety system output signal 812. Each of these outputs is connected to their respective conditioning circuitry via a connector 807.

The micro controller 801 produces output signals for the control of the driver and passenger restraints, as well as a system status indicator and a safety system output. Each of these output signals are conditioned by internal control module output conditioning circuitry 805, including: passenger high side protected output driver 828; passenger output sense feedback circuitry 829; driver's high side protected output driver 830; driver's output sense feedback circuitry 831; status lamp high side protected driver 832; status lamp output sense feedback circuit 833; a safety system high side protected output driver 834; and a safety system output sense feedback circuit 835.

In sum, during the normal operation of the invention the micro controller 801 receives sensory information from the sensors and depending on the status of the driver' s and passenger's doors, belt usage, seat position and angle, vehicle acceleration (both high "g" and low "g") and tilt, as well as the current status of the various primary and supplemental restraints, the micro controller generates a signal to activate or release the primary and/or supplemental restraints, thereby coordinating the operation of the safety restraints of this invention providing improved restraint system performance and vehicle occupant comfort .

Figure 9 depicts a representative buckle device used in combination with the preferred embodiment of the system of the invention. The seat belt 104 is attached to a latch plate 906 through an attachment fixture 901. When the latch plate 906 is inserted into the buckle 907 a signal

905 is provided to the controller 201 indicating that the belt is latched thereby permitting the activation of the automatic locking retractor. Also, when the latch plate

906 is inserted into the buckle 907 a status lamp signal 902 is provided to light a status lamp 903 thereby providing feedback to the vehicle occupant.

It should be understood that the above-described embodiments of the invention are to be considered in all respects only as illustrative and not as restrictive. In particular, the described embodiments generally refer to driver occupant restraints. Also envisioned by the inventor are restraints for passengers, either in the front passenger seat or in other seats in the vehicle. This invention is intended to function simultaneously and/or alternatively with respect to restraints for these passengers. Similarly, this description identified certain preferred types of restraints. Alternative occupant restraints could be incorporated into the system controls of this invention without exceeding the scope of this invention. Therefore, although the embodiments described herein, show the current preferred embodiment of the invention known to the inventor, this invention is not limited thereto. The appended claims and the range of equivalence of the appended claims indicate the scope of this invention.

Claims

What is claimed is:

1. A programmable locking retractor system for use with vehicle occupant restraints, comprising: (A) a primary restraint; (B) a supplemental restraint;

(C) a sensor system;

(D) a programmable control module; and

(E) a communication channel connecting said programmable control module with said primary restraint; said supplemental restraint; and said sensor system.

2. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said primary restraint further comprises: (1) a seat belt, having a first end and a second end;

(2) a buckle attached to said first end of said seat belt;

(3) a retractor attached to said second end of said seat belt, wherein said retractor further comprises:

(a) a sensor having an electrical connection to said programmable control module;

(b) a cam adapted to rotatably come into contact with said sensor; ( c ) a spool, having a spool shaft, on which said seat belt is attached and which is mechanically connected to said cam; and (d) a solenoid connected in parallel to said sensor and between said sensor and said programmable control module.

3. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 2, wherein said retractor further comprises: (e) a pulse generator connected to said spool shaft for the purpose of identifying restraint payout direction, the amount and rate of displacement, and occupant position when using said primary restraint.

4. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 2, wherein said retractor further comprises:

(f) a load limiter attached to said spool shaft for the purpose of managing occupant loading on said primary restraint during said retractor latch up conditions.

5. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 2, wherein said retractor further comprises:

(g) a belt presenter in communication with said retractor for the purpose of extending and retracting said primary restraint for occupant comfort and convenience.

6. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 2, wherein said retractor further comprises:

(h) a belt slack manager in communication with said retractor for the purpose of managing the amount of belt slack between the occupant and said restraint.

7. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said supplemental restraint is selected from the group consisting of: frontal air bags, side air bags, pretensioners and curtains.

8. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said sensor system further comprises a high "g" sensor .

9. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said sensor system further comprises a belt usage sensor .

10. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said sensor system further comprises a seat position sensor.

11. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said sensor system further comprises a seat weight sensor .

12. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said sensor system further comprises a buckle latch sensor.

13. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, wherein said programmable control module further comprises:

(1) a micro controller; (2) control input circuitry electrically connected to said micro controller;

(3) input conditioning circuitry electrically connected to said micro controller; and

(4) output conditioning circuitry electrically connected to said micro controller.

14. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, further comprising an automatic locking retractor function.

15. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, further comprising an emergency locking retractor function.

16. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, further comprising a status lamp display conveying status of said system to the vehicle occupant.

17. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, further comprising a lock dwell function to maintain retraction of said primary restraint.

18. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, further comprising a sensor tuner to evaluate and tune the response of said retractor system to inputs from said sensor .

19. A programmable locking retractor system for use with vehicle occupant restraints, as recited in claim 1, further comprising integrated diagnostics.

20. A programmable automatic retractor for use with a primary restraint and in combination with a control module, comprising :

(A) a belt spool for attachment to a standard seat belt; (B) a cam mechanically attached to said belt spool, for riding said standard seat belt on said belt spool; (C) a sensor attached to said cam and adapted to sense rotational motion of said cam; and (D) a solenoid electrically connected to said sensor and to said control module for communicating said sensor status to said control module.

21. A programmable automatic retractor for use with a primary restraint and in combination with a control module, as recited in claim 20, further comprising a sensor electrically connected to said control module for identifying vehicle status.

22. A programmable automatic retractor for use with a primary restraint and in combination with a control module, as recited in claim 20, further comprising a sensor electrically connected to said control module for identifying a positional status of an occupant seat.

23. A programmable automatic retractor for use with a primary restraint and in combination with a control module, as recited in claim 20, further comprising a status indicating lamp.

24. A programmable automatic retractor for use with a primary restraint and in combination with a control module, as recited in claim 20, further comprising an interface with a supplemental restraint system.

25. A programmable automatic retractor for use with a primary restraint and in combination with a control module, as recited in claim 24, wherein said interface further comprises a high "g" override.

26. A high "g" interface for use in vehicle restraint systems, comprising: _ (A) a primary restraint controller adapted to control the operation of primary vehicle occupant restraints;

(B) a supplemental restraint controller adapted to control the operation of supplemental vehicle occupant restraints;

(C) a control module; and

(D) an interface electrically connected to said primary restraint; said supplemental restraint; and said control module.

27. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein said primary vehicle occupant restraint further comprises a seat belt system.

28. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein said supplemental vehicle occupant restraint is selected from the group consisting of frontal air bags, side air bags, pretensioners, and curtains.

29. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein said control module further comprises a micro controller and input/output conditioning circuits.

30. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein said interface provides closed loop controls between said primary restraints and said supplemental restraints .

31. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein said interface further comprises an internal sensor to activate said primary restraints.

32. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein interface provides a communication link between said primary restraints and said supplemental restraints.

33. A high "g" interface for use in vehicle restraint systems, as recited in claim 26, wherein said interface provides a back up control for primary restraints .